Aggressive driving behaviour in young drivers (aged 16 through 25) involved in fatal crashes

IntroductionWe wished to determine the extent to which number of passengers, driver age, and sex were associated with aggressive driving actions (ADAs) in young drivers involved in a fatal crash.MethodsWe used U.S. fatal-crash data from Fatality Analysis Reporting System (FARS), 1991 –2008. Proxy measures of aggressive driving included ADA presence and speed differential (posted speed limit minus estimated travel speed). We examined the odds of an ADA and speed differential in young drivers (aged 16 to 25) by passenger status.ResultsCompared to driving alone young drivers (aged 16) had increased odds of an ADA between 14% (OR: 1.14; 95% CI: 1.07; 1.22) and 95% (OR: 1.95; 95% CI: 1.40; 2.74) when accompanied by one and five passengers, respectively. Further, carrying a higher number of passengers was a stronger predictor of speeding in younger drivers.ConclusionsThis study supports the use of graduated licensing approaches. Specifically, developing interventions to reduce aggressive driving appear imperative.Impact on IndustryWhile the results of our study support the use of graduated licensing approaches there is room for improvement. Our study indicates that tackling impaired driving is not sufficient to drastically reduce aggressive driving among the youngest drivers. Further research on young drivers is required to understand the influence of peers and the role of gender on driving behavior. Strategies to reduce aggressive driving behaviors among the youngest drivers may not only prevent crashes during their early driving careers but may also translate into a reduced crash risk over their lifetime.     

Rapid full‐scale bioremediation of perchlorate in soil at a large brownfields site

The former Bermite site north of Los Angeles, California, was used to manufacture various explosives and related products containing energetic compounds, including perchlorate. Remediation of perchlorate in site soil and groundwater is being conducted to meet regulatory requirements and allow planned redevelopment activities to proceed. The general approach to perchlorate remediation of shallow soil at the site includes excavation of affected soils followed by ex situ bioremediation. Glycerin was chosen for use as an electron donor because of its stability, safety, low cost, and regulatory acceptance. However, full‐scale bioremediation operation with glycerin initially resulted in inconsistent results despite consistent perchlorate biodegradation observed in treatability study microcosms. To eliminate the inconsistency and optimize the biotreatment process, additional studies were performed in the field on parallel tracks to determine crucial factor(s) that influenced inconsistent breakdown of perchlorate in site soils. Total Kjeldahl nitrogen (TKN) was determined to be a significant factor limiting perchlorate biodegradation. The addition of di‐ammonium phosphate (DAP) resulted in the consistent and complete perchlorate removal, generally within two weeks of incubation with a median destruction rate of about 200 μg/kg/day. Soil processing rates were gradually increased over the year, and, by the summer, approximately 2,000 to 2,500 tons of soil were being processed per day with a total of approximately 160,000 tons processed by the end of July. The total unit treatment cost for the process is about approximately $35/ton. The glycerin‐DAP process is playing a major role in the remediation of this 1,000‐acre former industrial site. © 2008 Wiley Periodicals, Inc.     

The combined effects of on-road and simulator training with feedback on older drivers' on-road performance: Evidence from a randomized controlled trial

Objective: A number of training programs that seek to improve driving performance among older drivers are available accompanied by a growing interest in their effectiveness. The purpose of the present investigation was to examine the combined effect of (1) basic in-class training (BT); (2) on-road training with individualized feedback (OR); and (3) training on a driving simulator (S).

Methods: Using a randomized controlled trial study design, 78 older drivers were randomly assigned to one of 3 groups (BT, BT + OR, or BT + OR + S). All participants completed a pre- and postintervention on-road driving evaluation on a standardized route. The driving evaluations were recorded using video and Global Positioning System (GPS) equipment and were scored by a blind assessor.

Results: The results indicated a significant reduction of approximately 30% in overall number of driving errors/omissions among participants in the BT + OR and the BT + OR + S groups in comparison to participants in the BT group.

Conclusions: This study adds to the mounting evidence demonstrating the effectiveness of individualized driver training in improving safe driving among older adults.     

Monitoring effects of remediation on natural sediment recovery in Sydney Harbour, Nova Scotia

Chemical contaminants were assessed in Sydney Harbour, Nova Scotia during pre-remediation (baseline) and 3 years of remediation of a former coking and steel facility after nearly a century of operation and historical pollution into the Sydney Tar Ponds (STP). Concentrations of polycyclic aromatic hydrocarbons (PAHs), polychlorinated biphenyls, metals, and inorganic parameters measured in sediments and total suspended solids in seawater indicate that the overall spatial distribution pattern of historical contaminants remains unchanged, although at much lower concentrations than previously reported due to natural sediment recovery, despite remediation activities. Measured sediment deposition rates in bottom-moored traps during baseline were low (0.4–0.8 cm?year^?1), but during dredging operations required for construction of new port facilities in the inner Sydney Harbour, sedimentation rates were equivalent to 26–128 cm year^?1. Measurements of sediment chemical contaminants confirmed that natural recovery rates of Sydney Harbour sediments were in broad agreement with predicted concentrations, or in some cases, lower than originally predicted despite remediation activities at the STP site. Overall, most measured contaminants in sediments showed little temporal variability (4 years), except for the detection of significant increases in total PAH concentrations during the onset of remediation monitoring compared to baseline. This slight increase represents only a short-term interruption in the overall natural recovery of sediments in Sydney Harbour, which were enhanced due to the positive impacts of large-scale dredging of less contaminated outer harbor sediments which were discharged into a confined disposal area located in the inner harbor.     

Measuring in-cabin school bus tailpipe and crankcase PM2.5: a new dual tracer method

Exposures of occupants in school buses to on-road vehicle emissions, including emissions from the bus itself, can be substantially greater than those in outdoor settings. A dual tracer method was developed and applied to two school buses in Seattle in 2005 to quantify in-cabin fine particulate matter (PM2.5) concentrations attributable to the buses' diesel engine tailpipe (DPMtp) and crankcase vent (PMck) emissions. The new method avoids the problem of differentiating bus emissions from chemically identical emissions of other vehicles by using a fuel-based organometallic iridium tracer for engine exhaust and by adding deuterated hexatriacontane to engine oil. Source testing results showed consistent PM:tracer ratios for the primary tracer for each type of emissions. Comparisons of the PM:tracer ratios indicated that there was a small amount of unburned lubricating oil emitted from the tailpipe; however, virtually no diesel fuel combustion products were found in the crankcase emissions. For the limited testing conducted here, although PMck emission rates (averages of 0.028 and 0.099 g/km for the two buses) were lower than those from the tailpipe (0.18 and 0.14 g/km), in-cabin PMck concentrations averaging 6.8 microg/m3 were higher than DPMtp (0.91 microg/m3 average). In-cabin DPMtp and PMck concentrations were significantly higher with bus windows closed (1.4 and 12 microg/m3, respectively) as compared with open (0.44 and 1.3 microg/m3, respectively). For comparison, average closed- and open-window in-cabin total PM2.5 concentrations were 26 and 12 microg/m3, respectively. Despite the relatively short in-cabin sampling times, very high sensitivities were achieved, with detection limits of 0.002 microg/m3 for DPMtp and 0.05 microg/m3 for PMck.     

Summary of well water sampling in California to detect pesticide residues resulting from nonpoint-source applications

This report summarizes well sampling protocols, data collection procedures, and analytical results for the presence of pesticides in ground water developed by the California Department of Pesticide Regulation (DPR). Specific well sampling protocols were developed to meet regulatory mandates of the Pesticide Contamination Prevention Act (PCPA) of 1986 and to provide further understanding of the agronomic, chemical, and geographic factors that contribute to movement of residues to ground water. The well sampling data have formed the basis for the DPR's regulatory decisions. For example, a sampling protocol, the Four-Section Survey, was developed to determine if reported detections were caused by nonpoint-source agricultural applications, a determination that can initiate formal review and subsequent regulation of a pesticide. Selection of sampling sites, which are primarily rural domestic wells, was initially based on pesticide use and cropping patterns. Recently, soil and depth-to-ground water data have been added to identify areas where a higher frequency of detection is expected. In accordance with the PCPA, the DPR maintains a database for all pesticide well sampling in California with submission required by all state agencies and with invitations for submission extended to all local and federal agencies or other entities. To date, residues for 16 active ingredients and breakdown products have been detected in California ground water as a result of legal agricultural use. Regulations have been adopted for all detected parent active ingredients, and they have been developed regardless of the level of detection.     

Moving beyond “mitigation and adaptation”: examining climate change responses in New Zealand

Despite the apparent failure of international negotiations and renewed criticism of the accuracy of climate science, responses to climate change continue in households, cities, fields, and meeting rooms. Notions of “doing something about”, or “taking action on” or “mitigating and adapting” to climate change inform practices of carbon trading, restoring native forests, constructing wind turbines, insulating houses, using energy efficient light bulbs, and lobbying politicians for more or less of these actions. These expressions of agency in relation to climate change provide the focus of our enquiry. We found that relationships or social networks linked through local government are building capabilities to respond to climate change. However, the framework of “mitigation–adaptation” will need to be supplemented by a more diverse suite of mental models for making sense of climate change. Use of appropriate languages, cultural reference points, and metaphors embedded in diverse histories of climates and change will assist actors in their networked climate change responses.     

A Framework for Assessing Climate Change Impacts on Water and Watershed Systems

In this article we present a framework for assessing climate change impacts on water and watershed systems to support management decision-making. The framework addresses three issues complicating assessments of climate change impacts—linkages across spatial scales, linkages across temporal scales, and linkages across scientific and management disciplines. A major theme underlying the framework is that, due to current limitations in modeling capabilities, assessing and responding to climate change should be approached from the perspective of risk assessment and management rather than as a prediction problem. The framework is based generally on ecological risk assessment and similar approaches. A second theme underlying the framework is the need for close collaboration among climate scientists, scientists interested in assessing impacts, and resource managers and decision makers. A case study illustrating an application of the framework is also presented that provides a specific, practical example of how the framework was used to assess the impacts of climate change on water quality in a mid-Atlantic, U.S., watershed.     

Science, Pigs, and Politics: A New Zealand Perspective on the Phase-Out of Sow Stalls

Sows housed in stalls are kept insuch extreme confinement that they are unableto turn around. In some sectors of the porkindustry, sows are subjected to this degree ofconfinement for almost their entire lives(apart from the brief periods associated withmating). While individual confinement isrecognized by farmers and animal welfarecommunity organizations alike, as a valuabletool in sow husbandry (to mitigate againstaggression), what remains questionable from ananimal welfare point of view is the necessityto confine sows in such small spaces.In 2001, the Australian Journal ofAgricultural Research published a reviewarticle on the science associated with the useof the sow stall, and claimed that ``noscientific evidence to support therecommendation in the Code of Practice advisingagainst housing of sows in stalls followed byhousing in crates' (Barnett et al., 2001, p. 21).If all the available scientific publications onthe animal welfare implications of sow stallsare consulted (many of which did not feature inthe above review), then one will indeed findscientific evidence to support recommendationsagainst the housing of sows in stalls. Becausethere is science on both sides of this policydivide, the argument to defend the use of sowstalls, therefore, is not one of science vspublic opinion, but one of ethics.An analysis of the scientific argumentsagainst the use of the sow stall should be usedto encourage ethical debate on this issue. Asan ethical debate, the issue of the use of thesow stall can then focus on the degree ofsuffering we as a society are willing totolerate in agricultural practices, and theanimal welfare costs associated with extremeeconomies of scale in sow stocking rates,rather than get bogged down in red herringdebates over whether there is any suffering atall.