Influence of flow speed on the functional response of a passive suspension feeder,the spionid polychaete <Emphasis Type="Italic">Polydora cornuta</Emphasis>

Passive suspension feeders rely on surrounding flow to deliver food particles to them. Therefore, the classic conception of functional response (feeding rate vs. food concentration) may require modification to account for flow speed as a second independent variable. I compared the functional response of Polydora cornuta at different velocities and determined whether food capture was proportional to particle flux (concentration × velocity). To understand feeding responses at a mechanistic level, I measured the functional responses in terms of contact and capture rates and determined particle retention efficiency. Experiments were run separately with two sizes of food particles, and with juvenile or adult worms. For both worm sizes and both particle sizes, capture rate in weak flow was directly related to concentration, but in strong flow it was constant. Worms were therefore unable to benefit from abundant food when in strong flow. The critical velocity at which the capture rate became constant was lower for adult worms than for juvenile worms, and it was lower for small particles than for large particles. Retention efficiency was constant among all treatments, and the results for contact rate were essentially the same as for capture rate. Therefore, the mechanics of particle contact must explain the effects of velocity on the functional response. Contact rate was not a constant proportion of particle flux; treatments with similar fluxes yielded different contact rates depending on the strength of flow. The results appeared to be caused by a velocity-induced behavioral change in appendage posture that affects contact rates: in moderate flow, worms form their feeding palps into helical coils, which they tighten as the velocity increases. I suggest this behavior constrains suspension feeding rates and the mechanical selection between particle sizes when worms are in strong flow, and that the effect changes with ontogeny. Because the results are consistent with patterns in measured growth rates of P. cornuta, I hypothesize that this influence of velocity on the functional response can constrain growth and population dynamics in this species.     

Effects of water depth and litter accumulation on morpho-ecological adaptations of Eleocharis sphacelata

The morpho-ecological adaptations of Eleocharis sphacelata in response to water depth and the sequential effects of resultant differences in deep water conditions on the long term population dynamics were investigated based on the observations carried out in three stable homogeneous populations in Goulburn and Ourimbah, New South Wales, Australia from August 2003 to May 2005. The deep water populations attained a higher harvestable shoot biomass and a lower rhizome biomass with increased growth in root structure thus significantly enhancing the nutrient uptake rates leading to a higher accumulation of shoot bound macronutrients. However, the accretion of excessive amounts of autogenous shoot litter coupled with slower decomposition rates under anaerobic conditions in the two deep water populations led to higher nutrient enrichment in sediments and overlying water column causing subsequent eutrophication with signs of growth inhibition including typical stress symptoms like stunted growth and chlorotic shoots. The shallow water population that intermittently experienced alternative inundation-drawdown pattern depicted an unaffected continuation of seasonal growth affirming that strict water regime management practices coupled with timely mowing or the removal of accumulating litter are necessary to ensure long-term survival of healthy E. sphacelata stands when it is used in applications where deep water conditions prevail.     

Green tenants: practicing a sustainability ethics for the rental housing sector

The shift towards social, government and corporate ethics which value environmental sustainability has also embraced householders in a plethora of educational guides, policies, regulations and consumer information about green home improvements, purchasing choices and household practices. In this paper, we make the claim that the rental housing sector, and in particular the private rental sector, has yet to participate, structurally, culturally and materially, in this shift to an ethics of sustainability. We argue, however, that even on such otherwise arid ground, an alternative ethic is developing, a sustainability ethic practiced by green tenants whose activities inside and outside their homes go beyond the considerable material constraints of their dwellings and incomes, and beyond the purely transactional utility of the rental contract. These activities, relational, interconnected and resilient, offer both glimpses of a greening rental housing sector, and a clearer picture of the areas where work remains to be done. Based on a research study, we conducted of the rental sector in regional Australia, and in particular of the everyday sustainability practices of tenants, we suggest that these activities are a practice-based form of care for the world, in many ways similar to Maria Puig de la Bellacasa's practice-based, human-decentred ethics which she suggests is exemplified in the permaculture movement. The stories of the tenants we interviewed for our study also point the way to other changes which are needed to enable a practice-based sustainability ethic to flourish across the rental housing sector as a whole.     

Characteristics of vehicle-animal crashes in which vehicle occupants are killed

During the past 10 years almost 1,500 people have been killed in motor vehicle collisions with animals. Police reports on 147 fatal vehicle-animal crashes during 2000-2002 were obtained from nine states. The goal was to determine common crash types, types of animals involved, and steps that could be taken to reduce the crashes and injuries. Seventy-seven percent of the struck animals were deer, but six other types of animals were involved including small ones such as dogs. Eighty percent of the crashes were single-vehicle events. In most of these cases a motorcycle struck an animal and the rider came off the vehicle, or a passenger vehicle struck an animal and then ran off the road; in a few cases the animal went through the windshield. Multiple-vehicle crashes included vehicles striking deer that went through the windshields of oncoming vehicles, vehicles striking animals and then colliding with other vehicles, and vehicles striking animals that subsequently were struck by other vehicles. Crashes occurred primarily in rural areas, on roads with 55 mph or higher speed limits, during evening or nighttime hours, and in darkness. Greater application of deer-vehicle collision countermeasures known to be effective is needed, but it is noteworthy that a majority of fatalities occurred from subsequent collisions with other vehicles or objects, not from animal contacts. Sixty-five percent of motorcyclists killed were not wearing helmets, and 60% of vehicle occupants killed were unbelted; many of these fatalities would not have occurred with proper protection.     

Fibromyalgia after motor vehicle collision: evidence and implications

OBJECTIVE: Assess currently available evidence regarding the ability of a motor vehicle collision (MVC) to trigger the development of fibromyalgia (FM). METHODS: Consensus standards developed by the American College of Rheumatology Environmental Disease Study Group were used to assess the ability of an MVC to trigger FM. RESULTS: Increasing evidence suggests that FM and related disorders are characterized by abnormalities in central nervous system function related to sensory processing, autonomic regulation, and neuroendocrine function. MVC trauma appears capable of triggering FM, but generally not through direct biomechanical injury. Instead, the evidence suggests that MVC trauma can act as a "stressor," which in concert with other factors, such as an individual's biologic vulnerability, psychosocial factors, cultural factors, and so on, may result in the development of chronic widespread pain and other somatic symptoms. MVC trauma is only one of many stressors which can trigger such disorders, and the environment within which the stressor is experienced (biological and psychosocial) may largely determine whether there is an adverse physiologic result or not. CONCLUSIONS: The evidence that MVC trauma may trigger FM meets established criteria for determining causality, and has a number of important implications, both for patient care, and for research into the pathophysiology and treatment of these disorders.     

Sixteen-year-old drivers in fatal crashes, United States, 2003

OBJECTIVE: Key features of graduated licensing were introduced in 46 states and the District of Columbia between 1993 and 2003. State evaluations consistently have reported positive overall effects and positive effects of nighttime and passenger restrictions. Sixteen year-olds are the main target of graduated licensing, and the present study investigated changes in their fatal crash involvement and crash characteristics that have taken place nationally during 1993-2003. By looking at 16 year-olds nationally, the study does not constitute a direct test of the effect of graduated licensing laws per se. METHODS: Data on fatal crashes were obtained from the Fatality Analysis Reporting System. Sixteen year-olds were compared with older drivers. RESULTS: During these years, the extent to which 16-year-old drivers were in fatal crashes decreased substantially compared with older age groups. The drop in the per capita crash rate for 16 year-olds was 26%. The major change was a reduction in crashes involving transporting young passengers, especially in jurisdictions with restrictions that target these crashes. There was no change in the proportion of fatal late-night crashes even in states restricting this activity. CONCLUSIONS: There has been some progress nationally in reducing the crash problem for 16 year-olds, but this still is a big problem. To achieve further progress, the gaps and weaknesses in present graduated licensing laws will need to be addressed.     

Specific and long-term effects of Nova Scotia's graduated licensing program

A graduated licensing (GL) program was introduced in Nova Scotia, Canada, in October 1994. Previous research has shown that it reduced collisions in the short term. The present study examined the relative contribution of each stage of the program (i.e., learner and intermediate levels) and the program's impact after beginning drivers graduated to full licensure. The research focused on teenage beginning drivers (age 16-17), but the effects on older beginners also was examined. Per-driver crash rates of two groups of novices selected from driver records in Nova Scotia were compared. One group (pre-GL) received their learner's permits during the 2 years before the program was implemented, and the second group (GL) received their learner's permits during the 2 years after implementation. The findings clearly establish that most of the collision reduction in Nova Scotia's program occurred during the first year of the program, particularly during the first 6 months when the majority of novices were driving under supervision. The collision rate for 16 to 17-year-old GL novices was 50% lower than the rate for pre-GL novices during the 6 months after they received their learner's permits, and about 10% lower during their first 2 years of licensure when unsupervised driving from midnight to 5 A.M. was prohibited. Much of this improvement for 16 to 17-year-olds occurred during restricted night hours. Collision rates also were lower during nonrestricted hours in the initial 6 months of licensure. The 3-month "time discount" for driver education provided no safety benefit, and GL novices with driver education had collision rates that were not lower than pre-GL novices. There was no long-term effect found for the program after 16 to 17-year-olds graduated to full licensure. For older beginning drivers, crash rates during the first year after obtaining a learner's permit showed a 31% reduction. This effect diminished rapidly. There was only a 2% reduction during the first year of licensure, and crash rates increased during the following 2 years. Overall the data indicate substantial benefits of graduated licensing for 16 to 17-year-old beginners, but no benefits beyond the learner stage for older beginners.     

Self-Reported Seat Belt Use in Four Countries: A Telephone Survey

A telephone survey was conducted in four countries in November 1998 to compare drivers in the United States with those in Australia, Canada, and the United Kingdom regarding their attitudes toward seat belts and belt use laws. More than 90 percent of the 2251 respondents said they thought seat belts are effective, but self-reported belt use was significantly lower in the United States than in the other countries. Respondents in Australia and the United Kingdom had similar views about what they thought were important reasons for using seat belts and had the highest self-reported use. Reasons given for using belts by Canadian and US respondents were quite similar to one another, yet US respondents had significantly lower self-reported use rates, a difference thought to be due to vigorous enforcement of the law in Canada. US drivers were less likely than Australian and UK drivers to say they used belts out of habit, to avoid a ticket, or because it is required by law and more likely to say they used belts for situational reasons. US drivers were least likely to be in favor of belt use laws. Canadian drivers reported the most experience being checked by police for belt use and were most likely to think that nonusers would be caught. US drivers in primary enforcement jurisdictions were more likely than those in secondary jurisdictions to think that drivers not using belts would be caught and more likely to say they always used belts. Results of this survey indicate that seat belt use in the United States could be increased by adoption of primary enforcement laws and highly visible enforcement programs of the type used in Canada, and that seat belt use could be increased in all countries by increasing the penalties for nonuse.     

Influence of age-related stature on the frequency of body region injury and overall injury severity in child pedestrian casualties

OBJECTIVE: The current study aims to evaluate the influence of age-related stature on the frequency of body region injury and overall injury severity in children involved in pedestrian versus motor vehicle collisions (PMVCs). METHODS: A trauma registry including the coded injuries sustained by 1,590 1- to 15-year-old pedestrian casualties treated at a level-one trauma center was categorized by stature-related age (1-3, 4-6, 7-9, 10-12, and 13-15 years) and body region (head and face, neck, thorax, abdomen and pelvic content, thoracic and lumbar spine, upper extremities, pelvis, and lower extremities). The lower extremity category was further divided into three sub-structures (thigh, leg, and knee). For each age group and body region/sub-structure the proportion of casualties with at least one injury was then determined at given Abbreviated Injury Scale (AIS) severity levels. In addition, the average and distribution of the Maximum Abbreviated Injury Score (MAIS) and the average Injury Severity Score (ISS) were determined for each age group. The calculated proportions, averages, and distributions were then compared between age groups using appropriate significance tests. RESULTS: The overall outcome showed relatively minor variation between age groups, with the average +/- SD MAIS and ISS ranging from 2.3 +/- 0.9 to 2.5 +/- 1.0 and 8.2 +/- 7.2 to 9.4 +/- 8.9, respectively. The subjects in the 1- to 3-year-old age group were more likely to sustain injury to the head, face, and torso regions than the older subjects. The frequency of AIS 2+ lower extremity injury was approximately 20% in the 1- to 3-year-old group, but was twice as high in the 4- to 12-years age range and 2.5 times as high in the oldest age group. The frequency of femur fracture increased from 10% in the youngest group to 26% in the 4- to 6-year-old group and then declined to 14% in the 10- to 15-years age range. The frequency of tibia/fibula fracture increased monotonically with group age from 8% in the 1- to 3-year-old group to 31% in the 13- to 15-year-old group. CONCLUSIONS: While the overall outcome of child pedestrian casualties appears to be relatively constant across the pediatric stature range considered ( approximately 74-170 cm), subject height seems to affect the frequency of injury to individual body regions, including the thorax and lower extremities. This suggests that vehicle safety designers need not only account for the difference in injury patterns between adult and pediatric pedestrian casualties, but also for the variation within the pediatric group.