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PubMedDate not supplied

Traffic-related injury prevention interventions for low-income countries.

Traffic-related injuries have become a major public health concern worldwide. However, unlike developed or high-income countries (HICs), many developing or low-income countries (LICs) have made very little progress towards addressing this problem. Lack of the progress in LICs is attributable, in part, to their economic situation in terms of their governments' lack of resources to invest in traffic safety, cultural beliefs regarding the fatalism of injuries, competing health problems particularly with the emergence of HIV/AIDS, distinctive traffic mixes comprising a substantial number of vulnerable road users for whom less research has been done, low literacy rates precluding motorists to read and understand road signs, and peculiar political situations occasionally predominated by dictatorship and non-democratic governments. How then can LICs tackle the challenge of traffic safety from the experiences of HICs without reinventing the wheel? This paper reviews selected interventions and strategies that have been developed to counter traffic-related injuries in HICs in terms of their effectiveness and their applicability to LICs. Proven and promising interventions or strategies such as seat belt and helmet use, legislation and enforcement of seat belt use, sidewalks, roadway barriers, selected traffic-calming designs (e.g., speed ramps/bumps), pedestrian crossing signs combined with clearly marked crosswalks, and public education and behavior modification targeted at motorists are all feasible and useable in LICs as evidenced by data from many LICs. While numerous traffic-related injury policy interventions and strategies developed largely in HICs are potentially transferable to LICs, it is important to consider country-specific factors such as costs, feasibility, sustainability, and barriers, all of which must be factored into the assessment of effectiveness in specific LIC settings. Almost all interventions and strategies that have been proven effective in HICs will need to be evaluated in LICs and particular attention paid to the effectiveness of enforcement measures. It behooves LIC governments, however, to ensure that only standard, approved safety devices like helmets are imported into their countries. Additionally, LICs may need to improvise and innovate in the traffic safety technology transfer.

Accidents, Traffic↗
PubMed2003

The functional impact of HIV-associated neuropsychological impairment in Spanish-speaking adults: a pilot study.

Among English-speaking adults, HIV-associated neuropsychological (NP) impairments have been associated with problems in everyday functioning, including ability to function at work and drive an automobile. Latinos account for a disproportionate number of HIV/AIDS cases nationwide, and a significant segment of this population is primarily Spanish speaking. We have previously developed an assessment that evaluates English-speakers on a variety of instrumental activities of daily living. In this pilot study, we used Spanish-language translations of our functional battery to investigate the cultural relevance of such measures, and to explore relationships between NP status and ability to perform important everyday tasks in HIV-infected Spanish-speakers. Sixteen HIV-infected monolingual Spanish-speaking adults received comprehensive, Spanish language NP testing and functional assessments included the following domains: Medication Management, Cooking, Finances, Shopping, and Restaurant Scenario. Results revealed that most of the functional tasks appeared culturally relevant and appropriate with minor modifications. NP-impaired participants were significantly more functionally impaired compared to NP-normals (88% vs. 13%, p <.01). Performances on the functional assessment and the NP battery were also related to indicators of real world functioning, including employment status and quality of life. These results, though preliminary, suggest that Spanish language functional assessments are potentially valid tools for detecting everyday functioning deficits associated with NP impairments in HIV-infected Spanish-speakers.

AIDS Dementia Complex↗
PubMed2001

Factors affecting static seat cushion comfort.

To improve the understanding of factors affecting automobile seat cushion comfort in static conditions (i.e. without vibration), relationships between the static physical characteristics of a seat cushion and seat comfort have been investigated. The static seat comfort of four automobile cushions, with the same foam hardness but different foam compositions, was investigated using Scheffe's method of paired comparisons. The comfort judgements were correlated with sample stiffness, given by the gradient of a force-deflection curve at 490 N (= 50 kgf). Samples with lower stiffness were judged to be more comfortable than samples with greater stiffness. A similar comfort evaluation was conducted using five rectangular foam samples of the same composition but different foam hardness (and a wider range than in the first experiment). There was no linear relationship between the sample stiffness and seat comfort for these samples. Static seat cushion comfort seemed to be affected by two factors, a 'bottoming feeling' and a 'foam hardness feeling'. The bottoming feeling was reflected in the sample stiffness when loaded to 490 N, while the foam hardness feeling was reflected in foam characteristics at relatively low forces. The pressures underneath the buttocks of subjects were compared with the comfort judgements. The total pressure over a 4 cm x 4 cm area beneath the ischial bones was correlated with static seat comfort, even when the differences among samples were great; samples with less total pressure in this area were judged to be more comfortable than samples with greater total pressure. It is concluded that the pressure beneath the ischial bones may reflect both comfort factors: the bottoming feeling and the foam hardness feeling.

Adult↗
PubMed2006

Effect of drivers' age and push button locations on visual time off road, steering wheel deviation and safety perception.

The study examined the effects of manual control locations on two groups of randomly selected young and old drivers in relation to visual time off road, steering wheel deviation and safety perception. Measures of visual time off road, steering wheel deviations and safety perception were performed with young and old drivers during real traffic. The results showed an effect of both driver's age and button location on the dependent variables. Older drivers spent longer visual time off road when pushing the buttons and had larger steering wheel deviations. Moreover, the greater the eccentricity between the normal line of sight and the button locations, the longer the visual time off road and the larger the steering wheel deviations. No interaction effect between button location and age was found with regard to visual time off road. Button location had an effect on perceived safety: the further away from the normal line of sight the lower the rating.

Adult↗
PubMedDate not supplied

Barriers to the design of vehicles for mature adults.

There are three barriers that must be overcome in designing vehicles to meet the needs of mature adults. These barriers are (a) the ages of the designers of the product, (b) young designers (and most of society's) perceptions of the capabilities of older adults, and (c) the lack of applied research on the interaction of older adults with their vehicles. This article addresses each of the three barriers and the challenges it brings to the vehicle design process. Emphasis is placed on the third barrier--the serious lack of applied research in the topic to support product designers in their work--because it is the most difficult to surmount.

Aged↗
PubMedDate not supplied

High-priority research and development needs for maintaining the safety and mobility of older drivers.

The increase in the number of older drivers has resulted, in the last two decades, in a series of conferences and workshops that have outlined the magnitude of the "older driver problem." More than 150 research and development recommendations generated by these conferences were rated by a task force of the Transportation Research Board in terms of their relative importance. On the basis of this rating, six major categories of high-priority research and development needs were identified: highway design, vehicle design, licensing and rehabilitation, vision and visual assessment, biomedical issues, and general issues. The current status of research in each of the categories is reviewed, and the most important avenues for future inquiry are outlined.

Aged↗
PubMed2003

Red light violations at rural and suburban signalized intersections in Jordan.

This case study investigated red light violations at rural and suburban signalized intersections in Jordan. Field observations were conducted at 15 signalized intersections located in different Jordanian regions: Amman, Irbid, and Zarqa. The results showed that, out of a total of 1,190 drivers who had a chance for violation, 153 (12.9%) drivers ran red lights. It was found that older drivers have less tendency for running red lights. Based on vehicle type, the analysis showed that truck drivers had the highest violation rate followed by small vehicles and then buses. The Y-shaped intersection had a higher percentage of violations as compared to the T- and cruciform-shaped intersections. The percentage of red light violations was found to be directly proportional to the subjects approach speed and inversely proportional to the conflicting traffic volumes.

Acceleration↗
PubMed2006

Commentary: legal minimum tread depth for passenger car tires in the U.S.A.--a survey.

Available tire traction is a significant highway safety issue, particularly on wet roads. Tire-roadway friction on dry, clean roads is essentially independent of tread depth, and depends primarily on roadway surface texture. However, tire-wet-roadway friction, both for longitudinal braking and lateral cornering forces, depends on several variables, most importantly on water depth, speed and tire tread depth, and the roadway surface texture. The car owner-operator has control over speed and tire condition, but not on water depth or road surface texture. Minimum tire tread depth is legislated throughout most of the United States and Europe. Speed reduction for wet road conditions is not.A survey of state requirements for legal minimum tread depth for passenger vehicle tires in the United States is presented. Most states require a minimum of 2/32 of an inch (approximately 1.6 mm) of tread, but two require less, some have no requirements, and some defer to the federal criterion for commercial vehicle safety inspections. The requirement of 2/32 of an inch is consistent with the height of the tread-wear bars built in to passenger car tires sold in the United States, but the rationale for that requirement, or other existing requirements, is not clear. Recent research indicates that a minimum tread depth of 2/32 of an inch does not prevent significant loss of friction at highway speeds, even for minimally wet roadways. The research suggests that tires with less than 4/32 of an inch tread depth may lose approximately 50 percent of available friction in those circumstances, even before hydroplaning occurs. It is concluded that the present requirements for minimum passenger car tire tread depth are not based upon rational safety considerations, and that an increase in the minimum tread depth requirements would have a beneficial effect on highway safety.

Accidents, Traffic↗
PubMed2006

The use of seat belts in cars with smart seat belt reminders--results of an observational study.

UNLABELLED: Recently, smart seat belt reminders (SBR) have been introduced in cars. By increasingly reminding drivers and passengers if they are not using the seat belt, the intention is to increase the belt use to almost 100%. OBJECTIVE: The objective was to study if there were differences in driver's seat belt use between cars with and without SBR. METHODS: Drivers of cars with and without SBR were observed concerning seat belt use. The case (cars with SBR) and the control group (cars without SBR) were similar in all major aspects except SBR. In all, more than 3,000 drivers were observed in five cities in Sweden. RESULTS: In cars without SBR, 82.3 percent of the drivers used the seat belt, while in cars with SBR, the seat belt use was 98.9 percent. The difference was significant. In cars with mild reminders, the use was 93.0 percent. CONCLUSION: It is concluded, that if the results can be generalised to the whole car population this would have a dramatic impact on the number of fatally and seriously injured car occupants.

Automobile Driving↗
PubMed2006

Blood lead levels in NASCAR Nextel Cup teams.

This pilot study determines whether NASCAR racing teams demonstrate exposure to lead from exhaust by evaluation of blood lead levels (BLL). Participants were stratified by proximity to fuel exhaust or whether they worked on an engine. Each participant completed a self-reported survey recording demographics, lead exposure (occupational or in-home environment), and any physical symptoms of lead toxicity. Blood lead levels were then measured. BLL of 47 individuals ranged from 1-22 microg/dL with a median of 9.4 microg/dL. Nineteen of 47 (40.4%) had BLL > or = 10 microg/dL. Participants exposed to exhaust gas had the highest relative risks (RR) for elevated lead, followed by working on brakes and radiator repair. The RR of having an elevated BLL and self-reported adverse health outcomes or symptoms was increased. This study of NASCAR racing teams demonstrates lead exposure.

Adult↗
PubMed2006

The da Vinci robot.

BACKGROUND: One might assume from the title of this paper that the nuances of a complex mechanical robot will be discussed, and this would be correct. On the other hand, the date of the design and possible construction of this robot was 1495, a little more than five centuries ago. The key point in the title is the lack of a trademarked name, as Leonardo was the designer of this sophisticated system. His notes from the Codex Altanticus represent the foundation of this report. METHODS: English translations of da Vinci's notebooks are currently available. Beginning in the 1950s, investigators at the University of California began to ponder the significance of some of da Vinci's markings on what appeared to be technical drawings. Such markings also occur in his Codex Atlanticus (the largest single collection of da Vinci's sheets, consisting of 1119 separate pages and 481 folios) along with a large number of other mechanical devices. Continuing research at the Instituto e Museo di Storia della Scienza in Florence has yielded a great deal of information about Leonardo's intentions with regard to his mechanical knight. RESULTS: It is now known that da Vinci's robot would have had the outer appearance of a Germanic knight. It had a complex core of mechanical devices that probably was human powered. The robot had two independent operating systems. The first had three degree-of-freedom legs, ankles, knees, and hips. The second had four degrees of freedom in the arms with articulated shoulders, elbows, wrists, and hands. A mechanical analog-programmable controller within the chest provided the power and control for the arms. The legs were powered by an external crank arrangement driving the cable, which connected to key locations near each lower extremity's joints. Da Vinci also is known to have devised a programmable front-wheel-drive automobile with rack-and-pinion suspension mechanisms at age 26. He would recall this device again, when, at age 40, he is thought to have built a programmable automated lion, but by then, he had produced his own metal springs as well as drum-containing springs called tambours. He positioned his fusee to a stationary rotating power output shaft that would be used to power his programmable automaton. CONCLUSIONS: Part of the obscurity of da Vinci's robot comes from the difficulties interpreting Leonardo's markings. His designs precede any formal method of blueprint designing. The technical aspects had to be deciphered before anyone could even attempt to reproduce his intended device. This robotic device fits together with other pieces of evidence that link 15(th) Century automatons to da Vinci's design, namely the automated Tea Servers from Spain. As with many things from da Vinci, looking backward at this master leaves one with a pronounced sense of awe at his prescient view of the world.

Animals↗