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1
Orlicki, Marcin. "Gloss to the Judgment of the Court of Justice of the European Union of 15 November 2018 (C 648/17) concerning covering the damage caused by the passenger with the motor liability insurance in respect of the use of motor vehicles." Prawo Asekuracyjne 1, no. 102 (March 15, 2020): 61–78. http://dx.doi.org/10.5604/01.3001.0013.9119.
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The gloss refers to the Judgment of the CJEU, which stated that the concept of 'use of vehicles’ covers the situation when the passenger of a vehicle parked in a car park, while opening the door of that vehicle, scraped against and damaged the vehicle parked next to it. This means that the motor liability insurance covers such damages, irrespective of the legal regulations contained in the laws of the EU Member States, which impose an insurance obligation and define its scope. The Judgment of the CJEU is contrary to the Polish law in force, which assumes that the motor liability insurance covers the responsibility of the owner of the vehicle and the driver of the vehicle, but not third parties (including the passenger). Although, according to the author, the extension of liability does not have an axiological justification, it is necessary to modify the interpretation of the Polish regulations defining the scope of insurance coverage and to introduce the amendment to the Act on Compulsory Insurance, the Insurance Guarantee Fund and the Polish Motor Insurers’ Bureau in the future.
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Susanto, Joko. "LABOR PRODUCTIVITY, NUMBER OF MOTOR VEHICLE AND INCOME CONVERGENCE." Jurnal Litbang Sukowati : Media Penelitian dan Pengembangan 4, no. 1 (October 16, 2020): 11. http://dx.doi.org/10.32630/sukowati.v4i1.181.
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This research examines the occurrence of income convergence in the Surakarta Ex-Residency. Data included per capita income, labor productivity, and the number of motor vehicles published by the Central Bureau of Statistics (BPS) from 2001-2018. The research model was formed by adding several control variables to form a regression equation where the current year's per capita income was dependent. In contrast, the preceding year's per capita income, labor productivity, and the number of motor vehicles were independent variables. Subsequently, the regression equation was estimated by the Dynamic Ordinary Least Square (DOLS) and Fully Modified Ordinary Least Square (FMOLS) methods. The results showed a convergence of per capita income among regions. The income in more impoverished regions grew faster compared to wealthier ones. For this reason, the gap in income per capita between regions lessened significantly. Increased labor productivity and the number of motor vehicles had a positive effect on per capita income, supporting income convergence. Therefore, the transportation network needs to be improved by the government to support the mobility of workers and goods, leading to income convergence.
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Zhang, Guangnan, Yanyan Li, Mark J. King, and Qiaoting Zhong. "Overloading among crash-involved vehicles in China: identification of factors associated with overloading and crash severity." Injury Prevention 25, no. 1 (March 21, 2018): 36–46. http://dx.doi.org/10.1136/injuryprev-2017-042599.
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ObjectiveMotor vehicle overloading is correlated with the possibility of road crash occurrence and severity. Although overloading of motor vehicles is pervasive in developing nations, few empirical analyses have been performed on factors that might influence the occurrence of overloading. This study aims to address this shortcoming by seeking evidence from several years of crash data from Guangdong province, China.MethodsData on overloading and other factors are extracted for crash-involved vehicles from traffic crash records for 2006–2010 provided by the Traffic Management Bureau in Guangdong province. Logistic regression is applied to identify risk factors for overloading in crash-involved vehicles and within these crashes to identify factors contributing to greater crash severity. Driver, vehicle, road and environmental characteristics and violation types are considered in the regression models. In addition to the basic logistic models, association analysis is employed to identify the potential interactions among different risk factors during fitting the logistic models of overloading and severity.ResultsCrash-involved vehicles driven by males from rural households and in an unsafe condition are more likely to be overloaded and to be involved in higher severity overloaded vehicle crashes. If overloaded vehicles speed, the risk of severe traffic crash casualties increases. Young drivers (aged under 25 years) in mountainous areas are more likely to be involved in higher severity overloaded vehicle crashes.ConclusionsThis study identifies several factors associated with overloading in crash-involved vehicles and with higher severity overloading crashes and provides an important reference for future research on those specific risk factors.
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Zaritskyi, H. "CHALLENGING ISSUES RELATING TO COMPREHENSIVE EXAMINATION IN MOTOR VEHICLE INJURIES: FORENSIC MEDICAL ASPECTS." Актуальні проблеми сучасної медицини: Вісник Української медичної стоматологічної академії 20, no. 3 (November 12, 2020): 192–96. http://dx.doi.org/10.31718/2077-1096.20.3.192.
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Motor vehicle traumas are among the most common causes of injury both in Ukraine and around the world. Comprehensive examinations enable investigating and judicial authorities to investigate and detect crimes in cases of motor accident. The purpose of the study was to identify the most common challenging issues arising during the complex expert examinations traumas caused by motor vehicle accidents (MVA) and the ways to solve them by analyzing data obtained from forensic examinations of non-survivors in motor vehicle accidents in Ukraine. Results and discussion. According to 45 complex examination reports from the State Institution «Main Bureau of Forensic Medical Examination of the Ministry of Health of Ukraine» it was impossible to identify the position of the victims at the moment of trauma (and to identify the places the victims set in the car salon) due to the lack of primary data in 20% of the cases studied; and in only 5 cases it was possibility to establish the position of the victims at the moment of injury. Determining the location of the victim in the car, pedestrian, etc. can be only identified by characteristic and specific injuries, which are not always paid attention during the initial examination of cadavers. A lot of medical records can omit the description of some injuries (size, localization, shape, morphological features, etc.) or do not provide complete information that impedes the investigative of motor vehicle accidents. Another cause to identify the position of MVA non-survivor is inability to indicate the mechanism and sequence of damage to the car during the auto-technical expert examination. Conclusion. The study has shown that the main factors impeding the MVA investigation and clarifying the picture of event are: violation of the «Rules for conducting forensic expert examination of corpses in the forensic examination bureau» during the initial examination; the absence or poor quality description in the protocols and guidelines for the inspection of the accident scene, including physical evidence and the condition of the vehicle; the inability to establish the nature of injuries on the body of victims or non-survivors and damage to vehicles due to delays in the investigation of crimes; drawbacks in filling in and keeping medical documentation: absence or incomplete description of damage (size, shape, location, morphological features, etc.).
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Stanišić, Slobodan. "Legal recourse and subrogation in insurance for self-responsibility / Regres i zakonska subrogacija u osiguranju od autodgovornosti." Годишњак факултета правних наука - АПЕИРОН 5, no. 5 (July 28, 2015): 84. http://dx.doi.org/10.7251/gfp1505084s.
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This paper discusses the legal solutions and certain disputable legal issues for the realization of the right to recourse insurer against the responsible person in the court proceedings in the case of compulsory liability insurance of owners or users of motor vehicles for the damage caused to third parties.The paper deals with the legal solutions governing the transition of the damaged claims as a creditor in the Secured Fund and the Green Card Bureau of Insurers in the case when the aforementioned insurers pays the compensation for damage to the injured party.
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Ehrenman, Gayle. "New Wheels for Grandma." Mechanical Engineering 125, no. 04 (April 1, 2003): 37–39. http://dx.doi.org/10.1115/1.2003-apr-2.
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This article focuses on how engineers are adding enabling technologies that make cars easier and safer for an aging population to drive. By 2011, the baby boom generation will begin to turn 65, and by 2030, one in five people will be age 65 or older, according to US Census Bureau projections. A large percentage of the older Americans are expected to still be tooling down the highways. Ford Motor Co. of Dearborn, Michigan, Detroit-based General Motors, and automotive interior supplier Lear Corp. of Southfield, Michigan, have all undertaken studies to help them understand the needs and wants of older drivers in an effort to create vehicles that are ergonomically attuned to them. Ford has taken a different approach to defining the needs of the aging baby boomers. Like Lear, it conducted consumer research, but Ford also used a unique tool to help young engineers know what it feels like to be a 65-year-old trying to operate a car. The concept vehicle is using information gleaned from Lear’s Masters Study to determine the best colors, lighting levels, and rate of change in lighting for instruments and warning sensor displays.
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Zaramo, C. E. B., T. Morton, J. W. Yoo, G. R. Bowen, and C. S. Modlin. "Culturally Competent Methods to Promote Organ Donation Rates Among African-Americans Using Venues of the Bureau of Motor Vehicles." Transplantation Proceedings 40, no. 4 (May 2008): 1001–4. http://dx.doi.org/10.1016/j.transproceed.2008.03.060.
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Utami, Siti Azwita, Yuslim Yuslim, and Beatrix Benni. "The Position of Auction Treatise Deed in The Process of Motor-Vehicle Title Transfer (The Case Study in Pekanbaru)." International Journal of Multicultural and Multireligious Understanding 6, no. 2 (April 29, 2019): 268. http://dx.doi.org/10.18415/ijmmu.v6i2.685.
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The auction process is regulated in Minister of Finance Regulation Number 27/PMK.06/2016 concerning instructions for conducting the auction. The existence of treatise on the law of auction is certainly essential for the seller and the buyer since it is related to the need for proof of legal ownership of the object being auctioned for both movable and immovable properties. A proof of transfer of ownership of motor-vehicles is in the form of treatise of auction made by auction officials. It serves as a valid sale and purchase deed and as the basis for the title transfer of the auction winner. However, in fact, in Pekanbaru there are still many non-execution auction winners who do not transfer the title based on the auction treatise but instead use receipts. Based on this fact, the researcher formulates the research problems: (1) How is the process of transferring the title of a motor-vehicle through a non-execution auction in Pekanbaru? (2) How is the position of a auction treatise deed in the process of transferring the name of a motor-vehicle in Pekanbaru? The research method in this study is empirical juridical research. Based on the results of the study: 1) In Pekanbaru, the auction winner transfers the title with the help of the bureau or the used car showroom. The unit and the proof of motor-vehicle ownership are already in the hands of the auction winner, thus transferring the title does not require an auction treatise copy. 2) The auction treatise is the basis for transferring the title / the rights in accordance with the items stated in the auction treatise to the authorized institution. However, in fact, the winner of the motor-vehicle auction does not use the auction treatise in transferring the title. The auction treatises are only used to transfer the title of the government auction, while the terms for the title transfer of the private auction has the same terms as the ordinary trading.
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Wang, Xue, Huiting Yu, Chan Nie, Yanna Zhou, Haiyan Wang, and Xiuquan Shi. "Road traffic injuries in China from 2007 to 2016: the epidemiological characteristics, trends and influencing factors." PeerJ 7 (August 6, 2019): e7423. http://dx.doi.org/10.7717/peerj.7423.
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Background Road traffic accidents are one of the serious disasters that cause public injury, fatality and great economic loss. They are a growing public health problem around the world. Objectives The aim of this study was to determine epidemiological characteristics, tendency and possible influencing factors of road traffic injuries (RTIs) in China, so as to give target suggestions on preventative measures. Methods Road traffic accident data were obtained from National Bureau of Statistics of China and Ministry of Transport of the People’s Republic of China. Descriptive statistic such as RTIs frequency, trends of different accident types from 2007 to 2016; the RTIs difference between different regions and road surfaces were compared; and the possible influencing factors of RTIs were also explored. Results Over the past decade, with the mileage of constructed highway increased, the frequency of road traffic accidents have declined substantially in China, and the death toll from road traffic accidents with motor vehicles has declined from 2007 to 2015, Conversely, the number of deaths from non-motor vehicle accidents has risen rapidly since 2012. Our study showed that the traffic accident related mortality in Guizhou province was different from the level of the whole nation, and the Eastern, Central and Western areas of China were all significantly different (P < 0.001). Linear regression suggested a significant affected of gross domestic product (GDP)-per-capita, education level, the number of health institutions, populations, and car ownership status on traffic accident death tolls (P < 0.001). Moreover, cement concrete pavement roads were associated with the highest occurrence rates of RTI, and RTIs was statistically significant (P < 0.001) on different road surfaces. Conclusion Even though the frequency of road traffic accidents has declined, RTIs remain an urgent public health problem in China. Thus, the government should give some target preventative measures to reduce RTIs, aiming at different regions, the increasing trend of the death toll related to non-motor vehicles and the highest occurrence on cement concrete pavement roads.
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Mangundap, Ivon M., Charles N. Ngangi, and Caroline B. D. Pakasi. "STRATEGI PENGEMBANGAN SISTEM JARINGAN TRANSPORTASI DI KOTA MANADO." AGRI-SOSIOEKONOMI 13, no. 1A (January 27, 2017): 285. http://dx.doi.org/10.35791/agrsosek.13.1a.2017.16206.
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This research was conducted in Manado City, North Sulawesi Province. Data to be used in this research is primary data and secondary data. Primary data were obtained from direct interviews with land transportation users. Secondary data were obtained from various publications issued by the Central Bureau of Statistics Manado City and Regional Agencies related to this research. This research uses SWOT analysis method (Strengths, Weaknesses, Opportunities, Threats), with analysis of development of transportation sub sector using External Internal matrix. The results of this study indicate that the strategy that can be set for the development of transportation network system in Manado City are Development of existing transportation network in Manado City, based on geographical potential and natural resources owned by looking at opportunities from the tourism and transportation sectors potential for the development of sea and coastal transportation, increased discipline of riders, passengers and pedestrians, balancing the percentage of vehicles and minimizing, congestion level with good parking location arrangement, maximize the development of road network in Manado City by optimizing the distribution of goods and human to the transportation of the feeder (transportation between environments) and maximize the integration of modes to access new road network, Improve the quality of human resources for the users Public transport needs to be done so that they are really ready to carry out transportation services to the general public as well as improve the discipline of utilization of driving license to minimize the users of motor vehicles.
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Khan, Jahidur Rahman, Suzanne Jane Carroll, Matthew Warner-Smith, David Roder, and Mark Daniel. "Residential area and screening venue location features associated with spatial variation in breast cancer screening invitation response rates: an observational study in Greater Sydney, Australia." BMJ Open 11, no. 4 (April 2021): e043853. http://dx.doi.org/10.1136/bmjopen-2020-043853.
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ObjectivesParticipation in breast cancer screening (BCS) varies at the small-area level, which may reflect environmental influences. This study assessed small-area variation in BCS invitation response rates (IRRs) and associations between small-area BCS IRR, sociodemographic factors, BCS venue distance and venue location features in Greater Sydney, Australia.MethodsBCS IRR data for 2011–2012 were compiled for 9528 Australian Bureau of Statistics Statistical Area Level 1 (SA1) units (n=227 474 women). A geographial information system was used to extract SA1-level sociodemographic features (proportions of women speaking English at home, full-time employed and university educated, and proportion of dwellings with motor vehicles), SA1-level distance to closest venue(s) (expressed as quartiles), and closest venue(s) colocated with bus stops, train station, hospital, general practitioner and shops. Associations between area-level features, BCS venue distance, venue location features and IRR were estimated using ordinary least square-type spatial lag models including area education as a covariate.ResultsBCS IRR varied across SA1s (mean=59.8%, range: 0%–100%), with notable spatial autocorrelation (Moran’s I=0.803). BCS IRR was positively associated with greater SA1-level proportion of women speaking English at home (β=2.283, 95% CI 2.024 to 2.543), women’s education (in the model including speaking English at home β=0.454, 95% CI 0.211 to 0.697), dwellings with motor vehicles (β=1.836, 95% CI 1.594 to 2.078), greater distance to venue (eg, most distant quartile compared with closest: β=6.249, 95% CI 5.489 to 7.008), and BCS venue colocated with shops (β=0.762, 95% CI 0.273 to 1.251). Greater SA1-level women employment (β=−0.613, 95% CI −0.898 to −0.328) and venue colocated with train station (β=−1.889, 95% CI −2.376 to −1.402) or hospital (β=−0.677, 95% CI −1.164 to −0.189) were inversely related to BCS IRR.ConclusionsSmall-area variation in BCS IRR exists for Greater Sydney and is strongly related to sociodemographic factors that, together with BCS venue location features, could inform targeted attempts to improve IRR.
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You, Mingqing. "Addition of PM2.5into the National Ambient Air Quality Standards of China and the Contribution to Air Pollution Control: The Case Study of Wuhan, China." Scientific World Journal 2014 (2014): 1–10. http://dx.doi.org/10.1155/2014/768405.
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PM2.5has gradually become a major environmental problem of China with its rapid economic development, urbanization, and increasing of motor vehicles. Findings and awareness of serious PM2.5pollution make the PM2.5a new criterion pollutant of the Chinese National Ambient Air Quality Standard (NAAQS) revised in 2012. The 2012 NAAQS sets the PM2.5concentrate limitation with the 24-hour average value and the annual mean value. Wuhan is quite typical among central and southern China in climate, economy, development level, and energy consumption. The data are cited from the official website of Wuhan Environmental Protection Bureau and cover the period from 1 January to 30 June 2013. The data definitely confirm the existence of serious PM2.5pollution in Wuhan and indicate that the addition of PM2.5as a criterion pollutant significantly brings down the attainment rate of air quality. The example of Wuhan reveals that local governments should take measures to reduce the emission of PM2.5if it affects the attainment rate and the performance evaluation value of air quality. The main contribution of 2012 NAAQS is that it brings down the attainment rate of the air quality and forces local governmental officials to take the measures accordingly.
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Harrison, Tyler R., Susan E. Morgan, and Mark J. Di Corcia. "Effects of Information, Education, and Communication Training about Organ Donation for Gatekeepers: Clerks at the Department of Motor Vehicles and Organ Donor Registries." Progress in Transplantation 18, no. 4 (December 2008): 301–9. http://dx.doi.org/10.1177/152692480801800414.
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Context Clerks at the Department of Motor Vehicles (DMV) serve as gatekeepers in the quest to fill organ donor registries. Most people who join organ donor registries do so through their local driver's license bureau. Objective To improve knowledge, attitudes, and behavior toward organ donation among DMV clerks, and to improve strategies for communicating with the public about organ donation, resulting in more people joining DMV-based organ donor registries. Setting DMV offices in 8 counties in a southern state. Participants A general survey of 1504 participants in 8 counties was conducted to assess knowledge, attitudes, beliefs, and behaviors toward organ donation. All 76 DMV clerks in those counties participated in surveys before and after a training intervention. Interventions DMV clerks received a 1-hour training intervention focused on the nature of the new organ donor registry, information about organ donation, and communication strategies for interacting with the public. Main Outcome Measures Knowledge, attitudes, beliefs, behaviors, and behavioral intentions toward organ donation were measured for the general public survey and for DMV clerks. Results Clerks were more knowledgeable about brain death and religious stances on organ donation than the general public, but otherwise both groups shared similar knowledge, attitudes, beliefs, behaviors, and behavioral intentions toward organ donation. Overall the general public and clerks had favorable attitudes toward organ donation but low to moderate knowledge, beliefs, and behaviors and behavioral intentions. Training significantly increased DMV clerks' knowledge, attitude, beliefs, and behavioral intention toward donation. Organ donor registration rates were a mean of 14% higher in counties where clerks were trained than in control counties and were 9% higher than statewide. Conclusions Training DMV clerks is an effective way to increase knowledge, attitudes, and beliefs for gatekeepers of organ donor registries and may increase donor registration rates among the public.
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Omisakin, Olusola A., Hyojun Park, Max T. Roberts, and Eric N. Reither. "Contributors to reduced life expectancy among Native Americans in the Four Corners States." PLOS ONE 16, no. 8 (August 17, 2021): e0256307. http://dx.doi.org/10.1371/journal.pone.0256307.
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To assess trends in life expectancy and the contribution of specific causes of death to Native American-White longevity gaps in the Four Corners states, we used death records from the National Center for Health Statistics and population estimates from the U.S. Census Bureau from 1999–2017 to generate period life tables and decompose racial gaps in life expectancy. Native American-White life expectancy gaps narrowed between 2001 and 2012 but widened thereafter, reaching 4.92 years among males and 2.06 years among females in 2015. The life expectancy disadvantage among Native American males was primarily attributable to motor vehicle accidents (0.96 years), liver disease (1.22 years), and diabetes (0.78 years). These causes of deaths were also primary contributors to the gap among females, forming three successive waves of mortality that occurred in young adulthood, midlife, and late adulthood, respectively, among Native American males and females. Interventions to reduce motor vehicle accidents in early adulthood, alcohol-related mortality in midlife, and diabetes complications at older ages could reduce Native American-White longevity disparities in the Four Corners states.
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Loffredo, Maria, Celso Arruda, and Leonor de Castro Monteiro Loffredo. "Mortality rate in children caused by traffic accidents according to geographical regions : Brazil, 1997 - 2005." Revista Brasileira de Epidemiologia 15, no. 2 (June 2012): 308–14. http://dx.doi.org/10.1590/s1415-790x2012000200008.
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Fatal injuries in children caused by motor vehicle accidents represent a common situation in many countries worldwide. The present study addresses the mortality rate in children as vehicle passengers in Brazil, from 1997 to 2005. To evaluate mortality rates, the number of deaths was collected from the National Mortality Information System (SIM) and the population size was obtained using the Brazilian Bureau Census (IBGE) data available at DATASUS. Mortality rates were estimated in three-year periods and analyzed according to age groups (younger than 1 year old, 1-4 years old, 5-9 years old) and geographical regions using a 95% confidence interval. Overall results showed mortality rates of 5.68, 7.32 and 6.78 (per 1,000,000) for the 1997-1999, 2000-2002 and 2003-2005 periods, respectively for the whole country. Children younger than 1 year old had a mortality rate of 10.18 (per 1,000,000), which was higher than for the other age groups. For the period analyzed, the highest rates were observed for the Mid-West and South regions of Brazil, with rates of 13.88 and 11.47 (per 1,000,000), respectively. These results show the risk of fatal injury in children caused by motor vehicle accidents and may contribute to the establishment of educational campaigns aiming injury prevention in children as vehicle passengers.
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Maśniak, Dorota. "KSZTAŁTOWANIE SIĘ TRANSGRANICZNEGO SYSTEMU OCHRONY OFIAR WYPADKÓW DROGOWYCH." Zeszyty Prawnicze 4, no. 2 (June 9, 2017): 109. http://dx.doi.org/10.21697/zp.2004.4.2.06.
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Formation of Transboundary System of the Victims’ of Motor Vehicle Accidents ProtectionSummaryThe regulations applying to m otor liability insurance have a considerable significance in the European law. The system of „green cards” was introduced to facilitate the fulfilment of claims in accidents caused by a motorist in a M em ber State other than that in which the vehicle is registered. This system ensures the payment of compensation to victims of accidents caused by visiting vehicles through a private-sector network of Green Card Bureaux set up by the insurers and established in all the M em ber States. Nevertheless, a significant gap has still remained: the original aim was to eliminate border controls on insurance, however the „green card” system covered only victims who were injured in their home country. it did not apply to the fulfilment of claims when the accident took place outside the victim’s residing country (so-called ‘visiting victims’). This gap was filled by the Fourth M otor Directive, which, amongst other things, provides for an efficient mechanism for recovering a damage caused by such accidents.Such mechanism has two objectives: to ensure that „visiting victims” are quickly compensated, and to set up an efficient system o f compensation that keeps legal costs at a m inim um . it is now proposed to extend this settlement mechanism to all accidents, regardless o f the victim’s residence. The Commission adopted a Proposal for a Fifth Motor Insurance Directive to improve the protection of victims.
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Richardson, Paul G., Jordi Bruna, Anthony A. Amato, Esther Udina, Constantine S. Mitsiades, Patrick Y. Wen, E. Tessa Hedley-Whyte, et al. "Bortezomib-Associated Peripheral Neuropathy: Relationship Between Clinical Neurophysiologic Evidence in Previously Untreated Multiple Myeloma Patients and Preclinical Characterization in a Mouse Model." Blood 114, no. 22 (November 20, 2009): 3860. http://dx.doi.org/10.1182/blood.v114.22.3860.3860.
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Abstract Abstract 3860 Poster Board III-796 Bortezomib (Velcade®) therapy for multiple myeloma (MM) results in high overall and complete response rates, but can also lead to peripheral neuropathy (PN). Bortezomib-associated PN has been shown to be a cumulative, dose-related, primarily sensory neuropathy that is reversible to baseline in the majority of cases (Richardson et al, Br J Haematol 2009). Further research is needed to determine the mechanisms by which PN arises and to determine potential neuroprotective strategies. A preclinical model that reflects the neurophysiologic changes seen in patients developing PN during bortezomib treatment would prove highly valuable. Here we assess the relationship between clinical neurophysiologic findings in untreated MM patients who received single-agent bortezomib and developed PN in a phase 2 study (Richardson et al, J Clin Oncol 2009) and preclinical neurophysiologic and histologic characterization of bortezomib-induced PN in a SwissOF1 mouse model (Bruna et al, J Peripher Nerv Syst 2009). By CTCAE grading, 41/64 (64%) patients in the clinical study developed sensory PN, and 7 (11%) had motor PN. In 35 of these patients, PN was also assessed using extensive neurophysiologic testing, including motor and sensory nerve conduction studies (NCS) and quantitative sudomotor axon reflex testing (QSART). Of these patients, 22/35 (63%) developed PN by modified consensus criteria (England et al, Neurology 2005), including 7 (20%) who had worsening of baseline MM-associated neuropathy, and 15 (43%) who developed new small-fiber (n=7) or both large- and small-fiber PN (n=8). Similarities between neurophysiologic changes seen in the 15 patients with new-onset PN and in 20 animals given bortezomib twice-weekly for 6 weeks in the mouse model are summarized in the Table. Histologic studies in mice showed significant reductions in myelinated fiber count (–9.9%) and myelin thickness (–17.5%), likely secondary to axonal damage, in bortezomib-treated vs control animals; however, PN with demyelinating features is uncommon clinically. Importantly, bortezomib-associated PN was reversible in both clinical and preclinical studies. By CTCAE grading, sensory PN resolved in 35 of the 41 (85%) patients who had PN in a median of 98 days (reversibility was not assessed by neurophysiologic testing). In the mouse model, after a 4-week wash-out period, complete normalization was seen in sensory NCS and histologic findings. Overall, there appears to be good correspondence between clinical manifestations of bortezomib-associated PN and evidence from the mouse model, with both showing a predominantly sensory PN that affects both large and small fibers and is reversible. Preclinical studies with bortezomib and other agents have suggested that this PN is a mechanism-based effect of proteasome inhibitors associated with cytoplasmic accumulations of ubiquitinated proteins in dorsal root ganglia neurons (Silverman et al, ASH 2008). Furthermore, histologic findings in mice of mild axonal loss and secondary loss of myelinated fibers are in accord with NCS findings, and may be due to the reversible disruption of proteasomal degradation of PMP22, a glycoprotein incorporated into myelin (Gilardini et al, Curr Med Chem 2008). Given the similarities with clinical findings, the SwissOF1 mouse model of bortezomib-induced PN appears to represent a promising vehicle for further exploration of this toxicity and the development of neuroprotective strategies. Table Neurophysiologic findings in clinical (vs baseline) and preclinical (vs controls) studies. Clinical Mouse model Sensory function Significant increase in Total Neuropathy Score (median 9.5) and sensory score (median 5) Significant impairment of sensory-motor function by Rotarod testing Large-fiber Significant reduction in sural (median –3.6 μV) and ulnar (median –1.8 μV) SNAP Significant reduction in compound SNAP and distal sensory NCV Small-fiber Significant reductions in QSART of foot (median –0.36 μL) and distal leg (median –0.36 μL) Algesimetry – significant increase in time to withdrawal from hot pain Motor function No change from baseline in median motor signs and symptoms No difference in compound motor action potential and motor NCV Autonomic function No change from baseline in median autonomic score No significant difference in sudomotor function and heart rate variability NCV, nerve conduction velocity; SNAP, sensory nerve action potential Disclosures: Richardson: Keryx: Membership on an entity's Board of Directors or advisory committees, Speakers Bureau; Novartis: Membership on an entity's Board of Directors or advisory committees, Speakers Bureau; Johnson and Johnson: Membership on an entity's Board of Directors or advisory committees, Speakers Bureau; Celgene: Consultancy, Membership on an entity's Board of Directors or advisory committees, Speakers Bureau; Millennium Pharmaceuticals, Inc.: Consultancy, Membership on an entity's Board of Directors or advisory committees, Research Funding, Speakers Bureau; BMS: Membership on an entity's Board of Directors or advisory committees, Speakers Bureau. Bruna:Millennium Pharmaceuticals, Inc.: Research Funding; Johnson and Johnson: Research Funding. Udina:Millennium Pharmaceuticals, Inc.: Research Funding; Johnson and Johnson: Research Funding. Mitsiades:Milllennium: Consultancy, Honoraria; Novartis Pharmaceuticals: Consultancy, Honoraria. Hedley-Whyte:Millennium Pharmaceuticals, Inc.: Consultancy. Monbaliu:Johnson and Johnson: Employment, Equity Ownership. Vynckier:Johnson and Johnson: Employment, Equity Ownership. Silverman:Milllennium: Employment. Anderson:Celgene: Consultancy, Honoraria, Membership on an entity's Board of Directors or advisory committees, Research Funding; Novartis: Consultancy, Honoraria, Research Funding; Millennium: Consultancy, Honoraria, Membership on an entity's Board of Directors or advisory committees, Research Funding. Navarro:Johnson and Johnson: Research Funding; Millennium Pharmaceuticals, Inc.: Research Funding.
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Plevinskis, P. V. "An Integral Approach to the Classification of Motorcycle Injuries." Reports of Vinnytsia National Medical University 24, no. 3 (October 12, 2020): 507–11. http://dx.doi.org/10.31393/reports-vnmedical-2020-24(3)-22.
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Annotation. The article attempts to highlight the problems that forensic experts face during the examination of victims of a motor trauma, propose a modern classification of this type of traffic accident suitable for experts, list those issues that require expert resolution, and establish a standard algorithm (sequence) of conducting such an examination. The material of the study was archival copies of expert opinions and acts of comprehensive forensic medical and transport- trassological examinations in cases of motor injuries (33 complex examinations and acts in total), for 2008–2018. Expert studies were conducted on the basis of the Odessa Regional Bureau of Forensic Medicine expertise. The research method is the analysis of forensic and transport-trassological signs in their interconnection and interdependence, allowing to resolve the basic questions about the mechanism and circumstances of motor trauma. The study suggests that the following main types of motorcycle injuries are currently the most common (this includes injuries when operating a “classic” motorcycle and a moped): injury to driver and passenger due to contact of a motorcycle (moped) – with another vehicle, – with a stationary object, – due to the rollover of a motorcycle (moped) without contact with another vehicle, – as a result of a fall from a motorcycle (moped) until it capsizes without contacting another vehicle, – due to contact of the motorcycle (moped) with a pedestrian (pedestrians); injury to pedestrians due to contact with a moving motorcycle (moped); combined injuries of the driver and passenger of a motorcycle or moped (injury due to the rollover of a motorcycle or moped followed by contact with another vehicle; injury due to successive contact of a motorcycle or moped with a pedestrian and stationary object; injury due to rollover of a motorcycle (moped) and falling into a water body or fire, etc.); combined types of injury to a pedestrian (pedestrians) due to contact with a moving motorcycle or moped (injury due to contact with a moving motorcycle or moped, followed by falling and rolling wheels of another vehicle; injury due to contact with a moving motorcycle or moped, and then dropping another vehicle onto the body funds, etc.). Thus, establishing the exact circumstances of a motorcycle injury is impossible by examining only some object artificially isolated from the rest (for example, a corpse). Such an expert approach should be completely abandoned. The author’s proposed classification of motorcycle injuries, which is based on an integrated approach to the study of the mechanism of accidents, and which reflects its main types, can be used for expert purposes.
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Williams, Lauren K., Lukar Thornton, David Crawford, and Kylie Ball. "Perceived quality and availability of fruit and vegetables are associated with perceptions of fruit and vegetable affordability among socio-economically disadvantaged women." Public Health Nutrition 15, no. 7 (January 10, 2012): 1262–67. http://dx.doi.org/10.1017/s1368980011003417.
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AbstractObjectivePerceptions that fruit and vegetables are expensive have been found to be associated with lower consumption of fruit and vegetables among disadvantaged women; however, the determinants of these perceptions are relatively unknown. The purpose of the current paper is to examine whether perceived availability and quality of fruit and vegetables, and social support for healthy eating, are associated with perceptions of fruit and vegetable affordability among women residing in disadvantaged neighbourhoods.DesignCross-sectional self-report survey.SettingThe study was conducted in Melbourne, Australia.SubjectsAn Australian sample of 4131 women, aged 18–45 years, residing in neighbourhoods ranked in the lowest Victorian tertile of relative disadvantage by the Australian Bureau of Statistics, an index that considers aspects of disadvantage such as residents’ income, education, motor vehicle access and employment.ResultsResults showed that irrespective of education, income and other key covariates, women who perceived poor availability and quality of fruit and vegetables in their local neighbourhood were more likely to perceive fruit and vegetables as expensive.ConclusionsOur results suggest that perceptions of fruit and vegetable affordability are not driven exclusively by lack of financial or knowledge-related resources, but also by women's psychological response and interpretation of their local nutrition environment.
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Chang, Lisa, Yvonne Scorgie, Hiep Duc, Khalia Monk, David Fuchs, and Toan Trieu. "Major Source Contributions to Ambient PM2.5 and Exposures within the New South Wales Greater Metropolitan Region." Atmosphere 10, no. 3 (March 13, 2019): 138. http://dx.doi.org/10.3390/atmos10030138.
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The coupled Conformal Cubic Atmospheric Model (CCAM) and Chemical Transport Model (CTM) (CCAM-CTM) was undertaken with eleven emission scenarios segregated from the 2008 New South Wales Greater Metropolitan Region (NSW GMR) Air Emission Inventory to predict major source contributions to ambient PM2.5 and exposure in the NSW GMR. Model results illustrate that populated areas in the NSW GMR are characterised with annual average PM2.5 of 6–7 µg/m3, while natural sources including biogenic emissions, sea salt and wind-blown dust contribute 2–4 µg/m3 to it. Summer and winter regional average PM2.5 ranges from 5.2–6.1 µg/m3 and 3.7–7.7 µg/m3 across Sydney East, Sydney Northwest, Sydney Southwest, Illawarra and Newcastle regions. Secondary inorganic aerosols (particulate nitrate, sulphate and ammonium) and sodium account for up to 23% and 18% of total PM2.5 mass in both summer and winter. The increase in elemental carbon (EC) mass from summer to winter is found across all regions but particularly remarkable in the Sydney East region. Among human-made sources, “wood heaters” is the first or second major source contributing to total PM2.5 and EC mass across Sydney in winter. “On-road mobile vehicles” is the top contributor to EC mass across regions, and it also has significant contributions to total PM2.5 mass, particulate nitrate and sulphate mass in the Sydney East region. “Power stations” is identified to be the third major contributor to the summer total PM2.5 mass across regions, and the first or second contributor to sulphate and ammonium mass in both summer and winter. “Non-road diesel and marine” plays a relatively important role in EC mass across regions except Illawarra. “Industry” is identified to be the first or second major contributor to sulphate and ammonium mass, and the second or third major contributor to total PM2.5 mass across regions. By multiplying modelled predictions with Australian Bureau of Statistics 1-km resolution gridded population data, the natural and human-made sources are found to contribute 60% (3.55 µg/m3) and 40% (2.41 µg/m3) to the population-weighted annual average PM2.5 (5.96 µg/m3). Major source groups “wood heaters”, “industry”, “on-road motor vehicles”, “power stations” and “non-road diesel and marine” accounts for 31%, 26%, 19%, 17% and 6% of the total human-made sources contribution, respectively. The results in this study enhance the quantitative understanding of major source contributions to ambient PM2.5 and its major chemical components. A greater understanding of the contribution of the major sources to PM2.5 exposures is the basis for air quality management interventions aiming to deliver improved public health outcomes.
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Ma, Yongfeng, Xin Gu, Ya’nan Yu, Aemal J. Khattakc, Shuyan Chen, and Kun Tang. "Identification of Contributing Factors for Driver’s Perceptual Bias of Aggressive Driving in China." Sustainability 13, no. 2 (January 14, 2021): 766. http://dx.doi.org/10.3390/su13020766.
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Aggressive driving is common across the world. While most aggressive driving is conscious, some aggressive driving behavior may be unconscious on part of motor vehicle drivers. Perceptual bias of aggressive driving behavior is one of the main causes of traffic accidents. This paper focuses on identifying impact factors related to aggressive driving perceptual bias. Questionnaire data from 690 drivers, collected from a drivers’ retraining course administered by the Traffic Management Bureau in Nanjing, China, were used to collect drivers’ socioeconomic characteristics, personality traits, and external environment data. Actual penalty points were considered as an objective indicator and Gaussian mixture model (GMM) was used to cluster an objective indicator into different levels. The driving anger expression (DAX) was used to measure drivers’ self-assessment of aggressive driving behavior and then to identify perceptual biases. Then a binary logistic model was estimated to explore the influence of different factors on drivers’ perceptual bias of aggressive driving behavior. Results showed that bus drivers were less likely to have perceptual bias of aggressive driving behavior. Truck drivers, drivers with an extraversion characteristic, and drivers who have dissatisfaction with road infrastructure and actual work were likely to have a perceptual bias. The findings are potentially beneficial for proposing targeted countermeasures to identify dangerous drivers and improve drivers’ safety awareness.
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Cwalińska - Weychert, Sława, and Iwona Kaja. "Competence Disputes Relating to Liability of the Insurance Guarantee Fund and an Insurance Undertaking on the Background of Compulsory Motor Liability Insurance - Practical and Legislative Solutions." Prawo Asekuracyjne 1, no. 98 (March 15, 2019): 17–27. http://dx.doi.org/10.5604/01.3001.0013.5638.
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The authors of this article, having analyzed the role of the Insurance Guarantee Fund in the compulsory insurance system, show the most significant differences in the liability of motor liability insurers and the IGF towards the injured. In their opinion, the identified differences in the liability principles and the differences in the interpretation of the applicable laws are the most frequent sources of competence disputes between insurance undertakings and the Fund, particularly about the competence of one of them in the claims settlement of victims of incidents involving unidentified perpetrators. On the one hand, these disputes are essentially held over formal issues, such as the existence or non-existence of insurance cover of the perpetrator and, on the other hand, over substantive ones, namely the recognition of the liability of either the IGF or the insurer in the circumstances of the event. Owing to their complex nature these disputes are frequently long-lasting, which results in the victims waiting for an extremely long time for their compensation. The authors emphasize that in the European Union the above problem has already been identified and was mostly regulated by the Directive 2009/103/EC of the European Parliament and Council of 16 September 2009 relating to insurance against civil liability in respect of the use of motor vehicles, and the enforcement of the obligation to insure against such liability. In Article 11 of the regulation it is stated that in the event of a dispute between the guarantee institution and the insurer, about determining who must compensate the victim, the Member States are required to designate one of those parties to be responsible in the first instance for paying the compensation to the victim without delay. The Insurance Guarantee Fund has repeatedly pointed to the negative effects of the lack of full implementation of this regulation to our national legislation. It consequently must have led to competence disputes and the need for conflict resolution in courts, at the expense of victims waiting long for being paid the compensation. Having recognized the importance of the above problems, the Polish legislator finally resolved this issue by the Act of 23 October 2018, amending the act on compulsory insurance, the Insurance Guarantee Fund and the Polish Motor Insurers’ Bureau in accordance with the directive. In the above amendment it has been indicated that in the event of a competence dispute the insurance undertaking is required to satisfy the justified claims, but at the same time the obligation has been imposed on the Fund to reimburse the paid compensation to the insurer, in the situation when the responsibility of the Fund to the victim of the accident was established. According to the authors, the entry into force of this regulation on 31 December 2018 should eliminate from the market the phenomenon of justified claims being not settled in due time.
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Ramli, Ramli, Sofyan M. Saleh, and Muhammad Isya. "KAJIAN KELAYAKAN PEMBANGUNAN JALAN ELAK SISI UTARA KOTA LANGSA BERDASARKAN ANALISA EKONOMI TRANSPORTASI." Jurnal Arsip Rekayasa Sipil dan Perencanaan 2, no. 2 (June 4, 2019): 174–79. http://dx.doi.org/10.24815/jarsp.v2i2.13454.
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The construction of medium and infrastructure of transportation has to be followed by the population growth. The trend to divide a regency / city into new separate one was perceived from the theorem of public welfare. This perception generates a big problem throughout Indonesia. Central Bureau of Statistics (2015) stated that the most populous city after Banda Aceh and Lhokseumawe is Langsa. Population of the city increased after the expansion in Langsa in term of motor vehicle. The congestion emerges at the peak hours, between 7.30 to 8.30 AM, 12.30 to 1.30 PM and 3.30 to 4.30 PM IWST. To anticipate this problem, the government of Langsa city in 2015 constructed a new road in the northern area, when the eastern area is not as effective since the width of the road is varied and it needs substantial cost for the construction. On the other hand, the existing road (national road) aquire longer travel time to access the office, education and shopping centre. Therefore, author was interested to observe these 3 (three) road, which generate a result stating that the time required to travel in the existing road is 1.15 hours and 0.03 hours in the alternative road for each one-way travel. The aimof this research is to analyze the benefit for road users by applying consumer surplus method and the public perception in terms of economy based on the Vehicle Operating Cost (VOC), saving of travel time and economic feasibility study based on Benefit Cost Ratio (BCR), Net Persen Value (NPV), Economy Internal Rate Return (EIRR) and sensitivity analysis.
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Nazif-Munoz, José I., Aharon Blank-Gommel, and Eran Shor. "Effectiveness of child restraints and booster legislation in Israel." Injury Prevention 24, no. 6 (October 10, 2017): 411–17. http://dx.doi.org/10.1136/injuryprev-2017-042458.
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Introduction96 countries in the world have enacted child restraints and booster legislation (CRBL). Yet, findings regarding the effectiveness of CRBLs are mixed. The current study is the first to examine the association between Israel’s CRBL, implemented in November 2004, and the traffic injury and fatality rates among children aged 0–9 years. We extend on previous studies by accounting for risk exposure and by comparing populations of children affected by the legislation to those who were not.MethodsWe used an interrupted time series design of kilometre driven-based traffic injury rates for children aged 0–4 years and children aged 5–9 years using childred aged 10–14 years as a comparison group. We estimated the effects of Israel’s CRBL using monthly injury and fatality count data from the Israeli Central Bureau of Statistics. The sample includes all child vehicle occupants injured and killed in crashes in Israel between January 2003 and December 2011.ResultsChildren aged 0–4 years experienced a 5.17% yearly reduction in traffic injury rate (incidence rate ratio (IRR): 0.94(95% CI 0.92 to 0.96); p=0.000), and the injury rate for children aged 5–9 years was associated with a 4.10% yearly reduction (IRR: 0.95(95% CI 0.93 to 0.98); p=0.001). The comprehensive CRBL implemented in Israel was associated with a 6.3% (95% CI −7.2% to5.5%; p=0.001) reduction in traffic injuries and fatalities for children aged 0–9 years.ConclusionThis is the first study comparing traffic injury rates per kilometre driven for motor vehicle-occupant children before and after the implementation of the CRBL in Israel.
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Zaramo, Carlumandarlo E., Charles S. Modlin, Ji Won Yoo, Toni A. Morton, and Gordon R. Bowen. "PROVEN TECHNIQUES TO ENCOURAGE AFRICAN AMERICANS TO REGISTER ON ORGAN DONOR REGISTRIES (KIDNEY): THE ROLE OF THE BUREAU OF MOTOR VEHICLES, CULTURALLY SENSITIVE OUTREACH, MULTI-INSTITUTION PARTNERSHIPS AND THE AFRICAN AMERICAN TRANSPLANT SURGEON (TO IMPROVE ACCESS OF MINORITIES TO ORGANS FOR TRANSPLANTATION)." Journal of Urology 179, no. 4S (April 2008): 666. http://dx.doi.org/10.1016/s0022-5347(08)61945-x.
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Robertson, Leon S. "Motor Vehicles." Pediatric Clinics of North America 32, no. 1 (February 1985): 87–94. http://dx.doi.org/10.1016/s0031-3955(16)34758-7.
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Rosenberg, E., M. L. Perlis, S. Parthasarathy, S. Chakravorty, and M. A. Grandner. "0405 Sleep Duration and Sleep Disturbance Related to Obesity, Health, Motor Vehicle Safety, and Daytime Functioning in Israel: Data From the 2017 Israel Social Survey." Sleep 43, Supplement_1 (April 2020): A155. http://dx.doi.org/10.1093/sleep/zsaa056.402.
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Abstract Introduction Previous studies suggest the Israeli population exhibits relatively short sleep duration and experiences sleep difficulties. This analysis evaluates the relationships between habitual sleep and outcomes of interest in this population. Methods Data were obtained from 7,230 Israeli individuals. The sample consisted a 2017 population-based survey of households, conducted by the Israeli Bureau of Statistics. All variables were self-reported. Outcomes of interest included drowsy driving, sleep medication use, functional impairment, sleepiness, overall health, 1-year health change, and obesity. Predictors included categories of sleep duration (<=5, 6, 7, 8 [reference], or >=9 hours) and sleep disturbance in the past month (none [reference], mild [1/week], moderate [2-3/week], or severe [>3/week]). Covariates included age, sex, ethnic group, and financial status. Binary and ordinal logistic regressions were employed to evaluate the relationship between them and post-hoc analyses evaluated the relationships between subgroups. Results Drowsy driving was associated with <=5h, 6h, and 7h sleep duration categories, and severe sleep disturbance. The use of sleep medication use was associated with <=5h and >=9h, and all levels of sleep disturbance. Functional impairment and sleepiness were both associated with <=5h, 6h, 7h, and >=9h, and all levels of sleep disturbance. Their reported overall health was linked to sleep duration of <=5h and >=9h, and all levels of sleep disturbance. Worsening health was associated with <=5h and all levels of sleep disturbance. Obesity was associated with <=5h and severe sleep disturbance. In post-hoc analyses restricted to individuals with no sleep disturbance, habitual sleep duration was still statistically significantly related to drowsy driving, sleep medications, sleepiness, and health change. Conclusion Short sleep duration and sleep disturbance are associated with worse motor vehicle safety, health, and functioning in the Israeli population. Effects of sleep duration were generally maintained even for those without sleep disturbance. These results may help focus public health efforts on improving sleep health. Support Dr. Grandner is supported by R01MD011600
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Gonzalez, Richard P., Glenn R. Cummings, Herbert A. Phelan, Madhuri S. Mulekar, and Charles B. Rodning. "On-Scene Intravenous Line Insertion Adversely Impacts Prehospital Time in Rural Vehicular Trauma." American Surgeon 74, no. 11 (November 2008): 1083–87. http://dx.doi.org/10.1177/000313480807401109.
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Fatality rates from rural vehicular trauma are almost double those found in urban settings. Increased emergency medical services (EMS) prehospital time has been implicated as one of the causative factors for higher rural fatality rates. Advanced Trauma Life Support guidelines suggest scene time should not be extended to insert an intravenous catheter (IV). The purpose of this study was to assess the association between intravenous line placement and motor vehicle crash (MVC) scene time in rural and urban settings. An imputational methodology using the National Highway Traffic Safety Administration Crash Outcome Data Evaluation System permitted linkage of data from police motor vehicle crash and EMS records. Intergraph GeoMedia software permitted this linked data to be plotted on digital maps for segregation into rural and urban groups. MVCs were defined as rural or urban by location of the accident using the U.S. Bureau of Census Criteria. Linked data were analyzed to assess for EMS time on-scene, on-scene IV insertion, on-scene IV insertion attempts, and patient mortality. Over a 2-year period from January 2001 through December 2002, data were collected from Alabama EMS patient care reports (PCRs) and police crash reports. A total of 45,763 police crash reports were linked to EMS PCRs. Of these linked crash records, 34,341 (75%) and 11,422 (25%) were injured in rural and urban settings, respectively. Six hundred eleven (1.78%) mortalities occurred in rural settings and 103 (0.90%) in urban settings (P < 0.005). There were 6,273 (18.3%) on-scene IV insertions in the rural setting and 1,290 (11.3%) in the urban setting (P < 0.005). Mean EMS time on-scene when single IV insertion attempts occurred was 16.9 minutes in the rural setting and 14.5 minutes in the urban setting (P < 0.0001). When two attempts of on-scene IV insertion were made, mean EMS time on-scene in the rural setting (n = 891 [2.6%]) was 18.4 minutes and 15.7 minutes in the urban setting (n = 142 [1.2%; P < 0.005). Excluding dead on-scene patients, mean EMS time on-scene when mortalities occurred in rural and urban settings was 18.9 minutes and 10.8 minutes, respectively (P < 0.005). On-scene IV insertion occurred with significantly greater frequency in rural than urban settings. This incurs greater EMS time on-scene and prehospital time that may be associated with increased vehicular fatality rates in rural settings.
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Hanson, Brendan, Sherry Steele Cooper, Taryn Tegarden, Logan Tipton, Andrew M. Freeman, Kermit G. Davis, Gordon L. Gillespie, and Thomas Huston. "The impact of emergency responder musculoskeletal injuries in the State of Ohio." Work 68, no. 4 (April 27, 2021): 1001–8. http://dx.doi.org/10.3233/wor-205065.
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BACKGROUND: Emergency personnel operate in environments that put them at higher risk of injury to the musculoskeletal system. These injuries result in lost workdays, medical costs, and decreased productivity, all which impact emergency response systems. OBJECTIVE: This study serves to assess the causes, costs, and disability of common work-related musculoskeletal injuries within the police, emergency medical service (EMS) workers, and firefighters of Ohio based on data from the OBWC (Ohio Bureau of Workers’ Compensation). METHODS: Our dataset included all OBWC injury claims involving a shoulder, low back, or knee from 2010 through 2014. Police and Firefighter leaders were analyzed separately from those not in a leadership role, and workers with combined Firefighter/EMS roles were analyzed separately from “pure” Firefighters and EMS personnel. Data were organized through univariate analysis of variance with post-hoc Tukey tests and analyzed based on the job of the individual and whether the individual was in a leadership role. RESULTS: Police Officers had the highest number of total injuries in the dataset, followed by Firefighters and Firefighters/EMS workers. Police Officers and Firefighters injured their back and knees more often than their shoulders, while EMS workers injured their backs and shoulders more often than their knees. CONCLUSIONS: The mechanisms through which injuries occur are also dependent on the job. Police officers experienced a higher percentage of motor vehicle related back problems, while firefighters had a higher percentage of injuries from overexertion. Musculoskeletal injury claims in these emergency personnel resulted in opioid prescriptions approximately 10%of the time.
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Stevens, Jack, Dmitry Tumin, Kelly L. Shaffer, Leonard Bickman, Kimberly E. Hoagwood, and Don Hayes. "Are There Missed Opportunities to Maximize Organ Donation Registrations? An Examination of Driver’s License Applications Across the United States." Progress in Transplantation 29, no. 2 (March 7, 2019): 173–78. http://dx.doi.org/10.1177/1526924819835832.
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Introduction: With 116 000 people waiting for transplants and 8000 patients dying annually on waiting lists, the United States has a considerable organ shortage. An insufficient number of Americans have registered to become organ donors when obtaining driver’s licenses or ID cards. Across states, there is considerable variability in organ donor registration rates as well as driver’s license applications. Methods: The purpose of this project was to describe the variability in the phrasing of the organ donor registration question by state bureaus of motor vehicles as well as other application questions that might influence this decision. In particular, the frequency of states employing empirically supported messages to increase donor registrations was ascertained. The content and phrasing of 46 different driver’s license applications was coded in regard to seeking organ donor registrations. Findings: No states used the empirically supported strategies of reciprocity, descriptive norms, or loss/gain framing from the interdisciplinary field of behavioral economics. Twelve states used injunctive norms to signify social approval for organ donation. Many state applications had lengthy organ donation sections and health questions that could discourage donor registrations. Discussion: There is an extremely low use of empirically supported messages to increase organ donation registrations in driver’s license applications in the United States. Opportunities exist for thoughtful consideration of the wording of driver’s license applications. States interested in exploring ways to increase donations could undertake controlled variation of applications to test the effects of message framing on registration rates.
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Reider, Lisa, Joseph Levy, and Andrew Pollak. "Beyond Hip Fracture: Orthopaedic Trauma in an Aging America." Innovation in Aging 4, Supplement_1 (December 1, 2020): 265–66. http://dx.doi.org/10.1093/geroni/igaa057.851.
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Abstract Trauma related death and disability is common among working-age Americans, however the impact on older adults is consequential and increasing. Fractures are the most common traumatic injury diagnosis among Medicare beneficiaries, and though fragility fractures continue to be an important health problem, recent data indicate an increase in high-energy fractures. The purpose of this study was to produce national incidence estimates among US men and women ≥ 65 years using data from the 2003-2014 National Inpatient Sample (NIS). The study cohort included hospitalizations involving upper and/or lower extremity fractures which were further classified by mechanism as high or low energy using external cause of injury codes. Incidence was computed using survey weights provided by NIS, and population estimates from the Census Bureau. The incidence of high-energy fractures increased from 744.1/100,000 persons (95%CI: 681.1–807.1) in 2003 to 821.4/100,000 (95%CI: 795.0 – 874.8) in 2014 in women, and from 359.1/100,000 (95%CI: 331.4–386.8) to 408.2/100,000 (95%CI: 394.–809.2) in men. Over 80% were motor vehicle related. The greatest increase was among those ≥ 85 (1,856.4/100,000 to 2,126.3/100,000 in women; 1,069.1/100,000 to 1,215.1/100,000 in men). Simultaneously, the incidence of low-energy fractures declined: 748.4/100,000 (95%CI: 687.5–809.2) to 443.8/100,000 (95%CI: 423.5 -464.1) in women, and 310.6/100,000 (95%CI: 285 – 336.2) to 206.3/100,000 (95%CI: 196.5 - 216) in men. Results suggest that fractures commonly seen in younger adults will be seen more frequently in older age. It is therefore essential to establish treatment pathways to optimize outcomes for the growing number of injured older adults.
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Andersen, N., O. Schieir, M. F. Valois, G. Boire, J. Pope, G. Hazlewood, L. Bessette, et al. "OP0263-HPR MAJOR STRESSORS IN THE YEAR PRIOR TO RA DIAGNOSIS: IMPACT ON PATIENT-REPORTED OUTCOMES ONE YEAR LATER." Annals of the Rheumatic Diseases 79, Suppl 1 (June 2020): 165.2–165. http://dx.doi.org/10.1136/annrheumdis-2020-eular.4826.
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Background:Stress is implicated in RA onset and poorer prognoses through changes in neuro-endocrine and autoimmune function. Although many people with RA link disease onset to recent stressful life events, results from retrospective studies are unclear.Objectives:To describe the incidence of major stressors(+STRESS) in year prior to diagnosis and compare characteristics and patient-reported outcomes (PROs) of newly diagnosed RA patients with and without+STRESSat 0 and 12 months.Methods:Data were from early RA patients (symptoms <1 yr) enrolled in the Canadian Early Arthritis Cohort (CATCH) from 2007-17 who met 1987/2010 ACR/EULAR criteria and had ≥12 months of follow-up. Patients reported major psychological (death, divorce/separation, family, financial, other) and physical (motor vehicle accident, surgery, major illness/infection, other) stressors in previous year. We used independent t-tests and chi square to compare characteristics by stressors at baseline, and multivariable regression to examine the impact of+STRESSon disease activity and PROs at 1 year, adjusting for age, sex, education, fibromyalgia, and SJC.Results:The 1933 adults were mostly female (72%), with a mean (SD) age of 55 (15) years. 52% reported 1+ stressors in previous year; family (48%), financial stress (36%), death (35%), surgery (28%), and major illness (26%) were the most common stressors. Patients with +STRESS were more likely to be women, younger, have more comorbidities including fibromyalgia, and higher mean DAS28. Patients with +STRESS also had significantly higher mean pain, fatigue, depression, sleep disturbance, patient global, and HAQ scores at baseline.At 1 year, SJC and the proportion in DAS28 REM was similar between groups. However, PROs (pain, HAQ, Fatigue, Pt Global, Depression, Poor Sleep) remained higher in+STRESS, with evidence of an additive effect for number of stressors and having both physical and psychological stressors (Table). The greatest impacts were on mood, sleep disturbance, and fatigue.Conclusion:In this pan-Canadian early RA cohort, more than half reported 1+ stressful life events in the year prior to diagnosis. Individuals reporting major stressors had significantly worse pain, patient global, disability, depression, fatigue, and sleep disturbance at diagnosis; 1 year later, though disease activity was similar between groups, the effects of +STRESS on PROs persisted. Early RA patients with recent major stressors may benefit from emotional support and stress reduction to optimize how they feel and function.Mean (SD) or N (%)No Stress(N=928; 48%)Physical(N=131; 7%)Psychological(N=658; 34%)Both(N=216; 11%)Age56 (15)56 (15)53 (14)52 (15)Women622 (67%)82 (63%)512 (78%)174 (81%)College Education464 (50%)76 (58%)345 (52%)126 (58%)Rheum Dis Comorbid Index1.1 (1.2)1.4 (1.4)1.1 (1.3)1.4 (1.3)OA or Spinal pain168 (18%)35 (27%)117 (18%)55 (25%)Fibromyalgia diagnosis15 (2%)2 (2%)13 (2%)11 (5%)Symptom duration (months)5.6 (3.0)5.7 (3.0)5.9 (3.0)5.9 (3.0)DAS28 – mean5.0 (1.4)5.1 (1.5)5.0 (1.5)5.2 (1.4)MTX ±csDMARDs679 (73%)100 (76%)489 (74%)166 (77%)Oral Steroids295 (32%)40 (31%)215 (33%)55 (25%)Pain (0-10)5.3 (2.8)5.5 (2.9)5.7 (2.8)6.2 (2.8)HAQ-DI1.0 (0.7)1.2 (0.7)1.1 (0.7)1.3 (0.7)Fatigue (0-10)4.7 (3.1)5.0 (3.0)5.7 (2.9)5.9 (2.9)Patient Global (0-10)5.6 (2.9)6.0 (2.9)6.0 (2.9)6.4 (3.0)Depression (SF12 MCS < 45.6)329 (35%)54 (41%)356 (54%)123 (57%)Poor sleep (0-10)4.5 (3.4)4.8 (3.3)5.3 (3.2)6.0 (3.1)Disclosure of Interests:Nicole Andersen: None declared, Orit Schieir: None declared, Marie-France Valois: None declared, Gilles Boire Grant/research support from: Merck Canada (Registry of biologices, Improvement of comorbidity surveillance)Amgen Canada (CATCH, clinical nurse)Abbvie (CATCH, clinical nurse)Pfizer (CATCH, Registry of biologics, Clinical nurse)Hoffman-LaRoche (CATCH)UCB Canada (CATCH, Clinical nurse)BMS (CATCH, Clinical nurse, Observational Study Protocol IM101664. SEROPOSITIVITY IN A LARGE CANADIAN OBSERVATIONAL COHORT)Janssen (CATCH)Celgene (Clinical nurse)Eli Lilly (Registry of biologics, Clinical nurse), Consultant of: Eli Lilly, Janssen, Novartis, Pfizer, Speakers bureau: Merck, BMS, Pfizer, Janet Pope Grant/research support from: AbbVie, Bristol-Myers Squibb, Eli Lilly & Company, Merck, Roche, Seattle Genetics, UCB, Consultant of: AbbVie, Actelion, Amgen, Bayer, Boehringer Ingelheim, Bristol-Myers Squibb, Eicos Sciences, Eli Lilly & Company, Emerald, Gilead Sciences, Inc., Janssen, Merck, Novartis, Pfizer, Roche, Sandoz, Sanofi, UCB, Speakers bureau: UCB, Glen Hazlewood: None declared, Louis Bessette Grant/research support from: AbbVie, Amgen, Bristol-Myers Squibb, Celgene, Eli Lilly, Janssen, Merck, Novartis, Pfizer, Roche, Sanofi, UCB Pharma, Consultant of: AbbVie, Amgen, Bristol-Myers Squibb, Celgene, Eli Lilly, Janssen, Merck, Novartis, Pfizer, Roche, Sanofi, UCB Pharma, Speakers bureau: AbbVie, Amgen, Bristol-Myers Squibb, Celgene, Eli Lilly, Janssen, Merck, Novartis, Pfizer, Sanofi, Carol Hitchon Grant/research support from: UCB Canada; Pfizer Canada, Diane Tin: None declared, Carter Thorne Consultant of: Abbvie, Centocor, Janssen, Lilly, Medexus/Medac, PfizerSpeakers bureau: Medexus/Medac, Edward Keystone Grant/research support from: AbbVie, Amgen, Bristol-Myers Squibb, F. Hoffmann-La Roche Inc, Gilead, Janssen Inc, Lilly Pharmaceuticals, Pfizer Pharmaceuticals, Sanofi-Aventis, Consultant of: AbbVie, Amgen, AstraZeneca Pharma, Biotest, Bristol-Myers Squibb Company, Celltrion,Crescendo Bioscience, F. Hoffmann-La Roche Inc, Genentech Inc, Gilead, Janssen Inc, LillyPharmaceuticals, Merck, Pfizer Pharmaceuticals, Sandoz, UCB., Speakers bureau: Amgen, AbbVie, Bristol-Myers Squibb Canada, F. Hoffmann-La Roche Inc., Janssen Inc., Merck, Pfizer Pharmaceuticals, Sanofi Genzyme, UCB, Vivian Bykerk: None declared, Susan J. Bartlett Consultant of: Pfizer, UCB, Lilly, Novartis, Merck, Janssen, Abbvie, Speakers bureau: Pfizer, UCB, Lilly, Novartis, Merck, Janssen, Abbvie
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Istre, Gregory R. "Motor Vehicles for Teenagers." Pediatrics 107, no. 1 (January 1, 2001): 215.2–215. http://dx.doi.org/10.1542/peds.107.1.215b.
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Bleviss, Deborah L., and Peter Walzer. "Energy for Motor Vehicles." Scientific American 263, no. 3 (September 1990): 102–9. http://dx.doi.org/10.1038/scientificamerican0990-102.
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Feeley, Thomas Hugh, Ashley E. Anker, Melanie Evans, and Tobias Reynolds-Tylus. "A Department of Motor Vehicle–Based Intervention to Promote Organ Donor Registrations in New York State." Progress in Transplantation 27, no. 3 (July 4, 2017): 273–80. http://dx.doi.org/10.1177/1526924817715471.
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Context: Examination of efficacy of motor vehicle representative educational training and dissemination of promotional materials as a means to promote organ donation enrollments in New York State. Objective: To increase the number of New York State residents who consent to donation through the department of motor vehicle transactions during project period. Setting: County-run motor vehicle offices across New York State. Participants: Customers who present to New York Department of Motor Vehicle offices and the representative who work at designated bureaus. Interventions: point-of-decision materials including promotional posters, brochures, website, and the motor vehicle representative training sessions. Main Outcome Measures: Reasons for enrollment decision, knowledge/experience with donation, monthly consent rates, enrollment in state organ, and tissue registry. Results: Customers who elected not to register reported no reason or uncertainty surrounding enrollment. The representatives reported experience with donation, discussion with customers, and need for additional education on organ donation. Enrollment cards were mailed to 799 project staff; counties where offices participated in intervention did not indicate significantly higher monthly enrollments when comparing pre- to postenrollment rates. Conclusions: Use of point-of-decision materials and enrollment cards proved inexpensive method to register customers with a 3.6% return rate. Customers report low (27%) enrollment rate and reticence to consent to donation. Educational training sessions with representatives did not yield significant enrollment increases when evaluating data at county-level enrollment.
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Rubenstein, James M. "National Content of Motor Vehicles." Geographical Review 84, no. 2 (April 1994): 186. http://dx.doi.org/10.2307/215330.
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Lave, Lester, William Wecker, Winthrop Reis, and Duncan Ross. "Controlling emissions from motor vehicles." Environmental Science & Technology 24, no. 8 (August 1990): 1128–35. http://dx.doi.org/10.1021/es00078a605.
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Wall, Alan T. "Modular muffler for motor vehicles." Journal of the Acoustical Society of America 98, no. 3 (September 1995): 1262. http://dx.doi.org/10.1121/1.413500.
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Kelly, P. C., M. R. Weir, and A. W. Atkinson. "Unsupervised children in motor vehicles." American Journal of Public Health 75, no. 6 (June 1985): 690. http://dx.doi.org/10.2105/ajph.75.6.690-a.
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Young, G. Stewart. "OCULAR INJURIES AND MOTOR VEHICLES." International Ophthalmology Clinics 28, no. 3 (1988): 219–21. http://dx.doi.org/10.1097/00004397-198802830-00009.
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Stricker, Klaus. "Sound absorber for motor vehicles." Journal of the Acoustical Society of America 103, no. 4 (April 1998): 1698. http://dx.doi.org/10.1121/1.421321.
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Dziubńiski, M., A. Drozd, M. Adamiec, and E. Siemionek. "Energy balance in motor vehicles." IOP Conference Series: Materials Science and Engineering 148 (September 2016): 012035. http://dx.doi.org/10.1088/1757-899x/148/1/012035.
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Szałek, Andrzej. "Energy conversion in motor vehicles." Combustion Engines 183, no. 4 (December 15, 2020): 50–57. http://dx.doi.org/10.19206/ce-2020-408.
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The portfolio of the automotive market appears more and more low-emission and zero-emission propulsions in vehicles. This is the result of measures taken to limit or even eliminate the emission of harmful substances into the atmosphere generated by vehicles. The article covers issues related to energy conversion in automotive drive systems currently offered by automotive manufacturers. Standard, hybrid, hybrid plug-in, electric and fuel cells drive system were analyzed. Attention was drawn to the chain of energy transformations related to each of the analyzed drive systems. The efficiency of the presented vehicle drive systems was analyzed. General conclusions were formulated regarding the method of analyzing energy changes related to the operation of automotive propulsion systems. The article reviews selected author's own works on hybrid and hydrogen propulsions.
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Williams, D. J., J. W. Milne, S. M. Quigley, D. B. Roberts, and M. C. Kimberlee. "Particulate emissions from ‘in-use’ motor vehicles—II. Diesel vehicles." Atmospheric Environment (1967) 23, no. 12 (January 1989): 2647–61. http://dx.doi.org/10.1016/0004-6981(89)90545-3.
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Seeger, B. R. "Wheelchair occupant restraints in motor vehicles." Prosthetics and Orthotics International 15, no. 1 (April 1991): 51–54. http://dx.doi.org/10.3109/03093649109164275.
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The issue of safety for wheelchair users in motor vehicles has been raised in Australia by parents of young people with disabilities. Investigations revealed that wheelchair users were not covered by any legislated safety requirements, and each case received special dispensation from compliance with regulations covering the able-bodied population. Dynamic testing of restraint systems at the University of Michigan had revealed that existing systems were unsafe. Dynamic tests confirmed those findings on systems used at that time in Australia. Testing led to the design, development and marketing of a new wheelchair occupant and restraint system which remains a system of choice for use by organisations where the same people use the same buses in the same position each day. Australian Standard 2942-1987, Wheelchair Occupant Restraint Assemblies for Use in Motor Vehicles, has since been developed. It establishes design and performance requirements for these restraints and includes details of dynamic testing procedures. This paper describes the development of the above restraint system and the subsequent Australian Standard.
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Gåhlin, Rickard, Mats Larsson, and Per Hedenqvist. "ME-C:H coatings in motor vehicles." Wear 249, no. 3-4 (May 2001): 302–9. http://dx.doi.org/10.1016/s0043-1648(01)00565-8.
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Small, Kenneth A. "Energy policies for passenger motor vehicles." Transportation Research Part A: Policy and Practice 46, no. 6 (July 2012): 874–89. http://dx.doi.org/10.1016/j.tra.2012.02.017.
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Blümel, Ehrenfried. "Interior noise reduction in motor vehicles." Journal of the Acoustical Society of America 91, no. 1 (January 1992): 543. http://dx.doi.org/10.1121/1.402648.
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Hanlon, V. "Motor vehicles are weapons of destruction." Canadian Medical Association Journal 181, no. 8 (August 31, 2009): E170—E171. http://dx.doi.org/10.1503/cmaj.091360.
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Hossain, M. E., and M. R. Islam. "An Alternative Fuel for Motor Vehicles." Energy Sources, Part A: Recovery, Utilization, and Environmental Effects 30, no. 10 (March 27, 2008): 942–53. http://dx.doi.org/10.1080/15567030600817902.
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