Contribution of the components of graduated licensing to crash reductions

PROBLEM: It has been established that graduated licensing systems lead to crash reductions among beginning drivers. What is the contribution of the various components of graduated licensing to these reductions, and how can their effectiveness be increased? METHOD: Literature review and synthesis. RESULTS: Extended learner periods, nighttime restrictions, and passenger restrictions have contributed to crash reductions. Presently there is insufficient evidence concerning the contribution of seat belt or cell phone provisions, or contingent advancement penalties. DISCUSSION: There is more to learn about graduated licensing and its component features. However, there are ways to increase the contribution of all the components through stronger laws and greater compliance. With the right kind of community commitment and focus, substantial further reductions in young driver crashes are achievable. IMPACT ON INDUSTRY: The results can guide states in establishing graduated licensing systems that maximize crash reductions.     

Driver education and graduated licensing in North America: past, present, and future

PROBLEM: A stated objective of driver education in North America is to produce safer drivers, typically defined as drivers less likely to crash. This paper examines the extent to which driver education has achieved this objective independently as well as the extent to which such programs can support the success of graduated licensing in reducing young driver crashes. In so doing, it discusses past experiences, recent developments, and the future direction of driver education and training in relation to graduated driver licensing. METHOD: Literature review and synthesis. RESULTS: Driver education programs have yet to demonstrate consistent attainment of their safety objectives. Moreover, they have not been found to enhance the safety effectiveness of graduated licensing programs--indeed, some practices, for example, "time discounts" for driver education have actually had a detrimental effect on teen safety. DISCUSSION: Despite its disappointing safety record to date, it is important not to abandon driver education. In particular, there are opportunities to improve driver education so that it achieves its safety objectives, and ensure that programs in the future complement graduated driver licensing and contribute to its overall safety benefits. Current and future efforts to improve driver education and better integrate it with graduated licensing programs, however, need to be rigorously evaluated to determine what does and does not work to reduce young driver crashes, and as importantly, to understand why this is the case. IMPACT ON INDUSTRY: Improved driver education integrated with graduated driver licensing has potential safety benefits.     

Choice of teenagers' vehicles and views on vehicle safety: survey of parents of novice teenage drivers

Objective

To examine parental decisions about vehicles driven by teenagers and parental knowledge of vehicle safety.

Methods

About 300 parents were interviewed during spring 2006 in Minnesota, North Carolina, and Rhode Island while teenagers took their first on-road driving tests.

Results

Fewer than half of parents surveyed said teenagers would be the primary drivers of the chosen vehicles. Parents most often cited safety, existing family vehicle, and reliability when explaining the choices for their teenagers’ vehicles. About half of the vehicles intended for teenagers were small/mini/sports cars, pickups, or SUVs — vehicles considered less safe for teenagers than midsize/large cars or minivans. A large majority of vehicles were 2001 models or earlier. Vehicles purchased in anticipation of adding a new driver to the family were more likely to be the sizes/types considered less safe than vehicles already owned. Few parents insisted on side airbags or electronic stability control, despite strong evidence of their safety benefits. Even when asked to identify ideal vehicles for their teenagers to drive, about half of parents identified less safe vehicle sizes/types. Most parents knew that midsize/large vehicles are safer than small vehicles, and at least half of parents said SUVs and pickups are not safe for teenage drivers, citing instability.

Conclusions

The majority of parents understood some of the important criteria for choosing safe vehicles for their teenagers. However, parents actually selected many vehicles for teenagers that provide inferior crash protection.

Impact on industry

Vehicle safety varies substantially by vehicle size, type, and safety features. Many teenagers are driving inferior vehicles in terms of crashworthiness and crash avoidance.     

我国近海水体油类污染现状分析评价

基于中国近海海洋综合调查与评价国家908专项(908专项)中关于我国近海海域海水中油类含量数据(2006年7月14日至2007年12月29),据此数据对我国近海海水油类污染现状进行了分析评价.结果显示,各海域油类的测值和平均值除个别站位外,海水中油类均符合一二类国家海水水质标准.就各季油类平均含量高低相对比较而言,冬季...     

Effect of field exposure to 38-year-old residual petroleum hydrocarbons on growth, condition index, and filtration rate of the ribbed mussel, Geukensia demissa

In September 1969, the Florida barge spilled 700,000 L of No. 2 fuel oil into the salt marsh sediments of Wild Harbor, MA. Today a substantial amount, approximately 100 kg, of moderately degraded petroleum remains within the sediment and along eroding creek banks. The ribbed mussels, Geukensia demissa, which inhabit the salt marsh creek bank, are exposed to the spilled oil. Examination of short-term exposure was done with transplantation of G. demissa from a control site, Great Sippewissett marsh, into Wild Harbor. We also examined the effects of long-term exposure with transplantation of mussels from Wild Harbor into Great Sippewissett. Both the short- and long-term exposure transplants exhibited slower growth rates, shorter mean shell lengths, lower condition indices, and decreased filtration rates. The results add new knowledge about long-term consequences of spilled oil, a dimension that should be included when assessing oil-impacted areas and developing management plans designed to restore, rehabilitate, or replace impacted areas.     

隔油沉淀-预曝调节-接触氧化-气浮工艺处理屠宰加工废水

对屠宰加工过程中产生的中高浓度有机废水采用预曝调节-接触氧化-气浮工艺进行处理。当进水COD浓度为980~1200mg/L时,出水COD浓度可降至76.1~104mg/L,优于国家《肉类加工工业水污染物排放标准》(GB13457-92)二级标准,此工艺的抗冲击负荷能力较强,适应于间歇性生产和季节性生产的屠宰加工企业。     

河南双河油泥在生物降解过程中饱和烃污染物的组成与分布

分析了河南双河油泥在微生物降解过程中烷烃的组成与分布特征,结果表明,XT-4、F-2、C-2、A-1和AB-1菌的混合菌对饱和烃组分有好的降解效果:当饱和烃含量在60~70g/kg范围时,经过120d的降解,饱和烃降解率达到66.4%,随着降解的进行,正构烷烃分布由单峰形变成了双峰形;萜烷类抗微生物降解能力强,在本实验条件下,其组成与分布没有发生显著变化。微生物对烷烃类化合物易降解顺序为:正构烷烃>类异戊二烯烃>藿烷类,C21以前的正构烷烃>C22以后的正构烷烃,姥鲛烷>植烷,Tm>Ts,藿烷>莫烷。     

Field reconnaissance and estimation of petroleum hydrocarbon and heavy metal contents of soils affected by the Ebocha-8 oil spillage in Niger Delta, Nigeria

Field reconnaissance of the Ebocha-8 oil spill-affected site at Obiobi/Obrikom in the Niger Delta region of Nigeria was carried out to assess the extent of damage to the terrestrial ecosystem and delimit the epicenter of oil spillage. Following three successive reconnaissance surveys, the area to be sampled was delimited (200 x 200 m2), and soil samples were collected using the grid method from three replicate quadrats at two depths, surface (0-15 cm) and subsurface (15-30 cm). A geographically similar area located 50 m adjacent to the oil-polluted area was used as a reference (control) site. Total hydrocarbon content (THC) and heavy metal concentrations were later determined in the laboratory by extraction and spetrophotemetric techniques. Generally, the THC of soils at surface and subsurface depths of the oil-polluted plots was 2.06 x 10(4) +/- 4.97 x 10(3) mg/kg and 1.67 x 10(3) +/- 3.61 x 10(2) mg/kg soil, respectively, (no overlap in standard errors at 95% confidence limit) while concentrations of heavy metals(Pb, Cd, V, Cu and Ni) were enhanced, especially at the surface. The high levels of THC and heavy metals may predispose the site, which hitherto served as arable agricultural land, to impaired fertility and possible conflagration. When concentrations of heavy metals reach the levels obtained in this study, they may become toxic to plants or possibly bio-accumulate, thus leading to toxic reactions along the food chain. While the spilled-oil may have contributed to the enhanced levels of the metals in the affected soils, physico-chemical properties of the soils, mobility of metals, and the intense rainfall and flooding that preceded the period of study may have also contributed in part to their enhanced concentrations. The presence of high hydrocarbon content may cause oxygen deprivation, which may result in the death of soil fauna by asphyxiation. There is, therefore, an urgent need to clear the affected site of these excess hydrocarbon deposits so as to enhance the rehabilitation process of the affected mat layer of soils. Other appropriate mitigating measures, such as subsequent monitoring of hydrocarbon levels at suitable intervals after the clean up activities, are also recommended, with reference to the findings of this study, for effective management of the affected area.     

Are older drivers’ driving patterns during an on-road driving task representative of their real-world driving patterns?

Abstract

Objective: The current study investigated whether older drivers’ driving patterns during a customized on-road driving task were representative of their real-world driving patterns.

Methods: Two hundred and eight participants (male: 68.80%; mean age?=?81.52 years, SD?=?3.37 years, range?=?76.00–96.00 years) completed a customized on-road driving task that commenced from their home and was conducted in their own vehicle. Participants’ real-world driving patterns for the preceding 4-month period were also collected via an in-car recording device (ICRD) that was installed in each participant’s vehicle.

Results: During the 4-month period prior to completing the on-road driving task, participants’ median real-world driving trip distance was 2.66?km (interquartile range [IQR]?=?1.14–5.79?km) and their median on-road driving task trip distance was 4.41?km (IQR?=?2.83–6.35?km). Most participants’ on-road driving task trip distances were classified as representative of their real-world driving trip distances (95.2%, n?=?198).

Conclusions: These findings suggest that most older drivers were able to devise a driving route that was representative of their real-world driving trip distance. Future research will examine whether additional aspects of the on-road driving task (e.g., average speed, proportion of trips in different speed zones) are representative of participants’ real-world driving patterns.