Hardcore drinking drivers and other contributors to the alcohol-impaired driving problem: need for a comprehensive approach

OBJECTIVE: Understanding the hardcore drinking driver concept in the context of the alcohol-impaired driving problem. METHOD: Review of the relevant literature. RESULTS: As progress against alcohol-impaired driving slowed in the early 1990s, public and political attention turned to "hardcore" drinking drivers, and they have been a priority for the past 15 years. Though intuitive, the hardcore concept has been difficult to conceptualize. Its definition of hard-to-change chronic heavy drinking drivers focuses on a group that is not easily identifiable and ignores many who account for a large portion of alcohol-impaired driving crashes. These include drivers who drink heavily on occasion and drivers who drink at more moderate levels that elevate crash risk. Emphasis on the hardcore has focused attention on the small proportion of drinking drivers who have been detected and arrested, whereas the vast majority of drinking drivers go undetected. Some countermeasures aimed at the hardcore group have been effective in reducing recidivism, but attention and resources also need to be given to general deterrent initiatives (e.g., 0.08 g/dL, sobriety checkpoints, administrative license suspension). There has been no reduction in the overall alcohol-impaired driving problem since the mid-1990s. CONCLUSION: Reductions in the alcohol-impaired driving problem require that attention be focused on all relevant target groups. Some benefits could accrue by recognizing that countermeasures developed for hardcore drinking drivers, such as alcohol ignition interlocks and vehicle or plate impoundment, might also be effective with more numerous first-time offenders. However, such strategies are likely to be most effective against recidivism (specific deterrence). Greater gains could be achieved through general deterrent efforts (increasing the real and perceived risk of arrest and punishment to all drinking drivers), along with application of public health measures designed to reduce overall consumption. Additional ways need to be found to separate drinking and driving, either through cultural changes in drinking and/or driving behavior or, in the future, with the use of technology that can make vehicles inoperable by drivers with illegal blood alcohol concentrations.     

建立组织外植体的共培养模型(in vitro)用于预测内分泌干扰效应(in vivo)：以黑头软口鲦(Pimephales promelas)的下丘脑-垂体-性腺（HPG）轴内分泌干扰作用为例

内分泌干扰物 （Endocrine Disrupting Compounds, EDCs）可以通过干扰下丘脑-垂体-性腺（HPG）轴来影响生殖系统。虽然目前已有筛选内分泌干扰物的体外检测方法,但这些方法在用于体内实验时却有着不稳定的准确性。本文记录了以黑头呆鱼（Pimephales promelas）的下丘脑-垂体-性腺轴与肝（HPG-L）的共培养组织作为组织外植体来模拟体内反应的结果。我们对成年鱼的大脑（下丘脑）,垂体,性腺和肝进行了单独和共同培养的检测来确定可以在体内重复的情况与组合。只有共培养体表现出去甲雄三烯醇酮对于雌二醇,睾酮和卵黄生成素生成趋势的影响。较低的暴露剂量会抑制激素生成,而较高的暴露剂量则会促进激素生成,形成U型作用曲线。这些数据表明下丘脑-垂体-性腺-肝轴的全部组织的共同培养可以作为体内实验与体外实验的连接,从而预测在完整生物体内内分泌系统的扰乱。本实验中以组织为基础的下丘脑-垂体-性腺-肝系统作为一个灵活的体内系统的解构版本得到了更好的实验控制。通过分离、审查和重组需要的组织,我们能够检测到生物系统功能与对于内分泌干扰物反应中的微小变化。
精选自Theresa K. Johnston, Edward Perkins, Duncan C. Ferguson, Donald M. Cropek. Tissue explant co-culture model of the hypothalamic-pituitary-gonadal-liver axis of the fathead minnow (Pimephales promelas) as a predictive tool for endocrine disruption. Environmental Toxicology and Chemistry: Volume 35, Issue 10, pages 2530–2541, October 2016. DOI: 10.1002/etc.3415
详情请见http://onlinelibrary.wiley.com/doi/10.1002/etc.3415/full
     

You cannot leave it at the office: Spillover and crossover of coworker incivility

This study examines the spillover and crossover effects of a specific chronic stressor, coworker incivility, on target marital satisfaction, partner marital satisfaction, and partner family‐to‐work conflict and on how the transmission of stress from the workplace to the family domain (as perceived by the target's partner) mediates these relationships. Using a matched data set of 190 job incumbents and their partners, the findings reveal that coworker incivility demonstrates both spillover and crossover effects on these outcomes important to the family. Evidence indicates that incivility targets do not leave the stress of incivility at work but instead bring it home to the family domain where it influences relationships with and outcomes of their partners. Implications of these findings and avenues for future research are discussed. Copyright © 2011 John Wiley & Sons, Ltd.     

Alcohol-impaired driving in the United States: contributors to the problem and effective countermeasures

Objective: To review the effectiveness of current countermeasures in alcohol-impaired driving. Method: This article provides an overview of the contributors to the alcohol-impaired driving problem in the United States and reviews the effectiveness of alcohol-impaired driving countermeasures. Results: Many effective countermeasures have been used during the past few decades both to deter drivers from driving when they are over the legal limit for alcohol and to discourage driving while intoxicated (DWI) offenders from reoffending once they have been caught and convicted. In recent years, greater attention has been given to the problem of "hardcore" drinking drivers, a term coined to refer to those who repeatedly drive with high blood alcohol concentrations and are resistant to changing their behavior. Although such individuals are a legitimate target for attention, focusing predominantly on this group will result in missed opportunities to address a large portion of alcohol-impaired driving crashes. This article provides a review of the primary countermeasures that have been used to reduce alcohol-impaired driving and summarizes evidence for their effectiveness. It asks the question of where, in an environment of limited resources, attention should be focused. Conclusions: General deterrent approaches, such as frequent and highly publicized sobriety checkpoints, have the greatest potential to save lives and should be the mainstay of state and local efforts. Specific deterrent approaches, aimed at deterring DWI offenders from reoffending, such as alcohol ignition interlocks, should be applied to all apprehended drivers, whatever their drinking history. Evidence suggests that they could benefit from them. In the future, advanced in-vehicle technologies that would prevent vehicles from being driven when their drivers are over the legal limit may hold the key to drastically reducing the alcohol-impaired driving problem.     

IMPROVING URBAN WATERWAYS IN EMERGING COUNTRIES: AN ACTION PLAN FOR MADRAS1

ABSTRACT: Typically, infrastructure agencies build massive water projects to serve expanding populations in emerging country cities, but collect and treat only a fraction of the resulting wastewater. This effluent often overwhelms existing sewerage systems and fouls waterways. Cleaning urban waterways requires large investments over long terms and the political will to make and sustain them. This challenge - difficult in advanced countries - becomes daunting with the scarce resources and weak institutions typical of emerging countries. This paper presents a framework to structure such a strategy, and applies it to Madras, India. It consists of three parts: (1) setting a vision through a participatory process; (2) macro investments mainly in wastewater treatment that use least-cost methods; and (3) micro investments in small projects that involve local people and galvanize public support. The macro investment, $350 million for Madras, appears very large, but averages out to $66 per capita, far below the $1,000-$2,000 typical of advanced country cities. Micro projects to be undertaken by Non-Governmental Organizations (NGOs) included an independent wastewater monitoring program, sanitary upgrading of slums along waterways banks, a cattle waste demonstration project, and an industrial pollution survey. Together, a macro/micro strategy promises the funding and political will to achieve a balanced vision of waterways quality.     

Arctic marine mammal population status,sea ice habitat loss,and conservation recommendations for the 21st century

Arctic marine mammals (AMMs) are icons of climate change, largely because of their close association with sea ice. However, neither a circumpolar assessment of AMM status nor a standardized metric of sea ice habitat change is available. We summarized available data on abundance and trend for each AMM species and recognized subpopulation. We also examined species diversity, the extent of human use, and temporal trends in sea ice habitat for 12 regions of the Arctic by calculating the dates of spring sea ice retreat and fall sea ice advance from satellite data (1979–2013). Estimates of AMM abundance varied greatly in quality, and few studies were long enough for trend analysis. Of the AMM subpopulations, 78% (61 of 78) are legally harvested for subsistence purposes. Changes in sea ice phenology have been profound. In all regions except the Bering Sea, the duration of the summer (i.e., reduced ice) period increased by 5–10 weeks and by >20 weeks in the Barents Sea between 1979 and 2013. In light of generally poor data, the importance of human use, and forecasted environmental changes in the 21st century, we recommend the following for effective AMM conservation: maintain and improve comanagement by local, federal, and international partners; recognize spatial and temporal variability in AMM subpopulation response to climate change; implement monitoring programs with clear goals; mitigate cumulative impacts of increased human activity; and recognize the limits of current protected species legislation.     

Performance and stability of two-stage anaerobic digestion.

The stability, capacity, and solids destruction efficiency of single versus two-stage anaerobic digestion was studied in bench-scale reactors using combined waste activated and primary sludge. Laboratory staged mesophilic digesters showed an improved volatile solids and volatile suspended solids destruction efficiency over a single-stage system (at the same total solids retention time [SRT]) of approximately 3.2 and 5.8 percentage points, respectively. To quantify stability and capacity, a new digester monitoring method was introduced that measured the digester maximum acetate utilization capacity, V(max,ac), and was used to investigate the potential for digester instability at different transient loadings. The ratio of the V(max,ac) value to the estimated acetate production rate for a given digester loading was termed the acetate capacity number (ACN). Values greater than 1.0 indicate excess acetate utilization capacity. The first stage of the laboratory two-stage mesophilic system (10-day SRT for each stage) had an ACN number of 1.3 compared with a value of 1.8 for the single-stage 20-day SRT digester. Thus, while a staged mesophilic system can improve solids destruction efficiency, it demonstrates a lower capacity for metabolizing highly variable loads.     

Driver mortality in frontal crashes: comparison of newer and older airbag designs

In 1997, the National Highway Traffic Safety Administration amended its requirements for frontal crash performance under Federal Motor Vehicle Safety Standard 208 to temporarily allow 30 mi/h (48 km/h) sled tests with unbelted dummies as an alternative to 30 mi/h head-on rigid-barrier vehicle tests. This change permitted automakers to reduce airbag inflation forces so that they would be less likely to injure occupants who are close to airbags when they first deploy. Most vehicle models were sled-certified starting in model year 1998. Airbag-related deaths have decreased since 1997; however, controversy persists about whether reduced inflation forces might be decreasing protection for some occupants in high-severity frontal crashes. To examine the effects of the regulatory changes, this study computed rate ratios (RR) and 95% confidence intervals (95% CI) for passenger vehicle driver deaths per vehicle registration during 2000-2002 at principal impact points of 12 o'clock for 1998-99 model year vehicles relative to 1997 models. Passenger vehicles included in the study had both driver and passenger front airbags, had the same essential designs during the 1997-1999 model years, and had been sled-certified for drivers throughout model years 1998 and 1999. An adjustment was made for the higher annual mileage of newer vehicles. Findings were that the effect of the regulatory change varied by vehicle type. For cars, sport utility vehicles, and minivans combined, there was an 11 percent decrease in fatality risk in frontal crashes after changing to sled certification (RR = 0.89; 95% CI = 0.82-0.96). Among pickups, however, estimated frontal fatality risk increased 35 percent (RR = 1.35; 95% CI = 1.12-1.62). For a broad range of frontal crashes (11, 12, and 1 o'clock combined), the results indicated a modest net benefit of the regulatory change across all vehicle types and driver characteristics. However, the contrary finding for pickups needs to be researched further.