Deterioration of the useful visual field with ageing during simulated driving in traffic and its possible consequences for road safety

A previous study has shown that the useful visual field deteriorates in a simulated road traffic situation as a function of the driver’s age and of the vehicle’s speed under monotonous conditions [Rogé, J., Pébayle, T., Lambilliotte, E., Spitzenstetter, F., Giselbrecht, D., Muzet, A., 2004. Influence of age, speed and duration of monotonous driving task in traffic on the driver’s useful visual field. Vision Research 44 (23), 2737–2744]. The aim of this new experiment is to study the effects of traffic density and age on the useful visual field of the driver during a simulated driving task with controlled traffic characteristics (speed, number of cars) for all participants. In total, 10 young drivers (m = 28.2 years) and 10 older drivers (m = 51.2 years) followed a car in road traffic at an average speed of 126 km h⁻¹ during two 2 h sessions corresponding to two conditions of traffic (light traffic, with five vehicles around the participant; and heavy traffic, with nine vehicles). While following this vehicle, the driver had to detect changes in the colour of a signal located in the central part of his or her visual field and a signal that appeared at different eccentricities on the rear lights of other vehicles in the traffic. Analysis of the data indicated that age interacted with the location of the peripheral signal and density of traffic interacted with the duration of driving. The implications of these results are discussed in terms of road safety and in terms of models of deterioration of the useful visual field (general interference and tunnel vision).     

Improved VOC bioremediation using a fluidized bed peat bioreactor

A gas–solid fluidized bed bioreactor was successfully used to treat air contaminated with a volatile organic compound (VOC). A bioreactor containing both a fluidized and packed bed of moist peat granules removed ethanol, a representative VOC, from an air stream. The fluidized bed operation mode of the bioreactor outperformed the packed bed mode. The maximum elimination capacity (EC) of ethanol in the fluidized mode was 1520 g m⁻³ h⁻¹, with removal efficiencies ranging between 45 and 100%, at loadings up to 3400 g m⁻³ h⁻¹. Maximum EC was 530 g m⁻³ h⁻¹ in the packed bed mode. Removal efficiency in the fluidized bioreactor was best at the lowest velocity, where the bubbling bed fluidization regime predominated. As gas velocity increased, the size and amount of large bubbles (slugs) increased and removal efficiency decreased while elimination capacity increased.     

Car safety and social differences in traffic injuries among young adult drivers: a study of two-car injury-generating crashes in Sweden

Objective—The study examines whether socioeconomic and sex differences in road-traffic crashes leading to injury vary according to car-safety level.Method—Individuals records of subjects born 1970–1972 registered in the Swedish Census of 1985 (n = 334,070) are linked to road-traffic-crash data for the period 1988–2000 for first police-registered two-car crashes leading to severe or fatal injury (n = 4875). Injuries are split into categories according to level of car safety on a five-point scale, based on criteria related to crash safety. Account is taken of both how the car is constructed and the effectiveness of its safety equipment (such as airbags and seat belts). For each car-safety level, relative risks are computed considering socioeconomic groups of origin, educational level, and sex.Results—No substantial differences between drivers in different socioeconomic positions of origin is observed except for crashes involving cars 30% better than average with regard to safety. There are consistent risk differences across all car-safety categories according to educational level. Male drivers show an elevated risk of injury in all car categories, except for cars with the poorest safety where they are at significant under-risk.Conclusions—Car-safety level impacts on social differences in road-traffic injury risks in specific and restricted manners. Car-safety development is an important factor in improved road safety, but it may not benefit all to the same extent.     

Two-stage biodegradation coupled with ultrafiltration for treatment of municipal landfill leachate

The municipal landfill leachate was treated in a hydrolysis–acidification reactor (HAR)/aerobic bio-contact oxidation reactor (ABOR) following a pretreatment with ultrafiltration (UF) membrane. Experiments were conducted continuously for 44 days at a constant flow rate of 20 l d⁻¹ and organic loading rates (OLRs) from 0.75 to 1.5 kgCOD m⁻³ per day. The results showed that COD of the leachate steadily decreased from 20,015 mg l⁻¹ to less than 3000 mg l⁻¹, and NH₄-N decreased from 368.6 mg l⁻¹ to 259.3 mg l⁻¹ in the UF process. The COD and NH₄-N removal efficiency of HAR was 56.7% and 27.7%, and that of ABOR was 94.6% and 86.7%, respectively. The total COD and NH₄-N removal efficiency reached 99.6% and 93.2%, respectively. UF and HAR played a critical role in raising the biodegradability of the landfill leachate, while ABOR had an important function on removing the dissolved NH₄-N in leachate.     

High nitrite accumulation and strengthening denitrification for old-age landfill leachate treatment using an autocontrol two-stage hybrid process

An autocontrol two-stage hybrid process was developed to treat landfill leachate. Biological nitrogen removal with nitrification and denitrification via nitrite pathway was split into two stages. The first stage was designed for the high nitrite accumulation and was composed of two hybrid bed reactors (Hybrid I and Hybrid II) and a coagulation–flocculation reactor having effective volumes of 120 L and 80 L, respectively. The second stage was designed for strengthening denitrification and included a single 80 L reactor. The carriers of the hybrid bed reactors were composed of fixed multiple flexible carriers and suspended particle carriers. Dissolved oxygen (DO), pH value, oxidation–reduction potential (ORP) and temperature were used as online fuzzy control parameters of the automatic control system. The concentration of nitrite in Hybrid I and Hybrid II could reach 411 mg L⁻¹ and 604 mg L⁻¹, respectively. Ammonia removal has reached maximal rates of 0.061 kgNH₄⁺-N (m³ h)⁻¹ and 0.041 kgNH₄⁺-N (m³ h)⁻¹, respectively. A maximum nitrite removal rate of 0.211 kgNO₂⁻-N (m³ h)⁻¹ was observed during the strengthening denitrification. The running time of one cycle was not fixed and was actually controlled by the system. The results indicated that the running period was more closely related to influent ammonia concentration than influent COD concentration. The aeration times could be shortened and the energy could be saved. The autocontrol two-stage hybrid process is therefore an economical and effective way for landfill leachate treatment.     

Cultural and socio-demographic predictors of car accident involvement in Norway,Ghana, Tanzania and Uganda

The prevalence of road traffic accidents is increasing towards endemic proportions in developing countries. The present study investigated cultural and demographic predictors of car accident involvement in a developed country in Europe and three developing countries in Sub-Saharan Africa. The comparison was carried out with questionnaires among a randomly obtained representative sample of the Norwegian population (n = 247) as well as stratified samples in Accra and Cape-Coast in Ghana (n = 299), Dar-es-Salaam and Arusha areas in Tanzania (n = 599), and the central Kampala and the Mbarara district in Uganda (n = 415). Measurement instruments of culture as symbol exchange and destiny orientation were used to predict self-reported road traffic accident involvement by car among the respondents. Demographic characteristics, such as gender, age and education, were also included as predictors of car accidents. The results showed that male gender was the only significant predictor of accident involvement in Norway. Introverted and extroverted culture, destiny orientation and written culture were associated with accident involvement in the African countries. Male gender also predicted accidents in these countries. Non-technical injury preventive countermeasures in developing countries could focus on cultural practice and fatalistic beliefs. Countermeasures in both developed and developing countries should target male drivers.     

The development of an intervention to improve the safety of community care nurses while driving and a qualitative investigation of its preliminary effects

This paper details the development of, and perceived role and effectiveness of an innovative intervention designed to ultimately improve the safety of a group of community care (CC) nurses while driving. Recruiting participants from an Australian CC nursing car fleet, qualitative responses from a series of open-ended questions were obtained from drivers (n = 36), supervisors (n = 22), and managers (n = 6). The findings supported the effectiveness of the intervention in reducing self-reported speeding and promoting greater insight into one’s behaviour on the road. This research has important practical implications in that it highlights the value of developing an intervention based on a sound theoretical framework and which is aligned with the needs and beliefs of personnel within a particular organisation.     

Modification of ferrite–manganese oxide sorbent by doping with cerium oxide

Fe–Mn oxide and Ce-doped Fe–Mn oxide sorbents were studied on the structural and desulfurization behavior in COS removal from syngas. The effects of cerium oxide on the Fe–Mn oxides have been investigated by XRD, BET, TPR, XPS and TEM methods. Analysis data show that the Ce-doped sorbent has larger specific surface area and better particles’ dispersion compared with non-modified Fe–Mn sorbent. The addition of Ce improves the reduction performance of Fe–Mn species. The desulfurization experiments show that the desulfurization activity of sorbent can be increased because of the promotion of the structural and redox properties by ceria doped. The Ce-doped sorbent can reduce COS from 15,000 ppmv to less than 0.1 ppmv at 325 °C and a space velocity of 1000 h⁻¹.     

Removal of Zn and Ni by adsorption in a fixed bed of wheat straw

Zn⁺² and Ni⁺² in a solution were removed by biosorption in a fixed bed of wheat straw Triticum aestivum. The removal rate and the mass transfer coefficient for Zn⁺² and Ni⁺² were found to be proportional to the liquid superficial velocity to the power of 0.31 for the range of the particle Reynolds number from 18 to 445 (equivalent liquid rates of 0.00070–0.0175 m³ m⁻² s⁻¹). This agrees well with reported literature for mass transfer in a packed bed of solid particles under a laminar flow regime. Effect of the solution pH, temperature and the particle size (0.5, 1.0, 1.5 and 2.0 in.) on biosorption of Zn⁺² and Ni⁺² was also investigated. Biosorption of both Zn⁺² and Ni⁺² increased significantly with the solution pH from 4.0 to 7.0. On the other hand, Zn⁺² and Ni⁺² removal appeared to be insensitive to liquid temperature from 25 to 30 °C. Nevertheless, a 25% increase in the percentage removal of metal ions was observed with further increase of liquid temperature from 30 to 35 °C. However, the biosorbent particle size did not seem to have a systematic effect on the biosorption of Zn⁺² and Ni⁺². In addition, biosorption of Zn⁺² was not affected considerably by co-adsorption of the bimetal solution while biosorption of Ni⁺² decreased about 14%.     

Nanofiltration of concentrated and salted tuna cooking juices

Tuna cooking juice from a Tunisian tuna-processing unit has a high level of polluting load: chemical oxygen demand (COD) is comprised between 4 and 20 g L⁻¹, nitrogen kjedahl (NK) between 0.6 and 3 g L⁻¹ and dry matter between 120 and 160 g L⁻¹. The juice has thus to be treated before being rejected into the environment. This paper considers the nanofiltration (NF) of these concentrated organic/inorganic mixtures using an AFC 30 (NF) membrane. The work focusses on the effect of organic and inorganic matters on the permeate flux and rejections of these matters. For this purpose, mixtures of salt and organic pollution (COD), used as model solutions, were prepared by the dilution of a typical industrial tuna cooking juice. The permeate flux was found to decrease when salt and organic matter concentrations increase. The recovery rate in organic matter decreases with increasing salt or organic matter content and the recovery rate of salt decreases when the COD concentration increases.     

Absorption kinetics of NO from simulated flue gas using Fe(II)EDTA solutions

The absorption of NO encountering flue gases in aqueous solutions of Fe(II)EDTA was determined using a semi-batch stirred tank with a plane gas–liquid interface at 50 °C. The concentrations of NO, SO₂ and O₂ in the feeding stream were 300–800 ppm, 500–2200 ppm and 0–20%, respectively. The pH value of the Fe(II)EDTA solutions varied from 3 to 11. The concentrations of Fe(II)EDTA were maintained between 0.01 and 0.05 M. Experiments were performed to evaluate the effect of operating parameters on the NO absorption rate, the reaction kinetics of the reactants in gas and liquid phases, and the effect of competition between various reactants on the mass transfer rate in the NO removal system. Results indicate that the average reaction rate constant is 3.70 × 10⁷ M⁻¹ s⁻¹. Adding NaOH does not increase the absorption capability of Fe(II)EDTA. The presence of O₂ decreases the NO absorption rate with Fe(II)EDTA. The absorption rate of NO with Fe(II)EDTA decreases at low concentrations of SO₂, but increases at high concentrations.     

Development of an objective determination of a slip with a portable inclineable articulated strut slip tester (PIAST)

A portable inclineable articulated strut slip tester (PIAST) is a slipmeter that is widely used in the USA to measure coefficient of friction (COF) at the shoe sole and floor interface. A determination of a slip at the measurement interface, which is currently judged subjectively by operators, plays a crucial role in deciding the outcomes of a PIAST measurement. The goal of this study was to develop an objective determination of a slip based on the movement of the weight used by the slipmeter. The displacement of the weight and the time duration of consecutive strikes in a measurement were used to derive the objective slip criterion. Various footwear materials, floor materials and surface conditions were used to cover a wide range of COF values. The results of the regression analysis indicated that the objective COF predicted by the method developed in the current study was significant (R² = 0.997, β = 0.991, p < 0.001) in predicting the subjective COF determined by the operator.     

Modification of Fe–Mn mixed oxide COS removal sorbent by rare-earth oxides addition

In order to develop highly active sorbent for COS removal, Fe–Mn mixed oxides doped with CeO₂, La₂O₃ or Sm₂O₃ were studied. The effects of these promoters on the structural properties of Fe–Mn oxides were investigated by XRD, BET, TPR and TEM techniques. XRD results revealed that the degree of crystallinity of Fe–Mn oxide phase decreased due to the addition of rare-earth oxides. Doping with CeO₂, La₂O₃ or Sm₂O₃ led to an increase in BET surface area of the sample. TPR studies showed that the reactivity of the reduction of doped samples increased in the temperature range of 300–450 °C. In addition, the desulfurization test was performed at 325 °C with a gas hourly space velocity of 1000 h⁻¹. It was found that the addition of 3% La₂O₃ greatly improved the absorption sulfur capacity of the sorbent, while the sorbent doped 3% CeO₂ achieved a sufficiently high purifying degree before breakthrough.     

An experimental study on the effect of mobile phone conversation on drivers' reaction time in braking response

Introduction

This paper presents an experimental study in which the effect of three factors (distance between cars, mobile call duration, and time of driving (day or night)) on drivers' reaction time in braking response was investigated.

Methods

The experiment was performed in a real driving environment in which 27 male adults between the ages of 22 and 24 years participated. Three levels of the first two factors (i.e., distance between cars and call duration) and two levels of the last factor (i.e., time of driving) were selected to conduct the experimental study. A full factorial design of experiment with 18 treatment combinations and three replicates of each combination were used. Fifty-four trial runs were performed in a random manner and for each run drivers' reaction time in braking response was measured, which served the data for further analysis. Analysis of variance (ANOVA), interaction effect analysis, and various model adequacy tests were carried out using Design Expert software.

Results

The results of the study indicated that the most important factor affecting the drivers' reaction time in car braking response was the mobile call duration followed by the time of driving, with a high level of interaction between the two factors. It was also found that the distance between cars did not seem to have a significant effect on the reaction time in braking response. It is to be noted that these response times are expected to be higher under normal driving conditions where awareness of experimental environment is not present.

Impact on Industry

The findings of this study would help mobile phone industries in improving safety of mobile phone users in driving environment.     

Laboratory study using paper mill lime mud for agronomic benefit

Annual ryegrass (Lolium perenne L.) is an important cool-season forage grass in the southeastern US. Since large portions of soils in this region are too acidic for optimum ryegrass production, there exists an opportunity to use lime mud waste from numerous regional pulp and paper mills as an agricultural liming material. In this study, four lime mud application rates, 2.25 (L₁), 4.51 (L₂), 9.01 (L₃), and 22.50 (L₄) ton ha⁻¹, dry weight basis, and a control (L₀) were evaluated for response to ryegrass growth during the first 6 weeks to estimate an optimum application range over the testing soil for future field test. Results indicated that applied lime mud slowed ryegrass germination and seedling emergence, with differences of whole plant length among treatments L₀–L₄ significant only during the first three weeks. Differences of whole plant dry weight among treatments L₀–L₄ reduced thereafter. The initial soil pH increase due to the lime mud application dropped in treatments L₁–L₄ by the end of the 6-week experiment. The optimum lime mud application range was estimated between L₂ and L₃, which provided higher ryegrass yields (kg ha⁻¹) of 84 and 80 over 77 of the control and complied with the Code of Federal Regulation, CFR 40 Part 503 for land application.     

Associations between driver training, determinants of risky driving behaviour and crash involvement

The core aim of the study is to examine associations between formal and informal practical driver training as well as driving experience on the one hand and young drivers’ safety attitudes, self-assessment of driving ability and self-reported driver behaviour on the other hand. An additional aim is to examine the associations between attitudes, self-assessment and behaviour on the one hand and crash involvement on the other hand. The results are based on a self-completion questionnaire survey conducted among a representative sample of Norwegian drivers aged 18–20 years (n = 1419). The results showed that there were small yet significant associations between driver training, on the one hand and traffic safety attitudes and risky driving behaviour on the other hand. The amount of formal driver training was negatively associated with the respondents’ evaluation of their driving skills; although the amount of lay instruction was positively associated with such self-evaluation. The results also showed that attitudes as well as self-assessment of driving ability were significantly associated with self-reported risk behaviour. This was especially true for attitudes related to rule violations. There was a strong association between crash involvement and exposure (measured as months holding a licence). Young novice drivers’ crash involvement seems stronger associated with driving skills (manifested as self-assessment of driving ability) than safety attitudes and self-reported driver behaviour. The consequences of the results for driver training and accident prevention are discussed.     

Removal of Cr(VI) from simulative contaminated groundwater by iron metal

The Cr(VI) removal from simulative contaminated groundwater using zero-valent iron (Fe⁰) filings, Fe⁰ powder and nanoscale Fe⁰ in batch experimental mode was studied. Cr(VI) is a primary pollutant of some soils and groundwater. Zero-valent iron, an important natural reductant, could transform Cr(VI) to Cr(III) which is much less toxic and immobile. The Cr(VI) removal percentage was 87% at a metal to solution ratio of 6 g l⁻¹ for commercial iron powder (200 mesh) in 120 min, and 100% Cr(VI) was removed when the metal to solution ratio was 10 g l⁻¹. The results demonstrates that the Cr(VI) removal percentage was affected apparently by pH, the amount of Fe powder and the reaction temperature. The Cr(VI) removal percentage with nanoscale Fe⁰ was much higher than those with Fe⁰ filings or Fe⁰ powder at the same reaction time. Electrochemical analysis of the reaction process led to the conclusion that the Cr(VI) trended to form Cr(III) hydroxide under the reaction conditions. The kinetics analysis showed that Cr(VI) reduction by Fe⁰ could be described as a pseudo-first-order kinetics model.     

E-bikers’ braking behavior: Results from a naturalistic cycling study

Abstract

Objective: The number of e-bike users has increased significantly over the past few years and with it the associated safety concerns. Because e-bikes are faster than conventional bicycles and more prone to be in conflict with road users, e-bikers may need to perform avoidance maneuvers more frequently. Braking is the most common avoidance maneuver but is also a complex and critical task in emergency situations, because cyclists must reduce speed quickly without losing balance. The aim of this study is to understand the braking strategies of e-bikers in real-world traffic environments and to assess their road safety implications. This article investigates (1) how cyclists on e-bikes use front and rear brakes during routine cycling and (2) whether this behavior changes during unexpected conflicts with other road users.

Methods: Naturalistic data were collected from 6 regular bicycle riders who each rode e-bikes during a period of 2 weeks, for a total of 32.5?h of data. Braking events were identified and characterized through a combined analysis of brake pressure at each wheel, velocity, and longitudinal acceleration. Furthermore, the braking patterns obtained during unexpected events were compared with braking patterns during routine cycling.

Results: In the majority of braking events during routine cycling, cyclists used only one brake at a time, favoring one of the 2 brakes according to a personal pre-established pattern. However, the favored brake varied among cyclists: 66% favored the rear brake and 16% the front brake. Only 16% of the cyclists showed no clear preference, variously using rear brake, front brake, or combined braking (both brakes at the same time), suggesting that the selection of which brake to use depended on the characteristics of the specific scenario experienced by the cyclist rather than on a personal preference. In unexpected conflicts, generally requiring a larger deceleration, combined braking became more prevalent for most of the cyclists; still, when combined braking was not applied, cyclists continued to use the favored brake of routine cycling. Kinematic analysis revealed that, when larger decelerations were required, cyclists more frequently used combined braking instead of single braking.

Conclusions: The results provide new insights into the behavior of cyclists on e-bikes and may provide support in the development of safety measures including guidelines and best practices for optimal brake use. The results may also inform the design of braking systems intended to reduce the complexity of the braking operation.     

“They’re lunatics on the road”: Exploring the normative influences of parents,friends, and police on young novices’ risky driving decisions

PurposeYoung novice drivers experience significantly greater risk of being injured or killed in car crashes than older more experienced drivers. This research utilised a qualitative approach guided by the framework of Akers’ social learning theory. It explored young novice drivers’ perspectives on risky driving including rewards and punishments expected from and administered by parents, friends, and police, imitation of parents’ and friends’ driving, and advantages and disadvantages of risky driving.MethodsTwenty-one young drivers (12 females, 9 males) aged 16–25 years (M = 17.71 years, SD = 2.15) with a Learner (n = 11) or Provisional (n = 10) driver licence participated in individual or small group interviews.Findings and conclusionsContent analysis supported four themes: (1) rewards and (2) punishments for risky driving, and the influence of (3) parents and (4) friends. The young novice drivers differed in their vulnerability to the negative influences of friends and parents, with some novices advising they were able to resist risky normative influences whilst others felt they could not. The authority of the police as enforcers of road rules was either accepted and respected or seen as being used to persecute young novices. These findings suggest that road safety interventions should consider the normative influence of parents and friends on the risky and safe behaviour of young novices. Police were also seen as influential upon behaviour. Future research should explore the complicated relationship between parents, friends, the police, young novices, and their risky driving behaviour.     

Does the improved stability offered by motorcycle antilock brakes (ABS) make sliding crashes less common? In-depth analysis of fatal crashes involving motorcycles fitted with ABS

Objective: This research investigated the following issue. Though several tests indicate that motorcycle ABS may increase motorcycle stability, thus reducing the risk of a sliding crash involving braking (i.e., the rider is separated from the motorcycle and slides along the road surface prior to collision), there is limited research showing to what extent sliding crashes are reduced by ABS in real-life conditions.

Methods: The Swedish Transport Administration (STA) and the Norwegian Public Roads Administration (NPRA) carry out in-depth studies for all road fatalities. A total of 38 in-depth studies with ABS motorcycles were included: 22 in Sweden and 16 in Norway (2005–2014). These were compared with 98 cases in Sweden and 32 in Norway involving motorcycles of the same types but without ABS. The data sets were analyzed separately and also merged together. The difference between the proportions of sliding crashes regardless braking was analyzed; selective recruitment was handled with a sensitivity analysis. Induced exposure was used to calculate the reduction of all crashes and those involving braking.

Results: Four ABS cases (11%) involved falling off the motorcycle prior to collision, and 35% of the non-ABS crashes were sliding (P =.004). The sensitivity analysis showed that the results were stable, with a relative difference of sliding crashes ranging between 65 and 78%.

None of the 4 sliding crashes with ABS occurred during braking; that is, all ABS riders who braked prior to collision crashed in an upright position. In the 4 sliding cases with ABS, the riders lost control of their motorcycles: 2 while accelerating on asphalt with very poor friction, 1 while negotiating a curve with an excessive lean angle, and 1 by abruptly releasing the throttle in the middle of a curve.

Although based on a limited number of cases, the distributions of sliding and upright collisions among crashes without braking were similar, thus suggesting that the crash posture would not be affected by ABS if no braking occurred. The calculations with induced exposure showed that upright crashes with braking were also reduced by ABS; all fatal crashes, regardless of braking, were reduced by 52%.

Conclusions: Though this research was based on a limited material, it confirmed that sliding fatal crashes are significantly decreased by ABS. Considering that ABS will soon be mandatory in the European Union on all new motorcycles with engine displacement over 125cc, these findings should be taken into account in the future design and testing of motorcycle-friendly road barriers and integrated protection systems.