Changes in motorcycle-related injuries and deaths after mandatory motorcycle helmet law in a district of Vietnam

Objective: Our study measured the change in head injuries and deaths among motorcycle users in Cu Chi district, a suburban district of Ho Chi Minh City.

Methods: Hospital records for road traffic injuries (RTIs) were collected from the Cu Chi Trauma Centre and motorcycle-related death records were obtained from mortality registries in commune health offices. Head injury severity was categorized using the Abbreviated Injury Score (AIS). Rate ratios (RRs) were used to compare rates pre- and post-law (2005/2006–2009/2010). Cu Chi's population, stratified by year, age, and sex, was used as the denominator.

Results: Of records identifying the transportation mode at the time of injury, motorcyclists accounted for most injuries (3,035, 87%) and deaths (238, 90%). Head injuries accounted for 70% of motorcycle-related hospitalizations. Helmet use was not recorded in any death records and not in 97% of medical records. Males accounted for most injuries (73%) and deaths (88%). The median age was 28 years and 32 years for injuries and deaths, respectively. Compared to the pre-law period, rates of motorcycle injuries (RR = 0.53; 95% confidence interval [CI], 0.49–0.58), head injuries (RR = 0.35; 95% CI, 0.31–0.39), severe head injuries (RR = 0.47; 95% CI, 0.34–0.63), and deaths (RR = 0.69; 95% CI, 0.53–0.89) significantly decreased in the post-law period.

Conclusions: Rates of head injuries and deaths among motorcycle riders decreased significantly after implementation of the mandatory helmet law in Vietnam. To further examine the impact of the motorcycle helmet law, including compliance and helmet quality, further emphasis should be placed on gathering helmet use data from injured motorcyclists.     

Variation in posture quality across musical instruments and its impact during performances

Objective. Bad posture increases the risk that a musician may suffer from musculoskeletal disorders. This study compared posture quality required by different instruments or families of instruments. Methods. Using an ad-hoc postural observation instrument embracing 11 postural variables, four experts evaluated the postures of 100 students attending a Spanish higher conservatory of music. Results. The agreement of the experts’ evaluations was statistically confirmed by a Cohen's κ value between 0.855 and 1.000 and a Kendall value between 0.709 and 1.000 (p?χ² tests revealed significant association between instrument families and seated posture with respect to pelvic attitude, dorsal curvature and head alignment in both sagittal and frontal planes. This analysis also showed an association between instrument families and standing posture with respect to the frontal plane of the axis of gravity, pelvic attitude, head alignment in the frontal plane, the sagittal plane of the shoulders and overall posture. Conclusions. While certain postural defects appear to be common to all families of instruments, others are more characteristic of some families than others. The instrument associated with the best posture quality was the bagpipe, followed by percussion and strings.     

Safe speed limits for a safe system: The relationship between speed limit and fatal crash rate for different crash types

Objective: The objective of this article is to provide empirical evidence for safe speed limits that will meet the objectives of the Safe System by examining the relationship between speed limit and injury severity for different crash types, using police-reported crash data.

Method: Police-reported crashes from 2 Australian jurisdictions were used to calculate a fatal crash rate by speed limit and crash type. Example safe speed limits were defined using threshold risk levels.

Results: A positive exponential relationship between speed limit and fatality rate was found. For an example fatality rate threshold of 1 in 100 crashes it was found that safe speed limits are 40 km/h for pedestrian crashes; 50 km/h for head-on crashes; 60 km/h for hit fixed object crashes; 80 km/h for right angle, right turn, and left road/rollover crashes; and 110 km/h or more for rear-end crashes.

Conclusions: The positive exponential relationship between speed limit and fatal crash rate is consistent with prior research into speed and crash risk. The results indicate that speed zones of 100 km/h or more only meet the objectives of the Safe System, with regard to fatal crashes, where all crash types except rear-end crashes are exceedingly rare, such as on a high standard restricted access highway with a safe roadside design.     

The effects of breath alcohol concentration on postural control

Background: Two of the 3 standardized field sobriety tests that U.S. law enforcement uses at roadside checks have a postural equilibrium component to them. Those tests have been validated to detect impairment caused by blood alcohol concentrations (BACs) of 0.08 g/dL or above. Many medical and traffic safety associations support a lower limit, and one state, Utah, has passed a law to lower the limit to 0.05 g/dL. Many studies have examined the effects of alcohol on postural control (of which postural equilibrium is a component), with a consensus emerging that impairment is usually found at BACs greater than 0.06 g/dL. Most of these studies, however, had a relatively small number of subjects, usually between 10 and 30. The current study collected data from a much larger sample.

Objective: The objective of this study was to provide additional evidence that posture control is negatively affected at BACs greater than 0.06 g/dL or breath alcohol concentrations (BrACs) of 0.06 g/210 L.

Method: This was a between-subjects study, with BrAC group as the independent variable (5 levels: 0.00, 0.04, 0.06, 0.08, and 0.10 g/210 L); 4 measures of postural control as the dependent variables; and age, height, and weight as the covariates. Posture control was measured with a force-sensing platform connected to a computer. The feet's center of pressure (CoP) on the platform was recorded and the corresponding movement of the body in the anterior–posterior and lateral planes was derived. Participants (N = 96) were randomly assigned to one of the BrAC groups. Positive BrAC groups were compared to the zero BrAC group. Data were examined with hierarchical multiple regression.

Results: Adjusted for age, height, and weight, the main effect of lateral CoP with eyes open was not statistically significant. There was a statistically significant main effect of alcohol on anterior–posterior CoP excursion with eyes open and with eyes closed and lateral CoP excursion with eyes closed. For all 3 of those variables, only BrACs of 0.08 and 0.10 g/210 L produced differences against zero BrAC. Although the main effect of alcohol on Lateral CoP Excursion with eyes open was not statistically significant, the contrasts between 0 and 0.08 and 0 and 0.10 g/210L BrAC were in the hypothesized direction.

Conclusion: The current study did not directly address the issue of whether the sobriety tests are sensitive to BrACs of 0.05 g/210 L or above; rather, it provides additional evidence that postural control, one of the components of those tests, is relatively unaffected by BrACs lower than 0.08 g/210 L. Additional research is needed on the diagnostic characteristics of the sobriety tests at BrACs lower than 0.08 g/210 L.     

Effects of alcohol at 0.05% blood alcohol concentration (BAC) on low speed urban driving

ABSTRACT

Objective: Alcohol-impaired driving presents a continued risk for traffic safety and results in a significant proportion of fatalities on the roadway. We examined how alcohol at a 0.05% blood alcohol concentration (BAC) compares to 0.10% BAC (above the current U.S. legal limit) in terms of impact on driving performance.

Methods: Utilizing a within-subjects design, we recruited 108 healthy experienced drivers who were moderate to heavy drinkers. In a double-blind, placebo-controlled crossover design, we administered placebo and alcohol at the 0.05% and 0.10% BAC levels in a standardized simulated driving protocol. Drives occurred on the descending limb of the blood alcohol curve. This analysis focuses on the urban portion of the drive

Results: The study observed clear differences in performance for lateral and longitudinal driving performance and glance behavior. Variability in lane keeping and average speed increased with BAC level, with degraded performance observed at 0.05% BAC. The frequency of lane departures and percentage of time focused on the forward roadway at 0.05% BAC did not differ from placebo but differed from the 0.10% BAC level.

Conclusions: Overall, our results show that there is degraded performance in the urban driving environment and that much of that begins at or below the 0.05% BAC level.     

Field effectiveness evaluation of advanced driver assistance systems

Abstract

Objective: Advanced driver assistance systems (ADAS) are a class of vehicle technologies designed to increase safety by providing drivers with timely warnings and autonomously intervening to avoid hazardous situations. Though laboratory testing suggests that ADAS technologies will greatly impact crash involvement rates, real-world evidence that characterizes their effectiveness is still limited. This study evaluates and quantifies the association of ADAS technologies with the likelihood of a moderate or severe crash for new-model BMWs in the United States.

Methods: Vehicle ADAS option information for the cohort of model year 2014 and later BMW passenger vehicles sold after January 1, 2014 (n?=?1,063,503), was coded using VIN-identified options data. ADAS technologies of interest include frontal collision warning with autonomous emergency braking, lane departure warning, and blind spot detection. BMW Automated Crash Notification system data (from January 2014 to November 2017) were merged with vehicle data by VIN to identify crashed vehicles (n?=?15,507), including date, crash severity (delta V), and area of impact. Using Cox proportional hazards regression modeling, the study calculates the adjusted hazard ratio for crashing among BMW passenger vehicles with versus without ADAS technologies. The adjusted percentage reduction in moderate and severe crashes associated with ADAS is interpreted as one minus the hazard ratio.

Results: Vehicles equipped with both autonomous emergency braking and lane departure warning were 23% less likely to crash than those not equipped (hazard ratio [HR]?=?0.77; 95% confidence interval [CI], 0.73–0.81), controlling for model year, vehicle size and body type. Autonomous emergency braking and lane departure warning generally occur together, making it difficult to tease apart their individual effects. Blind spot detection was associated with a 14% reduction in crashes after controlling for the presence of autonomous emergency braking and lane departure warning (HR =0.86; 95% CI, 0.744–0.99). Differences were observed by vehicle type and crash type. The combined effect of autonomous emergency braking and lane departure warning was greater in newer model vehicles: Equipped vehicles were 13% less likely to crash (HR =0.87; 95% CI, 0.79–0.95) among 2014 model year vehicles versus 34% less likely to crash (HR =0.66; 95% CI, 0.57–0.77) among 2017 model year vehicles.

Conclusion: This robust cohort study contributes to the growing evidence on the effectiveness of ADAS technologies.     

Spatial Distribution of Heavy Metals and <Superscript>137</Superscript>Cs in Spruce Forest Soil under Conditions of Regional Pollution

The influence of horizontal structure of spruce forest on the spatial distribution of acid-soluble Zn, Cd, Pb compounds and ¹³⁷Cs in the litter and the humus horizon of soddy podzolic soil has been studied in the territory with the regional background level of industrial fallout. It has been found that the distribution pattern of Zn in the forest litter is a result of biogeochemical processes. The litter in fern–wood sorrel microplots contains increased amounts of Zn and Cd, while the contents of Pb and ¹³⁷Cs are decreased. The distribution patterns of Pb and ¹³⁷Cs in the litter are positively correlated with each other, since both elements are deposited from the atmosphere, and similar mechanisms account for their redistribution in the spruce forest ecosystem.     

Plant Species Richness and Developmental Morphology Stage Influence Mycorrhizal Patagonia Plants Root Colonization

The objectives of this study were to determine the percentage of root colonization by arbuscular mycorrhizal (AM) fungi at various levels of plant species richness and developmental morphology stages in various perennial grass, and herbaceous and woody dicots species using experimental plots during 2013 and 2014. An auger was used to obtain six replicate root + soil samples at each sampling time on each of the study parameters. Roots were washed free of soil, and percentage AM was determined. The shrub Larrea divaricata was the species which showed the lowest percentage of colonization by AM at the vegetative developmental morphology stage at the monocultures and six-species-mixtures on the experimental plots. Dicots, but not grass, species showed a greater percentage colonization by AM fungi at the greatest (i.e., six-species-mixtures) than lowest (i.e., monocultures) species richness. Although at different degrees of species richness and developmental morphology stages, the perennial grasses Nassella longiglumis and N. tenuis, the herbaceous dicot Atriplex semibaccata, and the shrubs L. divaricata and Schinus fasciculatus showed a greater (p < 0.050) percentage colonization by AM fungi during the second than the first study year. Even though it was species- and sampling time-dependent, percentage colonization by AM fungi increased as species richness also increased most of the times. Our results demonstrated that the plant species differences in percentage colonization by AM fungi in the experimental plots were species richness-, developmental morphology stage-, and sampling-time dependents.     

Holocene Dynamics of Vegetation and Ecological Conditions in the Center of the East European Plain

Changes in the vegetation and fire regimes in the central East European Plain during the second half of the Holocene have been reconstructed based on the results of paleobotanical analysis and radiocarbon dating of material from a section of peat deposit in the Mordovia State Nature Reserve. It has been shown that birch–pine forests were widespread in the region between 7000 and 5000 yr BP, with the frequency of fires in that period being high (the fire return interval ranged from 10–20 to 100 years). Beginning from 5000 yr BP and to the early 20th century, broadleaf forests were dominant, with the fire return interval increasing to 300–500 years or longer.