bluuebunny/crossref_metadata_2025 huggingface dataset:
Driving and hypoglycemia
Authors: Beer Stephen , Treki Ibrahim
Published: November 2015

Qatar is one of the 20 countries of the IDF MENA region. Three hundred and eighty seven million people have diabetes worldwide and more than 37 million people in the MENA Region; by 2035 this will rise to 68 million. There were 303,700 cases of diabetes in Qatar in 2014. Large number of diabetic patients will seek or currently hold a license to drive.
Most of these patients are either on oral medications or insulin to control their diabetes. Hypoglycemia is one of the major complications related to diabetes treatment. Many large studies have shown an increased risk of hypoglycemia with tight blood sugar control. Unfortunately most diabetes medication can cause hypoglycemia. Hypoglycemia has been associated with cardiac arrhythmia, a decreased ability to drive and driving mishap. Recent meta-analysis of 15 studies showed a risk road traffic collisions (RTC) of 12-19% greater than general populations. The most significant subgroup of persons with diabetes is those on insulin therapy. The single most significant factor associated with RTC appears to be history of recent severe hypoglycemia.
Government regulations have not been established in most of GSC and MENA in general. All EU countries do have regulations for diabetes and driving. Many US states have a restrictive license program for drivers with medical conditions including diabetes. These regulations include more frequent medical examination to denial of driving license, e.g.in those patients with hypoglycemia unawareness. Also more restriction regulations have been established for drivers who are using insulin and buses and heavy goods trucks.
Challenges for road safety in fast developing societies: We need a vision zero to permanently reduce accidents and save life and health by facing fast increasing traffic
Authors: Bodewig Kurt
Published: November 2015

As President of the German Road Safety Association and Vice President of the German Road Safety Council, I strongly force the way of the Vision Zero as a permanent strategy to reduce accidents and to avoid victims of the fast-growing road traffic. In this strategy are some components which have to be realized. One is an intensive campaigning for more safety by changing the behavior of the car users inside the traffic and the mobility of passengers, but also strict rules which have to be accepted by car owners and users. The third main aspect is the construction of roads with a self explaining structure (to be secure by using them). Last but not least we need a functioning rescue system for the victims of accidents which helps to save life in the worst case. All those measures have to be implement in a short time in order to achieve educational effects on the one hand and to reduce accidents on the other. Our international experience in Europe, Iran and China are good basements for the necessary roll out processes.
Medical-psychological assessment of fitness to drive in Germany
Authors: Brieler Paul , Omar Chehadi O. , M. Minge
Published: November 2015

Within the German road traffic safety system, the Medical-Psychological Assessment (MPA) has a more than six-decade-old history and tradition. According to the German traffic law system a driver has to make sure to drive only in a good physical and mental condition and to obey the traffic regulations. If drivers are sanctioned for driving under the influence (alcohol), driving while intoxicated (illegal drugs) or received offences for reverse or repeated violations to traffic rules etc. they have to pass the MPA before getting their driving license back or to avoid a withdrawal of their driving license.
The MPA is an integrated medical and psychological examination usually containing the elements
•Questionnaire (biography, driving history, knowledge of driving rules)
•Medical examination (medical history, physical examination, laboratory analysis)
•Psychological interview ((alcohol or drug consumption style, change of behaviors and attitudes, perception of problems in future)
•Psychophysical computer-based test of cognitive functions (reaction capacity, visual perception, concentration, vigilance)
The examination can be complemented by a driving test in real traffic under defined conditions. The integration of the data from different sources is outlined in a basic manual, the MPA-Expert-Manual, which is published. Inspection principles and rating criteria to identify the quality and intensity of the drivers personal problems (e.g. alcohol addiction, abuse of alcohol, habituation of high consume levels, risky attitudes to drive under the influence), the process of change and the stability of the behavior in future funds the interdisciplinary decision-making procedure, and lead to a MPA-report that is transparent and traceable for public servants or court members.
Due to the importance of this measure for the applicants and for traffic safety the MPA has repeatedly been evaluated in terms of its effectiveness (recidivism rates after a probation period of 3 years, data from the Central Index for Traffic Offenders of the Federal Motor Transport Agency). The results show over the years a decrease of the percentage DUI- and DWI-offenders with a relapse (current state A 8 %) and therefore indicate the predictive reliability of the MPA. There are still problems with drivers with multiple traffic offences (e.g., speeding, tail gaiting), who have a relapse rate of more than 40 %. Altogether the MPA-system in Germany can be regarded as an effective measure in the German licensing procedure in preventing recidivism and an important approach for improving traffic safety.
The effect of ADHD symptoms in traffic accidents
Authors: Eensoo Diva , Kiive Evelyn , Laas Kariina , Harro Jaanus
Published: November 2015

Attention deficit/hyperactivity disorder (ADHD) is one of the most common psychiatric disorders among children and adolescents. Adult ADHD is often underestimated and untreated, but may influence drivers’ behaviour in traffic. The objective of the present study is to clarify how symptoms of ADHD are associated with different types of traffic accidents.

A subsample of the subjects of Estonian Psychobiological Traffic Behaviour Study was recruited at driving schools in 2014 (n=1288, mean age 23.9 (SD=9.9) years). The subjects completed web-based questionnaires including social-demographical data (gender, age, education) and the WHO Adult ADHD Self-Report Scale (ASRS) (Kessler et al., 2007) when they entered study. Data of traffic accidents from 2014 to spring 2015 were obtained from the traffic insurance fund. The Ethics Committee at the University of Tartu approved this study. This research was supported by the Health promotion research programme (TerVE) funded by the European Regional Development Fund and implemented by the Estonian Research Council.

The subjects were categorized according traffic accidents respectively: 1) responsible for the traffic accident (n=26, 2.02%), 2) victim in the traffic accident (n=25, 1.94%), and 3) participating in traffic accident (n=47, 3.65%) – subjects who were responsible for the traffic accident and/or victim in the traffic accident. Males participated more often than females in all traffic accidents (p=0.0002), and in accidents as the victim (p<0.0001). Subjects with traffic accidents had significantly higher scores in the ADHD screen, inattention, hyperactivity and impulsivity, and ADHD total scales irrespective of category (Figure). Subjects with university education reported significantly higher ADHD scores in all subscales (p≤0.01), especially in attention (p=0.0003).
All the associations between traffic accidents and ADHD measures remained significant when accounting for education.

Subjects who reported more ADHD-related symptoms participated more likely in traffic accidents, both being responsible for and victim in accidents. Hence ADHD symptoms should be acknowledged in the curricula in driving schools for preventing traffic accidents.

References:

Kessler, R.C., Adler, L.A., Gruber, M.J., Sarawate, C.A., Spencer, T, & Van Brunt, D. L. (2007). Validity of the World Health Organization Adult ADHD Self-Report Scale (ASRS) Screener in a representative sample of health plan members. International Journal of Methods in Psychiatric Research, 16(2):52–65.
The development of psychological and associated mental health disorders after road traffic crashes and other injuries
Authors: Joseph Anthony
Published: November 2015

Injury contributes approximately 12% of the world’s burden of injury and there is increasing evidence that injury results in the new onset of a range of psychiatric disorders. Posttraumatic stress disorder (PTSD) is one of the more common psychiatric disorders after injury due to road crashes and other forms of traumatic injury. The incidence of PTSD in a number of well controlled studies has been reported at 10-25% but it has been reported to be less than 10% in other studies.
In one large longitudinal study, where patients were followed up to 12 months after injury, 31% of patients had developed a psychiatric diagnosis at 12 months and 22% had a new psychiatric diagnosis. PTSD can occur in combination with other psychiatric disorders or as a single diagnosis. The most common new psychiatric disorders in the above study were depression, generalised anxiety disorder, PTSD and agoraphobia.
Many patients with psychiatric symptoms after injury did not seek professional assistance and only a minority of patients (33%) sought mental health treatment at 12 months. Functional impairment (physical, psychological, social and environmental impairment) at 3 months has also been shown increase the risk of the development of a psychiatric disorder at 12 months. PTSD symptoms (intrusive thoughts, avoidance behaviour and hyper-arousal symptoms) may persist or become worse if not diagnosed and treated within the first 12 months. These symptoms can be extremely debilitating and lead to social isolation, relationship breakdown and ongoing psychological dysfunction. The presence of head injury, substance abuse, depression and other psychiatric disorders may further complicate the diagnosis and treatment of PTSD and other psychiatric disorders.
The presence of mild Traumatic Brain Injury increases the risk of subsequent development of PTSD, panic disorders, agoraphobia and social phobia. A biological model of anxiety disorder suggests that fear is mediated by impaired regulation of the amygdala by the ventral medial prefrontal cortex and damage to this area may lead to increased vulnerability of the patient to develop anxiety and depression due to impaired neural regulation.
The main issue associated with the diagnosis and treatment of patients with PTSD and other psychiatric disorders depends on appropriate presentation and available treatment options including cognitive behavioural therapy, desensitisation or drug treatment.
It appears that up to 33% of patients may develop a psychiatric illness after a traumatic injury and this may lead to significant functional impairment and social dysfunction. Public health initiatives are required to address the mental health burden caused by these disorders. I will address some of the newer approaches to both the early identification and diagnosis of these disorders and suggest some early interventions for both the treatment and prevention of these debilitating psychiatric disorders.
The evaluation of medical fitness to drive in patients with dementia, post-stroke conditions, or seizures
Authors: Lundberg Catarina
Published: November 2015

Safe automobile driving requires sufficient vision, cognition, and physical capability that, in turn, depend on the relative integrity of cerebral functioning. Fairly common medical conditions such as dementia, stroke, and seizures affect the brain, and may therefore compromise safe driving. Evidence of unsafe or impaired driving in these diagnostic groups has been presented, but has also been subject to debate. Furthermore, legislation regarding license holding for people with different medical conditions varies widely across countries and states. Nonetheless, it is important, in the clinical context, to determine whether patients should drive, when their medical conditions may put them or other road-users at risk.

When patients with dementia and post-stroke conditions are not evidently either fit or unfit to drive, assessments should ideally be carried out by multi-professional teams comprising physicians, neuropsychologists, and/or occupational therapists. Areas addressed should be visual functioning, cognition (with an examination of domains such as attention, speed, and visuospatial ability), and the ability to handle the vehicle. It is also necessary to consider additional factors such as medication use, the presence of co-morbidities and risk of recurrence of stroke, and the risk or speed of progression that makes it necessary to reexamine the patient at suitable intervals (in cases of dementia, at least on a yearly basis).

Professionals should be aware of the fact that there is no perfect ‘golden standard’ against which to compare the outcome of the clinical examinations and that factors such as the occurrence of adverse traffic events or the compensatory potential of the individual patient, based on insight and/or premorbid driving skill, should be taken into consideration.

Losing consciousness while driving constitutes a considerable traffic hazard, but there is no clear-cut evidence that drivers with epilepsy or seizures are over-represented in motor vehicle crashes. Legislators in different countries have differing approaches to the granting of driving privileges to patients who have had seizures and the required duration of a seizure-free period before driving can be resumed can vary considerably on grounds that do not appear to be scientifically based.
The effectiveness of defensive driving
Authors: Marks R.
Published: November 2015

• Cite worldwide research & statistics on motor vehicle collisions (number of deaths, injuries and primary cause of road incidences).
• Explain the concepts of defensive driving (which was pioneered and developed by the National Safety Council in 1964)
• Discuss distracted driving (e.g., use of cell phones or texting while driving) which has joined speeding and alcohol as one of the 3 leading factors in fatal and serious injury crashes
• Benefits of managing work-related road safety and the need to promote safe driving practices and a positive safety culture at work.
• Explain why the adoption and enforcement of traffic laws appears inadequate in many countries (subtopics include excessive speed, seat-belt use, drinking and driving, use of motorcycle helmets, and use of child restraints in a vehicle).
Vehicle tyres and road accidents
Authors: Masad Eyad
Published: November 2015

A research team from Texas A&M University at Qatar (TAMUQ) and Texas A&M Transportation Institute (TTI) conducted during the past three years a study that focused on traffic safety situation in Qatar, tyre properties, and the influence of tyre properties on driving safety. The presentation will compare and contrast the specifications of the Gulf Standardization Organization (GSO) and other specifications used in Europe and United States. Consequently, the presentation will discuss recommendation for changes in GSO tyre specifications in order to better reflect climatic conditions in the region.

One of the road safety issues in Qatar is the routine use of some drivers of off-road tyres on paved roads. The research team conducted comprehensive testing of off-road tyres and standard tyres that are used in a typical large SUV. In addition, the team developed computer models and conducted finite element analysis to simulate the driving and manoeuvring conditions of the different types of tyres. The experimental measurements and computer simulations revealed valuable information about performance of off-road tyres and risks associated of using them on roads in Qatar. The results will be very useful for the policy makers and the driving public regarding the development of regulations that control the use of off-road tyres.
Road safety and traffic medicine in Iran: Achievements and challenges
Authors: Motevalian A.
Published: November 2015

Road traffic injuries found to be the second rank of Years of Life Lost (YLL) and third rank of Disability Adjusted Life Years (DALY) in Iran based on Global Burden of Disease 2010. The number of annual fatalities, which had been on the rise for several decades, reached to the maximum number of over 27500 deaths in 2005. The number decreased to 23000 in 2010 and less than 18000 in 2013. The reduction in number of deaths happened despite a four-fold increase in number of motor vehicles.
Some of the interventions that might be contributing to this achievement include the following: a) the new traffic law passed in 2010 that replaced the previous one dating back to 1968. Heavier penalties for major offences like: speeding, driving under the influence and dangerous driving are considered in the new law; b) stricter law enforcement by traffic polices(1); c) mass media campaign for traffic injury prevention (1); d) using fixed speed camera systems and laser speed guns; e) universal coverage of hospital treatment costs for all traffic injuries by Ministry of Health and Medical Education(2); and f) graduated driving license.
On the other side, there are areas that need to be improved, including: a) driving behavior of both public and private drivers; b) driving under influence of drugs specially among public vehicle drivers (3,4) c) motorcycle riding behavior with special emphasis on helmet use (5); d) medical and psychological fitness to drive examinations; e) vehicle safety specifically for cars manufactured within the country; f) transportation engineering with emphasis on expansion of railroads and safe highways.

References:
1) Soori H1, Royanian M, Zali AR, Movahedinejad A. Road traffic injuries in Iran: the role of interventions implemented by traffic police. Traffic Injury Prevention. 2009 Aug; 10(4):375-8.
2) Karim H, Mohammadi M, Bazargan-Hejazi S, Ahmadi A. Removing the economic burden of road traffic injuries from patients: a successful model. Journal of Injury and Violence Research. 2015 Jul; 7(2): 95-96.
3) Motevalian SA, Jahani M, Mahmoodi M. Driving under influence of opiates in heavy vehicle drivers of Iran in 2001. Hakim; 2004, 7(1): 1-8.
4) Majdzadeh R, Feiz-Zadeh A, Rajabpour Z, Motevalian A, Hosseini M, Abdollahi M, Ghadirian P. Opium consumption and the risk of traffic injuries in regular users: a case-crossover study in an emergency department. Traffic Injury Prevention. 2009 Aug;10(4):325-329.
5) Motevalian SA, Asadi-Lari M, Rahimi H, Eftekhar M. Validation of a Persian Version of Motorcycle Rider Behavior Questionnaire. Annals of Advances in Automotive Medicine. 2011 Oct:91-98.
Evidence-based safety education and training for traffic injury prevention
Authors: Motevalian Abbas
Published: November 2015

Safety education and training is one of the four basic injury prevention strategies, although there are concerns about its effectiveness. In this study, we aimed to summarize the scientific evidence on effectiveness of education and training for different road user groups. Cochrane Injuries Group, Pubmed, Campbell Systematic Reviews and TRID databases were searched for the relevant literature. Only systematic reviews or meta-analyses were recruited for this study.
Pedestrian safety education can increase the knowledge of children and improve their road crossing behavior, but its effectiveness on road traffic injuries remained unknown. More evidence for adult pedestrians, especially elderly people is needed.
Bicycle skill training for children and youth may increase their safety knowledge, but not necessarily improve their behavior or decrease their injury rates. Non-legislative interventions were found effective for increasing observed helmet use among bicyclists. Education only interventions were less effective than those providing free helmet. School based programs were less effective than community based.
Motorcycle rider training has not found to be effective in reducing injuries. Mandatory pre-license rider training is an obstacle in motorcycle licensing process, so it indirectly reduces crashes through reduction in exposure. Quality research is needed to evaluate the effectiveness of rider training on crashes and injuries.
Graduated Driving License (GDL) are designed to gradually introduce novice drivers to higher risk driving situations. GDL is effective in reducing crash rates among young drivers. Stronger GDL programs achieve greater fatality reduction. A systematic review on the effects of post-license driver education, provides no evidence of its effects on preventing road traffic crashes or injuries. Because of the large sample size included in the meta-analysis, the possibility of even modest benefits is rejected.
School-based driver education can lead to early licensing, but there is no evidence that it reduces road crash involvement. The findings suggest that driver education may even lead to a modest but potentially important increase in the proportion of teenage drivers involved in road traffic crashes.
There is strong evidence that education in combination with on-road training is effective on improving driving performance. There is moderate evidence that only educational intervention is not effective in reducing road traffic crashes. The evidence supports the effectiveness of interventions aimed at retraining older drivers.
Review of the systematic reviews show that education only interventions are rarely effective on prevention of road traffic crashes. Except for some interventions like post-license driver education which has strong evidence based on large number of participants, in most of the subject interventions more rigorous investigation is needed especially in low- and middle- income countries.
Road Accidents In Bangalore: A Report
Authors: Kumar Sanjeev
Published: November 2015

Presently there are about 53 lakh vehicles plying on Bangalore’s roads. The absolute number of road accidents has also been growing at an alarming rate which reflects concomitant investment in road safety strategies coupled with rapid rate of motorisation. At the same time, there is lacuna in the whole system of reporting, recording and analysing road traffic crashes.
The process of building a report on ‘road accidents in Bangalore” started with data procurement, followed by entry of the data collected, and then analysis of accidents that took place in the years of 2011, 2012 and 2013. A broad accident pattern for these years was established on a macro level. It was inferred that accident occurrence varied between 14-15 accidents every day on an average, with accidents increasingly happening over week-ends, more in the evenings and late night hours and about 20% of the total casualties reported were pedestrians, followed by two-wheeler riders (37%) who are categorized as Vulnerable Road Users (VRUs). On a microscopical level, 10 blackspots were identified. As a pilot project, Blackspot treatment was initiated for Old Madras Road. A 10-pronged approach was adopted and counter measures were developed under all the four E’s – engineering, enforcement, education and emergency.
The evaluation of the implemented measures showed that there is reduction in accidents on the stretch to the tune of almost 38% resulting in savings to the economy of Rs.34.64 Lakhs. This success is achieved in less than six months of implementation, and shows that rigorous implementation of the structures and processes re¬quired to realise the Road Safety Programme is the key to its success. The main conclusion of the report was that the accident blackspot mitigation should become a continuous programme and should feature in all the stake holders’ agenda and budgets.
Efficacy, strengths, and limitations of in-vehicle feedback technology to reduce young drivers’ risk: Recent findings from the literature
Authors: Claude Ouimet Marie
Published: November 2015

The main goal of this presentation is to describe the current state of research in regards to in-vehicle feedback technology aimed at young drivers. Young drivers have a higher crash risk worldwide than other age groups, and the first months after licensing are the most dangerous. Several countries have achieved important crash reductions over the past years that are associated with the implementation of graduated driver licensing programs. Provisions of these primary and secondary prevention programs includes older age at licensing and driving privileges provided gradually to young drivers, such as driving at night and with young passengers. Development of in-vehicle technology, such as feedback devices, now allows easier implementation of secondary and tertiary interventions aimed at young drivers. A number of randomized controlled trials have been published and results suggest the efficacy of in-vehicle feedback devices in reducing some indices of risky behavior, such as g-force events. Research has also identified several obstacles to deployment of these devices, including acceptance by both young drivers and their parents. Results of recent studies by our research group on efficacy (N = 160) and acceptance (N = 380) of in-vehicle devices in 18-24 year old drivers, and individual factors that influence these dimensions, will be presented in light of the current research. The main discussion will address the efficacy of in-vehicle feedback technology to reduce young drivers’ risk, its strengths, limitations, and obstacles to implementation in primary, secondary, and tertiary prevention programs.
Traffic Medicine in the Latin America: a focus on the Dominican Republic
Authors: Peralta Ruben
Published: November 2015

Road traffic injuries [RTI’s] are known to be a global leading cause of death and disability. In Latin America, they have been shown in disproportionately affect young males, vulnerable road users and low-income populations. Some of the world’s highest death rates from RTI’s are found in this region and this lecture will describe the efforts to improve road safety in the Dominican Republic [DR]. Temporal trends in RTI incidence and mortality rates have been on the rise and these have been heightened by the changing demographics, increasing numbers of vulnerable road users and the influx of immigrant populations. In response, government and non-governmental agencies have been implementing a wide array of public education programs, targeted enforcement campaigns, road improvement and quality improvements in the delivery of post-crash care. An evaluation of the multi-sectorial programs to reduce the health burden from RTI’s in the DR will be presented and recommendations made for specific elements that must be retained and continued will be made.
Traffic medicine and road safety in Germany
Authors: Püschel Klaus
Published: November 2015

In place of Germany as a whole, the situation of traffic medicine in Hamburg is described. As a metropolis in the north of Europe and hub for the land traffic, maritime transport and air traffic – Hamburg is a good location for the topic of traffic safety. In particular the maritime medicine as well as the production of traffic airplanes define our city. Furthermore Hamburg and the University Medical Center of Hamburg-Eppendorf (UKE), as a science location, have made a name for itself especially in the area of forensic medicine. The legal medicine and traffic medicine are key aspects in research and teaching of the UKE.

The traffic medicine/road safety under the perspective of forensic medicine focuses on the following main-areas:
•Determination and prognosis of fitness to drive with respect to age, illness and substance abuse/dependence
•Driving under the influence of alcohol, drugs and medicaments.
•Chemical-toxicological analyses, methodology, accreditation of laboratories, drug recognition training, breath alcohol analyses
•Demographic change, drivers licence and old age medical condition
•Accident reconstruction, with special respect to the investigation of drivers (dead or alive)

Germanwings Flight 9525 (4U9525/GWI18G) is a central point of discussion. It was a scheduled international passenger flight from Barcelona in Spain to Düsseldorf Airport in Germany. On 24 March 2015, the aircraft, an Airbus A320-200, crashed in the French Alps. All 144 passengers and six crew members were killed; this was deliberately planned by the co-pilot. Having previously been treated for suicidal tendencies and been declared “unfit to work”, he caused the aircraft to crash into the mountains. Consequences? In response to the incident and the circumstances the public, experts, and authorities discussed recommendations for new policies in traffic safety.
Forensic medical aspects of traffic accident reconstruction
Authors: Püschel Klaus
Published: November 2015

Injuries and fatalities occur in all forms of transportation. Numerically, road traffic accidents account for the great majority worldwide. Special questions (especially from the forensic medical point of view) are associated with maritime and flight crashes, when bodies are heavily mutilated and severely decomposed (concerning i. e. identification). – Post mortem radiological investigations are of special value (especially body scanning, pm CT, so called virtual autopsy). The pattern of injuries, toxicological findings, and trace evidence vary considerably and the whole scale of forensic medical analyses is required. This concerns for example: Pattern of injury of vehicle occupants, effect of seatbelts, vulnerability of children in vehicles, injuries to motorcyclists, pedal cyclists and pedestrians, cause of death, suicide and homicide, railway injuries and the special dynamics of other motorized transports.

Concerning fitness to drive/pilot/navigate/work careful medical (i.e. concerning epilepsy), psychological (concerning psychiatric illness, substance abuse) and toxicological screenings and investigations are required. For example chronic alcoholism and drug dependence have to be evaluated (i.e. by segmented hair analysis). Such drivers are responsible for very severe crashes. According to the German law these persons are banned from driving motorized vehicles.
Pregnancy and traffic crashes in North America
Authors: Redelmeier Donald
Published: November 2015

Pregnancy causes diverse physiologic and lifestyle changes that may contribute to increased driving and driver error. We compared a woman’s risk of a serious motor vehicle crash during her second trimester to her own baseline risk before pregnancy. We conducted a population-based self-matched exposure-crossover longitudinal cohort analysis of women who gave birth in Ontario, Canada, between April 1, 2006 and March 31, 2011 (5 years). We excluded women less than age 18 years, individuals living outside Ontario, those who lacked a valid identifier number under universal insurance, and cases managed by a midwife. The primary outcome was a motor vehicle crash resulting in a hospital emergency department visit.

A total of 507,262 women gave birth during the study (mean age = 30 years, middle-low socioeconomic status = 64%, cesarean section rate = 30%). The women accounted for a total of 6,922 motor vehicle crashes as drivers during the three-year baseline interval (177 per month) and 757 motor vehicle crashes as drivers during their second trimester (252 per month). The elevated risk during the middle of pregnancy equaled a 42% increase in crash risk (95% confidence interval 32 to 53, p < 0.001). The increased risk included diverse populations, varied obstetrical cases, and different crash characteristics. The increased risk was largest in the early second trimester and compensated during the third trimester. No increase was observed in incidents involved as passengers or pedestrians, cases of intentional injury or inadvertent falls, or self-reported risky behaviors. The absolute risk amounted to an estimated 1-in-50 women experiencing a motor vehicle crash at some point during an average pregnancy, taking into account all nine months and the full spectrum of severity (fatal, injury, and vehicle damage combined). We suggest that pregnancy is associated with an increased risk of a serious motor vehicle crash during the second trimester that may merit attention in prenatal care guidelines.
Six insights on traffic safety from Canada
Authors: Redelmeier Donald
Published: November 2015

Canada is a country of about 35 million people located about 11,000 kilometers away from Qatar. The purpose of this talk is to provide six informal insights from the Canadian experience that may inform traffic risks in Qatar. A greater awareness of these points, we suggest, might help lessen the losses from traffic crashes in both countries.
STRADA: Road traffic accident and injury data in Sweden
Authors: Skyving Marie
Published: November 2015

If every driver in Sweden were to obey the speed limits there would be more than 100 lives spared each year. Every reduction of 1 km/h on average speed in the country saves approximately 20 lives per year (SRA 2015). One of many important measures in the later road safety work in Sweden is a project attempting to reduce speed, namely the implementation of speed cameras.

Without a comprehensive increase in traffic surveillance it is difficult to achieve traffic safety (VTI 2005). The Swedish Road Administration together with the National Police Board put up the first speed cameras, or road safety cameras, in the late 1990’s and at the end of 2014 there were 1200 cameras monitoring 3000 kilometer of road stretches in Sweden. Before deciding where to install the road safety cameras the Swedish road traffic crash- and injury surveillance system, STRADA, was used to spot where accidents happened most frequently. STRADA is also a tool in the follow up work when evaluating the effects of the road safety cameras.

The road safety camera project has been and still is a successful road safety work. When looking at data from STRADA from three examples (road 222, 225 and 268) of the approximately 120 roads with speed cameras one can see, when comparing a four year period before and after speed cameras, fatal accidents was reduced from a total of 8 to 3, and accidents with serious injuries as an outcome was reduced from 65 to 28. The road safety cameras have reduced the average speed on roads with cameras with 5% and are now appreciated to save up 20 lives and up to 50 persons from being seriously injured per year in Sweden.

Speed monitoring with road safety cameras has shown to be a successful way of reducing speed and save lives on Swedish roads. Every year the cameras prevent 20 people from being killed in traffic and 50 persons are prevented from being seriously injured. In order to evaluate road safety work such as speed cameras there has to be measurements made before and after the intervention. Using data from STRADA has both been contributing to the foundation of the road safety camera project and also one of the important tools for follow up.

References:
Swedish Transport Administration: Trafiksäkerhetskameror (Road Safety Cameras) (in Swedish) website
http://www.trafikverket.se/Privat/Resan-och-trafiken/Trafiksakerhetskameror/2015-07-22.

Swedish Transport Administration: Road Safety Made in Sweden, Order no 10097 2nd Edition, http://online4.ineko.se/online/download.aspx?id=43885 2013.

Jörgen Larsson, Susanne Gustafsson: Vad är en effektiv trafikövervakning? En litteraturstudie, (in Swedish) VTI notat 42-2005, Swedish National Road and Transport Research Institute 2005.
Época de coleta e ácido indolbutírico no enraizamento de miniestacas de pitangueira
Authors: Peña Peña Martha Lucía , Zanette Flávio , Biasi Luiz Antonio
Published: November 2015

A miniestaquia é uma técnica de propagação vegetativa promissora. Este estudo traz uma contribuição para o avanço do conhecimento na propagação da pitangueira (Eugenia uniflora L.) (Myrtaceae), árvore nativa do Brasil, com potencial para restauração ecológica, exploração pelas indústrias alimentícias, cosméticas e medicinais, e pode melhorar as condições de vida das comunidades rurais. O objetivo deste trabalho foi avaliar a viabilidade da técnica de miniestaquia na propagação vegetativa de pitangueira, por meio da produtividade e sobrevivência das minicepas, e do enraizamento das miniestacas tratadas com diferentes concentrações do ácido indolbutírico (AIB) nas sucessivas coletas. As minicepas foram obtidas a partir de mudas produzidas via sementes de pitangueira, que foram cultivadas em tubetes, e tiveram seus ápices podados, visando estimular a formação de brotações. Destas minicepas se promoveram oito coletas sucessivas de brotações (miniestacas). O delineamento experimental foi inteiramente casualizado, em arranjo fatorial 8 x 4 (oito épocas de coleta de miniestacas e quatro concentrações de AIB), com quatro repetições e 20 miniestacas como unidade experimental. A sobrevivência das minicepas foi de 99,28% com produtividade média de 362 miniestacas por m2 por mês, considerando 2,5 miniestacas por minicepa por coleta a cada 51 dias. A maior média de produção de miniestacas ocorreu na época 4 de coleta (verão) e a menor na coleta da época 8 (inverno). Verificou-se enraizamento adventício variando de 57,2 (coleta 6) até 97,2% (coleta 1). As miniestacas provenientes das primeiras cinco coletas realizadas até os 247 dias após instalação do minijardim apresentam índices de enraizamento significativamente superiores às provenientes das últimas três coletas, além de melhor qualidade do sistema radicial. O enraizamento de miniestacas de origem seminal de pitangueira é favorecido com o uso de AIB em concentrações próximas de 2.500 mg L-1.
Desempenho fisiológico de sementes de gergelim submetidas a estresse hídrico em diferentes temperaturas
Authors: Medeiros Dayana Silva de , Alves Edna Ursulino , Sena Daniela Vieira dos Anjos , Silva Edna De Oliveira , Araújo Luciana Rodrigues de
Published: November 2015

O gergelim (Sesamum indicum L.) tem grande potencial econômico, devido às possibilidades de exploração tanto no mercado nacional como internacional, o qual pode ser cultivado em segunda época ou safrinha quando está sujeito a condições climáticas menos favoráveis durante a semeadura e emergência, como o déficit hídrico. Diante disso objetivou-se avaliar o efeito do estresse hídrico induzido por soluções de polietileno glicol (PEG 6000) em diferentes temperaturas no desempenho fisiológico de sementes de gergelim. No trabalho utilizaram-se soluções de PEG 6000 com diferentes potenciais osmóticos (0,0 controle) e (-0,2; –0,4; –0,6 e –0,8; –1,0 –1,2 e –1,4 MPa) nas temperaturas de 25, 30 e 35 °C. Na determinação do efeito dos tratamentos avaliou-se a germinação e o vigor (primeira contagem, comprimento da raiz primária e parte aérea), em delineamento experimental inteiramente ao acaso, com quatro repetições. O desempenho fisiológico das sementes de gergelim é afetado pelo estresse hídrico, com reduções significativas na germinação e no vigor, sendo que a temperatura de 30 °C favoreceu o desempenho germinativo em potenciais hídricos menos restritivos.

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Administration of GnRH on the day of fixed-time artificial insemination (FTAI) and melengestrol acetate (MGA) administration after ftai in non-suckling nelore cattle
Authors: Silva Rossane Pereira da , Leão Karen Martins , Rodrigues Moraima Castro , Marques Thaisa Campos , Silva Natalia Do Carmo , Viu Marco Antônio De Oliveira
Published: November 2015

The present study evaluated the effect of administering buserelin acetate (GnRH) at the time of fixed-time artificial insemination (FTAI), along with the effect of oral administration of melengestrol acetate (MGA) after FTAI on conception rates in non-suckling Nelore cattle. In Experiment I, the effect of GnRH application at the time of FTAI was evaluated, as was administration of MGA from the 13th through the 18th day following FTAI (D24 to D29 after the initiation of the FTAI protocol). Experiment I was performed in 215 non-suckling cattle of the Nelore breed, divided into four experimental groups: Control group: 56 cows subjected to FTAI without GnRH injection; GnRH group: 51 cows subjected to GnRH at the time of FTAI; MGA Group: 57 cows subjected to FTAI without the application of GnRH with mineral supplementation and the addition of 2.28 g of MGA® Premix per cow per day from D24 to D29 after the initiation of the FTAI protocol; MGA and GnRH group: 51 cows subjected to GnRH injection at the time of FTAI, with mineral supplementation and the addition of 2.28 g of MGA® Premix per cow per day from D24 to D29 after the initiation of the FTAI protocol. In Experiment II, the effect of providing MGA five to ten days after FTAI was evaluated in 196 non-suckling pluriparous Nelore cows, divided into two groups: Control group: 104 cows subjected to FTAI, not supplemented with MGA; treated group: 92 cows supplemented with the addition of 2.28 g of MGA® Premix per cow per day from D15 to D20 after the initiation of the FTAI protocol. Diagnosis of gestation was carried out 45 days after FTAI. Both experiments were conducted using a completely randomised design and analysed via the SAS MIXED procedure. In Experiment I, the control group displayed a lower conception rate (32.1%) compared with the groups administered GnRH, MGA, and both MGA and GnRH, which were respectively provided with MGA after FTAI (45.6%), GnRH at the time of FTAI (50.9%), and the combination of the two treatments (50.9%) (P<0.05). In Experiment II, the control group displayed a higher conception rate (40.38%) compared with the group receiving MGA post-FTAI (18.48%) (P<0.05). It was concluded that the injection of buserelin acetate (GnRH) at the time of FTAI and the oral administration of MGA® Premix from the 13th to the 18th day after FTAI increased the conception rates in non-suckling Nelore cattle. However, when MGA® Premix was administered orally from the fifth to tenth day post-FTAI, conception rates in non-suckling Nelore cattle were reduced.
Ixodids in wild animals of the mountainous plateau Region of Santa Catarina State, Brazil
Authors: Lavina Marcia Sangaletti , Souza Antonio Pereira de , Sartor Amélia Aparecida , Moura Anderson Barbosa de
Published: November 2015

Knowledge of ixodids (hard ticks), as of well as their ability to transmit pathogens to their hosts, and in some cases to humans, is significantly important for the establishment of epidemiological public health programs and surveillance. With the purpose of identifying ixodids from wild mammals in the mountainous plateau of Santa Catarina, we examined ticks collected or received in the Laboratory of Parasitology and Parasitic Diseases of the Centre of Agroveterinary Sciences (CAV/UDESC) from 2001 to 2011. The ixodids were collected from wild animals that were subjected to the screening process of the Veterinary Clinic Hospital (HCV) of CAV and from dead animals found on state highways. Using specific dichotomous keys, we identified Amblyomma aureolatum collected from Pseudalopex gymnocercus, Lycalopex gymnocercus, Leoparduspardalis, Cerdocyon thous, Leopardus tigrinus, Puma concolor, and Bufo sp.; A. dubitatum collected from Hydrochoerus hydrochoeris; A. rotundatum from Puma concolor and Bohtrops sp.; A. ovale from Bufo sp.; and Rhipicephalus microplus from Mazama gouazoubira. A specimen of A. longirostre was identified in an urban area house at the municipality of Lages. A. rotundatum that was collected from Bohtrops sp. and Puma concolor, and A. longirostre that was found in the environment, are reported for the first time in the state of Santa Catarina, Brazil. 
Inflation Metaphor in Contemporary American English
Authors: Hu Chunyu , Chen Zhi
Published: November 2015

Inflation is often regarded as a dangerous phenomenon which poses a potential threat to economies in the world. It is thus an entity that demands the constant attention of economists, policymakers and the general public. In order to make this abstract entry more concrete and vivid, a number of metaphorical expressions are used to depict inflation. Building on previous studies that relied on researchers’ intuition or a small corpus, this paper sets out to investigate the use of inflation metaphor by examining a 450-million-word Corpus of Contemporary American English (COCA). The results show that there exist a considerable number of metaphorical collocates of inflation, which can be grouped into separate yet closely related categories: INFLATION IS FIRE, INFLATION IS DISEASE, INFLATION IS AN ANIMAL, INFLATION IS AN ENEMY, INFLATION IS A RACER, INFLATION IS A MACHINE, and the like. This study shows how these metaphors function in specific contexts, and how they structure and reframe our thinking about inflation and other related economic concepts. These findings have pedagogical implications for both teaching of economics and second language learning of relevant words and phrases.
Control Systems Cybersecurity: Lessons Learned From Virginia Assessments
Authors: Manalo Christian , Noble Tom , Miller Kyle , Ferro Caitlin
Published: November 2015

A Cybersecurity assessments program conducted at 24 water utilities informs the industry and identifies best practices.
“OK, Let's Go”: Delivering Capital Projects in an Uncertain Environment
Authors: Bernosky Joseph
Published: November 2015

As I was thinking about topics for this month's column, I happened to reread the fine article by Richard Atwater (and co‐authors) in the June 2015 Journal AWWA, “Adaptation, Integration, and Connection: How Water Utilities Can Plan for Uncertainty.” The article quotes Dwight D. “Ike” Eisenhower and put me in mind of one of my favorite quotes of Ike's on planning: “In preparing for battle, I have always found that plans are useless, but planning is indispensable.” As a five‐star general and Supreme Allied Commander Europe (SACEUR in military parlance) overseeing the largest amphibious invasion in history, Eisenhower knew a thing or two about planning. In the June article, Atwater et al. described some of the integrated planning efforts occurring now in California and offered several valuable suggestions regarding future approaches to dealing with uncertainty in the planning process.
Biological Drinking Water Treatment? Naturally.
Authors: Brown Jess , Summers R. Scott , LeChevallier Mark , Collins Heather , Roberson J. Alan , Hubbs Steve , Dickenson Eric
Published: November 2015

At a 2013 AWWA symposium on biological treatment of drinking water, presentations covered a full spectrum of topics; speakers outlined different processes, dispelled misconceptions, introduced new research, and summarized the regulatory aspect of biotreatment.
Utility Finds Way to Manage a Tank's Chloramine Residual
Authors: Seidel Andrew
Published: November 2015

The East Bay Municipal Utility District (Calif.) successfully used a mobile on‐site sodium hypochlorite generator, coupled with dosing logic and tank mixing, to achieve adequate tank chloramine residuals during a time of drought, which led to the technique's adoption.
Ask 10 Key Questions Before you Purchase a Control Valve
Authors: Gimson Mark
Published: November 2015

Consider and answer these key questions on control valves before deciding a product is the best one to meet your utility's needs.
Émanciper la lecture. Formes de vie et gestes critiques d’après Marielle Macé et Yves Citton
Authors: Hamel Jean-François
Published: November 2015

Cet article propose une présentation critique des théories de la lecture développées par Marielle Macé et par Yves Citton, qui ont en commun de définir les pratiques de lecture et d’interprétation comme des activités émancipatrices d’un point de vue éthique et politique. Ces théories partagent une inspiration pragmatiste, qui les incite à refuser les idéologies ségrégationnistes de l’art, qui séparent a priori l’expérience esthétique de l’ordinaire de nos existences. Elles conçoivent en outre la lecture comme un geste critique qui contribue à transformer nos croyances et nos conduites. Malgré cet esprit pragmatiste, l’éthique de la lecture de Marielle Macé et la politique de la lecture d’Yves Citton demeurent attachées à une conception romantique de la littérature, qui tend à méconnaître la diversité sociale et historique de ses représentations et de ses usages.