Sleepiness among night-time drivers: relationship to blood alcohol concentration and other factors

OBJECTIVE: The study aimed to explore the distribution and correlates of subjective sleepiness among the general night-time driving population. METHODS: The survey took place in three British Columbia communities in June 2003 between 21:00 hours to 03:00 hours. Sites and vehicles were selected randomly. Surveyors obtained information on several demographic and situational variables including self-assessed degree of sleepiness and self-reported hours asleep and awake, as well as an objective measure of blood alcohol concentration obtained from a hand-held breath-testing device. RESULTS: The total compliance rate among intercepted drivers was 85%. Among the 2335 drivers responding to the questionnaire, 68.4% indicated that they were wide awake, 27.6% were somewhat sleepy, and 4.1% were very sleepy. Logistic regression quantified the independent contributions of the various factors to subjective sleepiness. Male drivers with positive blood alcohol concentrations under 50 mg% were more likely to report feeling sleepy than those with either higher or with zero blood alcohol concentration. Greater relative risk of sleepiness was also associated with being female, being under age 55, and advanced hour of night. Driving with passengers of the same gender was associated with lower reported sleepiness. CONCLUSIONS: A substantial proportion of night-time drivers are driving while sleepy, especially at late night and early morning hours. The combination of alcohol and sleepiness compounds impairment in experimental studies and deserves greater attention in crash risk studies and as a topic for public education and awareness.     

Sedimenttoxizit?t — ein inhaltlicher Schwerpunkt beim SETAC Europe 16th Annual Meeting World Forum Convention Center in Den Haag, Niederlangden, 7–11 Mai 2006

Tagungsankündigungen

Sedimenttoxizit?t — ein inhaltlicher Schwerpunkt beim SETAC Europe 16th Annual Meeting World Forum Convention Center in Den Haag, Niederlangden, 7–11 Mai 2006     

A multilevel model of emotional skills,communication performance,and task performance in teams

There is increasing research regarding the influence of emotions on teamwork. In this study, we use a multilevel approach to examine how team members' use of emotion‐related skills affects team task performance and communication performance within the team. We measured individual self‐reported emotional skills prior to team formation and then collected peer‐rated individual communication performance and independently rated team task performance eight weeks later. Although there was no influence at the individual level between emotional skills and performance, team‐level emotional skills positively predicted team task performance scores. At the cross level, team‐level emotional skills predicted individual‐level communication performance. These findings emphasize the importance of distinct team emotional skills in shaping both team performance and individual team member performance. Copyright © 2011 John Wiley & Sons, Ltd.     

Measuring implicit psychological constructs in organizational behavior: An example using psychological capital

Implicit psychological constructs are effective predictors of behavioral outcomes but are rarely used in organizational settings because of real or imagined problems with measurement validity and administration. To address these concerns, we present a means of assessing implicit constructs quickly and easily by using psychological capital as an example. Copyright © 2012 John Wiley & Sons, Ltd.     

Methodological application of system dynamics for evaluating traffic safety policy

System dynamics (SDs) is a methodology that can be used to understand the behavior and dynamics of complex systems over time. SD utilizes a range of tools and techniques such as influence and causal loop diagrams, computer simulation and optimization. SD has been used to facilitate the analysis of complex physical and social systems, e.g. water resources, climate change and industrial accidents. One of the key reasons for its growing popularity is that it allows policy experimentation and facilitates the discussion of ‘what-if’ scenarios. Within the realm of road traffic research, SD has been primarily used to examine micro level issues such as the interactions between the driver, infrastructure and the vehicle. Even though such micro level analysis are important, macro traffic safety policies can create more sustainable systems that pre-empt safety issues and reduce likelihood of traffic accidents. This paper develops two models to demonstrate how the methodology of SD can facilitate and encourage macro and meso level analysis of traffic safety policy. The first model is used to assess policy options so as to encourage the purchase of cars with higher safety ratings. The second model, is used to evaluate the impact of public transport policies on travel time and traffic safety considerations. The strength and weaknesses of the SD methodology in road transport/safety analysis are also examined. It is suggested that SD is most appropriate for formulating macro level policy as it can account for the dynamic complexity associated with the road transport system.     

Reducing post-disaster conflict: a cross-cultural test of four hypotheses using archaeological data

Four hypotheses concerning the relationship between climate-related disasters and conflict are tested using archaeological data in a controlled cross-cultural comparison. The four hypotheses are (1) Conflict increases following climate-related disasters because local economic conditions deprive polities of tax revenue so that they can no longer suppress conflict; (2) Conflict increases following climate-related disasters because existing social inequalities lead to conflicts over differential access to resources; (3) Conflict increases following climate-related disasters because migration forces population into condensed settlements ripe for conflict; and (4) Conflict increases following climate-related disasters in polities where leaders tightly control access to political authority because leaders may use violence to maintain control over the resources they use to secure support from other elites. Only the fourth hypothesis is supported. It is argued that understanding pre-disaster political strategies is key to understanding post-disaster conflict.     

Degradation of extracellular genomic,plasmid DNA and specific antibiotic resistance genes by chlorination

Extracellular DNA structure damaged by chlorination was characterized. Integrity of extracellular ARG genetic information after chlorination was determined. Typical chlorine doses will likely effectively diminish extracellular DNA and ARGs. Plasmid DNA/ARGs were less readily broken down than genomic DNA. The Bioanalyzer methodology effectively documented damage incurred to DNA. There is a need to improve understanding of the effect of chlorine disinfection on antibiotic resistance genes (ARGs) in order to advance relevant drinking water, wastewater, and reuse treatments. However, few studies have explicitly assessed the physical effects on the DNA. Here we examined the effects of free chlorine (1–20 mg Cl₂/L) on extracellular genomic, plasmid DNA and select ARGs. Chlorination was found to decrease the fluorometric signal of extracellular genomic and plasmid DNA (ranging from 0.005 to 0.05 mg/mL) by 70%, relative to a no-chlorine control. Resulting DNA was further subject to a fragment analysis using a Bioanalyzer, indicating that chlorination resulted in fragmentation. Moreover, chlorine also effectively deactivated both chromosomal- and plasmid-borne ARGs, mecA and tetA, respectively. For concentrations >2 mg Cl₂//L × 30 min, chlorine efficiently reduced the qPCR signal when the initial concentration of ARGs was 10⁵ copies/mL or less. Notably, genomic DNA and mecA gene signals were more readily reduced by chlorine than the plasmid-borne tetA gene (by ~2 fold). Based on the results of qPCR with short (~200 bps) and long amplicons (~1200 bps), chlorination could destroy the integrity of ARGs, which likely reduces the possibility of natural transformation. Overall, our findings strongly illustrate that chlorination could be an effective method for inactivating extracellular chromosomal- and plasmid-borne DNA and ARGs.     

Catalyst-free synthesis of α-acyloxycarboxamides in aqueous media

Environmental Chemistry Letters - Organic syntheses in aqueous solutions are being developed because water is an environmentally friendly, inexpensive, non-toxic and non-flammable solvent....     

Minimizing opportunity costs to aquatic connectivity restoration while controlling an invasive species

Controlling invasive species is critical for conservation but can have unintended consequences for native species and divert resources away from other efforts. This dilemma occurs on a grand scale in the North American Great Lakes, where dams and culverts block tributary access to habitat of desirable fish species and are a lynchpin of long‐standing efforts to limit ecological damage inflicted by the invasive, parasitic sea lamprey (Petromyzon marinus). Habitat restoration and sea‐lamprey control create conflicting goals for managing aging infrastructure. We used optimization to minimize opportunity costs of habitat gains for 37 desirable migratory fishes that arose from restricting sea lamprey access (0–25% increase) when selecting barriers for removal under a limited budget (US$1–105 million). Imposing limits on sea lamprey habitat reduced gains in tributary access for desirable species by 15–50% relative to an unconstrained scenario. Additional investment to offset the effect of limiting sea‐lamprey access resulted in high opportunity costs for 30 of 37 species (e.g., an additional US$20–80 million for lake sturgeon [Acipenser fulvescens]) and often required ≥5% increase in sea‐lamprey access to identify barrier‐removal solutions adhering to the budget and limiting access. Narrowly distributed species exhibited the highest opportunity costs but benefited more at less cost when small increases in sea‐lamprey access were allowed. Our results illustrate the value of optimization in limiting opportunity costs when balancing invasion control against restoration benefits for diverse desirable species. Such trade‐off analyses are essential to the restoration of connectivity within fragmented rivers without unleashing invaders.     

Discordance between age- and size-based criteria of child passenger restraint appropriateness

Objectives: In this study, we sought to accomplish the following objectives: to (1) calculate the percentage of children considered appropriately restrained across 8 criteria of increasing restrictiveness; (2) examine agreement between age- and size-based appropriateness criteria; (3) assess for changes in the percentage of children considered appropriately restrained by the 8 criteria between 2011 (shortly after updates to U.S. guidelines) and 2015.

Methods: Data from 2 cross-sectional surveys of 928 parents of children younger than 12 years old (n = 591 in 2011, n = 337 in 2015) were analyzed in 2017. Child age, weight, and height were measured at an emergency department visit and used to determine whether the parent-reported child passenger restraint was considered appropriate according to 8 criteria. Age-based criteria were derived from Michigan law and U.S. guidelines. Weight, height, and size-based criteria were derived from typical restraints available in the United States in 2007 and 2011. The percentage appropriate restraint use was calculated for each criterion. The kappa statistic was used to measure agreement between criteria. Change in appropriateness from 2011 to 2015 was assessed with chi-square statistics.

Results: Percentage appropriate restraint use varied from a low of 19% for higher weight limits in 2011 to a high of 91% for Michigan law in 2015. Agreement between criteria was slight to moderate. The lowest kappa was for Michigan law and higher weight limits in 2011 (κ = 0.06) and highest for U.S. guidelines and lower weight limits in 2011 (κ = 0.60). Percentage appropriate restraint use was higher in 2015 than 2011 for the following criteria: U.S. guidelines (74 vs. 58%, P < .001), lower weight (57 vs. 47%, P = .005), higher weight (25 vs. 19%, P = .03), greater height (39 vs. 26%, P < .001), and greater size (42 vs. 30%, P = .001).

Conclusions: The percentage of children considered to be using an appropriate restraint varied substantially across criteria. Aligning the definition of appropriate restraint use with current U.S. guidelines would increase consistency in reporting results from studies of child passenger safety in the United States. Potential explanations for the increased percentage of children considered appropriately restrained between 2011 and 2015 include adoption of the updated U.S. guidelines and the use of child passenger restraints with higher weight and height limits.