Evaluation of measures of impairment in real and simulated driving: Results from a randomized,placebo-controlled study

Objective: Standard deviation of lateral position (SDLP) is often the primary outcome in experimental studies on impaired driving. However, other measures may be easier and more practical to obtain and reflect a broader range of driving-related behaviors. We wanted to assess the validity and sensitivity of a range of measures in a driving simulator as well as during real driving and compare these to SDLP.

Methods: Twenty healthy male volunteers undertook 6 driving trials each, 3 in a regular car on a closed track resembling rural road conditions and 3 in a simulator with an identical driving scenario. Ethanol was used as impairing substance due to its well-characterized effects on driving. The subjects were tested sober and at blood alcohol concentrations (BAC) of approximately 0.5 and 0.9 g/L. We explored dose–response relationships between BAC and a range of driving-related measures, as well as their BAC-dependent effect sizes.

Results: In simulator driving, ethanol intake increased steering wheel reversal frequency, steering wheel movement measures, average speed, standard deviation of speed, and pedal use frequency. At the test track, only steering wheel movement and standard deviation of speed were significantly correlated to BAC. Likewise, reaction to unexpected incidents and observance of red traffic lights were adversely affected by ethanol in the simulator but not at the test track. Whereas SDLP showed a relatively large effect size that was similar in simulated and real driving, all other measures demonstrated smaller effect sizes, with less pronounced BAC effects on the test track than in the simulator.

Conclusions: The results suggest that the driving-related measures explored in this study are less sensitive to alcohol-mediated driving impairment than SDLP, especially during real (test track) driving. The discrepancy in effect sizes between simulated and real driving may imply low external validity of these measures in simulator studies.     

Commentary: Status of road safety in Asia

Objectives: The objective of this article is to assess the status of road safety in Asia and present accident and injury prevention strategies based on global road safety improvement experiences and discuss the way forward by indicating opportunities and countermeasures that could be implemented to achieve a new level of safety in Asia.

Methods: This study provides a review and analyses of data in the literature, including from the World Health Organization (WHO) and World Bank, and a review of lessons learned from best practices in high-income countries. In addition, an estimation of costs due to road transport injuries in Asia and review of future trends in road transport is provided.

Results: Data on the global and Asian road safety problem and status of prevention strategies in Asia as well as recommendations for future actions are discussed. The total number of deaths due to road accidents in the 24 Asian countries, encompassing 56% of the total world population, is 750,000 per year (statistics 2010). The total number of injuries is more than 50 million, of which 12% are hospital admissions. The loss to the economy in the 24 Asian countries is estimated to around US$800 billion or 3.6% of the gross domestic product (GDP).

Conclusions: This article clearly shows that road safety is causing large problems and high costs in Asia, with an enormous impact on the well-being of people, economy, and productivity. In many Asian low- and middle-income countries, the yearly number of fatalities and injuries is increasing. Vulnerable road users (pedestrians, cyclists, and motorcyclists combined) are particularly at risk. Road safety in Asia should be given rightful attention, including taking powerful, effective actions. This review stresses the need for reliable accident data, because there is considerable underreporting in the official statistics. Reliable accident data are imperative to determine evidence-based intervention strategies and monitor the success of these interventions and analyses. On the other hand, lack of good high-quality accident data should not be an excuse to postpone interventions. There are many opportunities for evidence-based transport safety improvements, including measures concerning the 5 key risk factors: speed, drunk driving, not wearing motorcycle helmets, not wearing seat belts, and not using child restraints in cars, as specified in the Decade of Action for Road Safety 2011–2020. In this commentary, a number of additional measures are proposed that are not covered in the Decade of Action Plan. These new measures include separate roads or lanes for pedestrians and cyclists; helmet wearing for e-bike riders; special attention to elderly persons in public transportation; introduction of emerging collision avoidance technologies, in particular automatic emergency braking (AEB) and alcohol locks; improved truck safety focusing on the other road user (including blind spot detection technology; underride protection at the front, rear, and side; and energy-absorbing fronts); and improvements in motorcycle safety concerning protective clothing, requirements for advanced braking systems, improved visibility of motorcycles by using daytime running lights, and better guardrails.     

LCA of environmental and socio-economic impacts related to wood energy production in alpine conditions: Valle di Fiemme (Italy)

An extended Life Cycle Assessment (LCA) is performed for evaluating the impacts of a woody biomass supply chain for heating plants in the alpine region. Three main aspects of sustainability are assessed: greenhouse gas emissions, represented by global warming potential (GWP) impact category, costs and direct employment potential. We investigate a whole tree system (innovative logging system) where the harvest of logging residues is integrated into the harvest of conventional wood products. The case study is performed in Valle di Fiemme in Trentino region (North Italy) and includes theoretical and practical elements. The system boundary is the alpine forest fuel system, from logging operations at the forest stand to combustion of woody biofuels at the heating plant. The functional unit is 1 m³ solid over bark of woody biomass, delivered to the district heating plant in Cavalese (Trento). The relative sustainability of traditional and innovative systems is compared and energy use is estimated. Results show that the overall GWP and costs are about 13 kg CO_2equivalent and 42 euro per functional unit respectively for the innovative system. Along the product supply chain, chipping contributes the greatest share of GWP and energy use, while extraction by yarder has the highest financial costs. The GWP is reduced by 2.3 ton CO_2equivalent when bioenergy substitutes fuel oil and 1.7 ton CO_2equivalent when it substitutes natural gas. The sensitivity analysis illustrates that variations in fuel consumption and hourly rates of costs have a great influence on chipping operation and extraction by cable yarder concerning GWP and financial analysis, respectively. This is confirmed by sensitivity analysis. Better technologies, the use of biofuels along the product supply chain and more efficient systems might reduce these impacts. Replacing the traditional system with the innovative one reduces emissions and costs. A low energy input ratio is required for harvesting logging residues. The direct employment potential is a conflicting aspect and needs further investigations.     

The value of composting in Germany – Economy,ecology, and legislation

Based on a recent survey of German composting plants an evaluation of costs and benefits of composting was attempted. In this regard, several economical, ecological and legal aspects and some interrelations are discussed in this paper. A special emphasis is placed on the fees and compost prices of composting plants. It is also shown how the legal framework provides the economic basis for composting in Germany, how economical and ecological costs and benefits could be assessed, and why it is so difficult to determine the value of composting.     

Will Musculoskeletal,Visual and Psychosocial Stress Change for Visual Display Unit (VDU) Operators When Moving From a Single-Occupancy Office to an Office Landscape?

This study investigated the effect of moving from single-occupancy offices to a landscape environment. Thirty-two visual display unit (VDU) operators reported no significant change in visual discomfort. Lighting conditions and glare reported subjectively showed no significant correlation with visual discomfort. Experience of pain was found to reduce subjectively rated work capacity during VDU tasks. The correlation between visual discomfort and reduced work capacity for single-occupancy offices was r_s = .88 (p = .000) and for office landscape r_s = .82 (p = .000). Eye blink rate during habitual VDU work was recorded for 12 operators randomly selected from the 32 participants in the office landscape. A marked drop in eye blink rate during VDU work was found compared to eye blink rate during easy conversation. There were no significant changes in pain intensity in the neck, shoulder, forearm, wrist/hand, back or headache (.24 < p < .67). Pain levels in different body areas were significantly correlated with reduced work capacity, .77 < r_s < .99 (p = .000).     

Are soil conservation technologies “win‐win?” A case study of Anjeni in the north‐western Ethiopian highlands

This study measures the impact of fanya juu terraces on the net value of crop income in a high‐rainfall area in the Ethiopian highlands using cross‐sectional multiple plot observations. Using propensity score matching methods we find that the net value of crop income for plots with fanya juu terraces is lower than for plots without fanya juu terraces. This finding makes it difficult to avoid concluding that while the technologies might reduce soil erosion and associated off‐site effects, they do so at the expense of poor farmers in the Ethiopian highlands. Therefore, fanya juu terraces cannot be characterized as a “win‐win” measure to reduce soil erosion. New agricultural technologies need to be profitable to the farmer if they are to be adopted and sustained.     

Assessment of coastal storm impacts on contaminant body burdens of oysters collected from the gulf of Mexico

This study evaluated changes in oyster tissue contaminant levels following North Atlantic tropical cyclones to determine if changes in contaminant concentrations were predictable. The basis for this study was analysis of coastal chemical contaminant data from the National Oceanic and Atmospheric Administration's (NOAA) National Status and Trends Mussel Watch Program and NOAA's National Weather Service storm track data. The tendency for contaminant (metals and organic compounds) body burdens to increase or decrease in oyster tissue after a storm was assessed using contingency and correspondence analyses. Post-storm contaminant levels in oysters revealed a consistent pattern of distribution, which could be described as follows: (1) most of the organic contaminants stay within their long-term concentration ranges, (2) very few organic contaminants decreased, and (3) metals overwhelmingly tend to increase.     

Chemical and biological evaluation of a reaction mixture of R-(+)-limonene/ozone: Formation of strong airway irritants

The airway irritation of a reaction mixture of R-(+)-limonene and ozone was evaluated by a mouse bioassay in which sensory irritation, bronchoconstriction and pulmonary irritation were measured. Significant sensory irritation (33% reduction of mean respiratory rate) was observed by dynamic exposure of the mice, during 30 min, to a ca. 16 s old reaction mixture of ozone and limonene. The initial concentrations were nominally 4 ppm O₃ and 48 ppm limonene. After reaction, the residual O₃ was <0.03 ppm. Conventional analytical chemical methods were used to measure the formation of readily identified and stable products. Besides the expected products, 1-methyl-4-acetylcyclohexene (AMCH), 3-isopropenyl-6-oxoheptanal (IPOH), formaldehyde and formic acid, autooxidation products of limonene and a series of compounds (i.e., acetone, acrolein and acetic acid), which may or may not be artefacts, were identified. Addition of the sensory irritation effects of the residual reactants and all the identified compounds could not explain the observed sensory irritation effect. This suggests that one or more strong airway irritants were formed. Since limonene is common in the indoor air, and ozone is infiltrated from outdoors and/or produced indoors (e.g., by photocopiers), such oxidation reactions may be relevant for indoor air quality.     

Travelling Distances,Modal Split and Transportation Energy in Thirty Residential Areas in Oslo

A study of the use of car and public transport among residents in 30 residential areas in Greater Oslo indicates that urban planning variables have a significant influence on the energy use per capita for local transport. Residents in local communities with a high density and a short distance to downtown Oslo travel considerably shorter distances and use considerably less energy per capita than those who live in low-density, outer areas. This is true also when the effects of other variables are neutralized. The influence of urban planning variables on the modal split is lower than on energy use. The distribution between public and private transport is influenced most of all by car ownership.