Roadside survey on alcohol and drug use among drivers in the Arctic county of Finnmark (Norway)

Objective: The objective of this study was to determine the prevalence of alcohol and potentially impairing drugs among the general driving population in Finnmark and to compare the prevalence among Norwegian, Russian, and other foreign drivers by analyzing samples of oral fluid.

Methods: In collaboration with local police, drivers were selected for a voluntary and anonymous study using a multistage cluster sampling procedure (selection of roads, time intervals, and drivers within each interval) from September 2014 to October 2015. Age, gender, citizenship, time, and geographical site were recorded. Samples of oral fluid were collected using the Quantisal device. The samples were analyzed for alcohol with an enzymatic method and for 12 illicit drugs and 16 medicinal drugs and some metabolites using ultra-high-performance liquid chromatography with tandem mass spectrometry detection.

Results: A total of 3,228 drivers were asked to participate in the study. The refusal rate was 6.2%. Of the 3,027 participants in the study, 111 (3.7%) were Russian and 204 (6.7%) had citizenship other than Norwegian or Russian. The total prevalence of psychoactive substances was 4.3%. Alcohol was detected in 0.3%, psychoactive medicinal drugs in 2.5%, and illicit drugs in 1.6% of the samples. The most commonly found substances were the sleeping agent zopiclone (1.1%), tetrahydrocannabinol (THC; 1.1%), and the analgesic agent codeine (0.6%). Illicit drugs were detected significantly more often in samples from drivers of citizenship other than Norwegian or Russian. The prevalence of alcohol was somewhat higher among Russian drivers but not statistically significant. There were large differences between age groups and genders concerning illicit drugs and psychoactive medicinal drugs; illicit drugs were more frequently in samples from young male drivers, whereas psychoactive medicinal drugs were more frequently in samples from elderly female drivers.

Conclusion: The total prevalence of alcohol and drugs among the general driving population in Finnmark was low and similar to previous Norwegian roadside surveys. Illicit drugs were detected significantly more often in samples from drivers with citizenship other than Russian and Norwegian and among young male drivers.     

Small-scale fisheries,population dynamics,and resource use in Africa: the case of Moree,Ghana

We consider population dynamics and sustainable use and development of fishery resources in Moree, a small-scale fishing and coastal community of 20,000 people in the Central Region of Ghana near Cape Coast. Moree suggests that relationships between population dynamics and fishery resources are more complex than the concept of Malthusian overfishing implies. Reasons include changing biophysical characteristics of the upwelling system along the coast of West Africa; qualitative as well as quantitative changes in fishing activity throughout the year; the market nature of fishing activity and nonlocal demands for fish; regular fishery migration; and institutions regulating fishery resource access at home and at migration destinations. Population and resource relationships in Moree may be the effects of fishery resource and economic changes on migration rather than population pressure on fishery resources. Fisheries management policies must take into account processes that lie beyond the influence of local fishermen.     

Optimizing the performance of phase-change materials in personal protective clothing systems.

Phase-change materials (PCM) can be used to reduce thermal stress and improve thermal comfort for workers wearing protective clothing. The aim of this study was to investigate the effect of PCM in protective clothing used in simulated work situations. We hypothesized that it would be possible to optimize cooling performance with a design that focuses on careful positioning of PCM, minimizing total insulation and facilitating moisture transport. Thermal stress and thermal comfort were estimated through measurement of body heat production, body temperatures, sweat production, relative humidity in clothing and subjective ratings of thermal comfort, thermal sensitivity and perception of wetness. Experiments were carried out using 2 types of PCM, the crystalline dehydrate of sodium sulphate and microcapsules in fabrics. The results of 1 field and 2 laboratory experimental series were conclusive in that reduced thermal stress and improved thermal comfort were related to the amount and distribution of PCM, reduced sweat production and adequate transport of moisture.     

The effects of aggregation on the performance of the inverse method and indicators of network analysis

Food webs are usually aggregated into a manageable size for their interpretation and analysis. The aggregation of food web components in trophic or other guilds is often at the choice of the modeler as there is little guidance in the literature as to what biases might be introduced by aggregation decisions. We examined the impacts of the choice of the a priori model on the subsequent estimation of missing flows using the inverse method and on the indices derived from ecological network analysis of both inverse method-derived flows and on the actual values of flows, using the fully determined Sylt-Rømø Bight food web model. We used the inverse method, with the least squares minimization goal function, to estimate ‘missing’ values in the food web flows on 14 aggregation schemes varying in number of compartments and in methods of aggregation. The resultant flows were compared to known values; the performance of the inverse method improved with increasing number of compartments and with aggregation based on both habitat and feeding habits rather than diet similarity. Comparison of network analysis indices of inverse method-derived flows with that of actual flows and the original value for the unaggregated food web showed that the use of both the inverse method and the aggregation scheme affected indices derived from ecological network analysis. The inverse method tended to underestimate the size and complexity of food webs, while an aggregation scheme explained as much variability in some network indices as the difference between inverse-derived and actual flows. However, topological network indices tended to be most robust to both the method of determining flows and to the inverse method. These results suggest that a goal function other than minimization of flows should be used when applying the inverse method to food web models. Comparison of food web models should be done with extreme care when different methodologies are used to estimate unknown flows and to aggregate system components. However, we propose that indices such as relative ascendency and relative redundancy are most valuable for comparing ecosystem models constructed using different methodologies for determining missing flows or for aggregating system components.     

Global temperature change from the transport sectors: Historical development and future scenarios

Transport affects climate directly and indirectly through mechanisms that operate on very different timescales and cause both warming and cooling. We calculate contributions to the historical development in global mean temperature for the main transport sectors (road transport, aviation, shipping and rail) based on estimates of historical emissions and by applying knowledge about the various forcing mechanisms from detailed studies. We also calculate the development in future global mean temperature for four transport scenarios consistent with the IPCC SRES scenarios, one mitigation scenario and one sensitivity test scenario. There are large differences between the transport sectors in terms of sign and magnitude of temperature effects and with respect to the contributions from the long- and short-lived components. Since pre-industrial times, we calculate that transport in total has contributed 9% of total net man-made warming in the year 2000. The dominating contributor to warming is CO₂, followed by tropospheric O₃. By sector, road transport is the largest contributor; 11% of the warming in 2000 is due to this sector. Likewise, aviation has contributed 4% and rail ～1%. Shipping, on the other hand, has caused a net cooling up to year 2000, with a contribution of ?7%, due to the effects of SO₂ and NOx emissions. The total net contribution from the transport sectors to total man-made warming is ～15% in 2050, and reaches 20% in 2100 in the A1 and B1 scenarios. For all scenarios and throughout the century, road transport is the dominating contributor to warming. Due to the anticipated reduction in sulphur content of fuels, the net effect of shipping changes from cooling to warming by the end of the century. Significant uncertainties are related to the estimates of historical and future net warming mainly due to cirrus, contrails and aerosol effects, as well as uncertainty in climate sensitivity.     

On the consequences of aggregation and balancing of networks on system properties derived from ecological network analysis

In the ecological network analysis (ENA) of complex flow food webs the assumption is often made that the models characterizing the flows and stocks of ecosystems occur in a steady state where inflows equals outflows. An assessment of the system indices derived from ENA of six balanced and unbalanced system models, respectively, indicate to differences between indices. The aggregation of highly articulated flow models into models with fewer compartments also has drastic effects on the system metrics, particularly on the information indices.     

Assessing fitness to drive—A validation study on patients with mild cognitive impairment

Objectives: There is no consensus yet on how to determine which patients with cognitive impairment are able to drive a car safely and which are not. Recently, a strategy was composed for the assessment of fitness to drive, consisting of clinical interviews, a neuropsychological assessment, and driving simulator rides, which was compared with the outcome of an expert evaluation of an on-road driving assessment. A selection of tests and parameters of the new approach revealed a predictive accuracy of 97.4% for the prediction of practical fitness to drive on an initial sample of patients with Alzheimer's dementia. The aim of the present study was to explore whether the selected variables would be equally predictive (i.e., valid) for a closely related group of patients; that is, patients with mild cognitive impairment (MCI).

Methods: Eighteen patients with mild cognitive impairment completed the proposed approach to the measurement of fitness to drive, including clinical interviews, a neuropsychological assessment, and driving simulator rides. The criterion fitness to drive was again assessed by means of an on-road driving evaluation. The predictive validity of the fitness to drive assessment strategy was evaluated by receiver operating characteristic (ROC) analyses.

Results: Twelve patients with MCI (66.7%) passed and 6 patients (33.3%) failed the on-road driving assessment. The previously proposed approach to the measurement of fitness to drive achieved an overall predictive accuracy of 94.4% in these patients. The application of an optimal cutoff resulted in a diagnostic accuracy of 100% sensitivity toward unfit to drive and 83.3% specificity toward fit to drive. Further analyses revealed that the neuropsychological assessment and the driving simulator rides produced rather stable prediction rates, whereas clinical interviews were not significantly predictive for practical fitness to drive in the MCI patient sample.

Conclusions: The selected measures of the previously proposed approach revealed adequate accuracy in identifying fitness to drive in patients with MCI. Furthermore, a combination of neuropsychological test performance and simulated driving behavior proved to be the most valid predictor of practical fitness to drive.     

非洲的小规模渔业、人口动态和资源利用--以加纳莫里为例

我们研究莫里的人口动态和渔业资源的开发和持续利用问题.莫里是加纳中部靠近海岸角的一个有2万人口的以捕鱼为生的小镇.莫里的情况说明人口动态和渔业资源之间的关系要比"马尔萨斯过度捕捞说"复杂得多.这其中的原因包括:西非沿岸上升流不断变化的生物物理特征;全年中捕捞活动性质和数量上的变化;市场状况和鱼产品的异地需求;捕捞活动有规律的迁移以及规范当地和迁移目的地渔业资源使用的制度.莫里的人口和资源的关系可能是渔业资源和经济变化影响了人口迁移而不是人口压力影响了渔业资源.渔业管理政策必须考虑当地渔民影响之外的过程和因素.     

Car drivers with dementia: Different complications due to different etiologies?

Objective: Older drivers with dementia are an at-risk group for unsafe driving. However, dementia refers to various etiologies and the question is whether dementias of different etiology have similar effects on driving ability.

Methods: The literature on the effects of dementia of various etiologies on driving ability is reviewed. Studies addressing dementia etiologies and driving were identified through PubMed, PsychINFO, and Google Scholar.

Results and Conclusions: Early symptoms and prognoses differ between dementias of different etiology. Therefore, different etiologies may represent different likelihoods with regard to fitness to drive. Moreover, dementia etiologies could indicate the type of driving problems that can be expected to occur. However, there is a great lack of data and knowledge about the effects of almost all etiologies of dementia on driving. One could hypothesize that patients with Alzheimer's disease may well suffer from strategic difficulties such as finding a route, whereas patients with frontotemporal dementia are more inclined to make tactical-level errors because of impaired hazard perception. Patients with other dementia etiologies involving motor symptoms may suffer from problems on the operational level. Still, the effects of various etiologies of dementias on driving have thus far not been studied thoroughly. For the detection of driving difficulties in patients with dementia, structured interviews with patients but also their family members appear crucial. Neuropsychological assessment could support the identification of cognitive impairments. The impact of such impairments on driving could also be investigated in a driving simulator. In a driving simulator, strengths and weaknesses in driving behavior can be observed. With this knowledge, patients can be advised appropriately about their fitness to drive and options for support in driving (e.g., compensation techniques, car adaptations). However, as long as no valid, reliable, and widely accepted test battery is available for the assessment of fitness to drive, costly on-road test rides are inevitable. The development of a fitness-to-drive test battery for patients with dementia could provide an alternative for these on-road test rides, on condition that differences between dementia etiologies are taken into consideration.