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Public transport safety is still an issue that needs to be studied by bureaucrats and researchers. This is because public bus accidents are still quite high. This is because many families, involved in traffic accidents, are shocked by the accident. Therefore, the problem of perception of a safe bus needs to be studied. The purpose of this study was to determine the perception model of a safe public bus. Mathematical modeling based on the parameters that have been studied was selected first. While the second objective was to determine the importance value of the parameters that are an indication of the perception of the safety of intercity bus public transportation. This research is a type of perceptual one where the data is taken from the relevant respondents. The method of data collection was carried out using a questionnaire with respondents from bus company owners, drivers, and passengers in the province of East Java, Indonesia. Respondents were asked to answer questions related to the variables of income, speed, comfort, and safety. The method of conjoint analysis is used. The first stage is the result of modeling the perception of a safe bus. Further analysis is carried out to obtain the importance value of the parameters. The result of this research is a utility model for the perception of a safe bus, which is expressed by the equation U, where the variables include income, speed, comfort, and safety. The highest level of importance is income 33.29 %, followed by the security variable with a weight of 25.39 %. This shows that the income factor is a top priority for drivers and management of bus company owners, while road safety is second only to income. In other words, respondents' perceptions are more concerned with income, while safety is still a non-priority factor., Безопасность общественного транспорта по-прежнему остается проблемой, требующей изучения чиновниками и исследователями. Это связано с тем, что количество аварий общественного транспорта по-прежнему довольно велико. Это обьясняется тем, что многие семьи, попавшие в дорожно-транспортные происшествия, потрясены аварией. Поэтому необходимо изучить вопрос о том, какой автобус следует считать безопасным. Целью этого исследования было определение модели восприятия безопасного общественного автобуса. Сначала было выбрано математическое моделирование, основанное на изученных параметрах. Вторая задача – определить значимость значений параметров, которые являются показателем восприятия безопасности междугороднего автобусного общественного транспорта. Данная работа явлется перцептивным исследованием, в котором данные берутся у соответствующих респондентов. Метод сбора данных заключался в использовании анкеты с участием респондентов, представляющих владельцев автобусных компаний, водителей и пассажиров из провинции Восточная Ява, Индонезия. Респондентам было предложено ответить на вопросы, связанные с такими переменными, как доход, скорость, комфорт и безопасность. Используется метод совместного анализа. Первый этап является результатом моделирования восприятия безопасного автобуса. Кроме того, проводится дальнейший анализ для получения значения важности параметров. Результатом этого исследования является полезная модель восприятия безопасного автобуса, которая выражается уравнением U, в котором переменные включают доход, скорость, комфорт и безопасность. Наивысший уровень важности – это доход 33,29 %, за которым следует переменная безопасности со значением 25,39 %. Это показывает, что фактор дохода является главным приоритетом для водителей, руководства и владельцев автобусных компаний, в то время как фактор безопасности дорожного движения уступает только доходу. Другими словами, восприятие респондентов больше связано с доходом, в то время как безопасность по-прежнему не является приоритетным фактором., Безпека громадського транспорту як і раніше залишається проблемою, яка потребує вивчення чиновниками і дослідниками. Це пов'язано з тим, що кількість аварій громадського транспорту як і раніше досить велика. Це пояснюється тим, що багато сімей, що потрапили в дорожньо-транспортні пригоди, вражені аварією. Тому необхідно вивчити питання про те, який автобус слід вважати безпечним. Метою цього дослідження було визначення моделі сприйняття безпечного громадського автобуса. Спочатку було вибрано математичне моделювання, засноване на вивчених параметрах. Друге завдання – визначити значимість значень параметрів, які є показником сприйняття безпеки міжміського автобусного громадського транспорту. Ця робота є перцептивним дослідженням, в якому дані беруться у відповідних респондентів. Метод збору даних включав використання анкети за участю респондентів: власників автобусних компаній, водіїв і пасажирів з провінції Східна Ява, Індонезія. Респондентам було запропоновано відповісти на питання, пов'язані з такими змінними, як дохід, швидкість, комфорт і безпека. Використовується метод спільного аналізу. Перший етап є результатом моделювання сприйняття безпечного автобуса. Крім того, проводиться подальший аналіз для отримання значення важливості параметрів. Результатом цього дослідження є корисна модель сприйняття безпечного автобуса, яка виражається рівнянням U, в якому змінні включають дохід, швидкість, комфорт і безпеку. Найвищий рівень важливості – це дохід 33,29 %, за яким слідує змінна безпеки зі значенням 25,39 %. Це показує, що фактор доходу є головним пріоритетом для водіїв, керівництва та власників автобусних компаній, в той час як фактор безпеки дорожнього руху поступається тільки доходу. Іншими словами, сприйняття респондентів більше пов'язано з доходом, в той час як безпека як і раніше не є пріоритетним фактором.

ObjectiveThe 2020 coronavirus disease 2019 (COVID-19) pandemic resulted in state-specific quarantine protocols and introduced the concept of social distancing into modern parlance. We assess the impact of the COVID-19 pandemic on neurotrauma presentations in the first 3 months after shutdown throughout Pennsylvania.MethodsThe Pennsylvania Trauma Systems Foundation was queried for registry data from the Pennsylvania Trauma Outcomes Study between March 12 and June 5 in each year from 2017 to2020.ResultsAfter the COVID-19 shutdown, there was a 27% reduction in neurotrauma volume, from 2680 cases in 2017 to 2018 cases in 2020, and a 28.8% reduction in traumatic brain injury volume. There was no significant difference in neurotrauma phenotype incurred relative to total cases. Injury mechanism was less likely to be motor vehicle collision and more likely caused by falls, gunshot wound, and recreational vehicle accidents (P < 0.05). Location of injury was less likely on roads and public locations and more likely atindoor private locations (P < 0.05). The proportion of patients with neurotrauma with blood alcohol concentration >0.08 g/dL was reduced in 2020 (11.4% vs. 9.0%; P < 0.05). Mortality was higher during 2020 compared with pre-COVID years (7.7% vs. 6.4%; P < 0.05).ConclusionsDuring statewide shutdown, neurotrauma volume and alcohol-related trauma decreased and low-impact traumas and gunshot wounds increased, with a shift toward injuries occurring in private, indoor locations. These changes increased mortality. However, there was not a change in the types of injuries sustained.

Background Poor air quality is the one of the biggest causes of early death and illness across the lifespan. In the UK, 28 local authorities with illegal pollution levels have been mandated by the Government to develop plans to rapidly reduce pollution to legal limits. These plans include consideration of implementing one of four of charging 'Clean Air Zone’ (CAZ) classes in areas of high pollution which would charge older polluting vehicles a daily charge to enter. While this offers a potential to improve air quality, the extent to which CAZ might impact (for example, economically) on socio-economically deprived groups and local businesses is unclear. Aims To explore the acceptability and perceived unintended consequences of a CAZ and other initiatives to improve air quality with seldom-heard communities living in deprived, multi-ethnic areas within the city of Bradford, UK. Methods Ten semi-structured focus groups were conducted with people who live in areas of high pollution and deprivation. A total of 87 people participated from a diverse range of ethnic backgrounds with the majority of Pakistani origin. Recorded data were transcribed, coded and analysed using thematic analysis. Findings As poor air quality was not always visible it was seen as a hidden issue by many, and not prioritised over other more visible environmental issues (e.g. fly-tipping, littering). There was resistance to proposals which included charging private vehicles. Many felt that low-income families did not have the resources to purchase compliant vehicles or pay daily charges, placing a disproportionate burden on them. It was also felt that low-income taxi drivers would be disproportionately affected financially by proposals. Public transport infrastructure was felt to be inadequate. Other traffic management or emission reduction activities were also explored. Views towards these initiatives were more positive if they did not directly affect individuals financially. Conclusion Air quality initiatives such as CAZs were felt to be likely to financially disadvantage communities already living in socio-economic and environmental poverty. Policy makers need to carefully consider appropriate mitigation strategies to ensure that health and economic inequalities are not increased by implementation of CAZ. Given air quality is low priority for some groups, careful engagement and communication will be required to increase acceptance interventions such as CAZs.

During digitalization of transport service segment people use modern facilities such as geolocation, M2M connectivity, online payments, customer identification. We can also see a high competition here. The task of car sharing managers is to search for the optimal methods of doing business. As the regulations of business, ecological standards and technology environment of the main players is almost similar because of using the same mobile and cloud resources, it is possible to get a competitive advantage by the development of mobile apps for the employee’s PCs and smartphones of customers. The math model shown in this article is developed for implementing in digital platforms of such kind of business. This gives the opportunity to offer customers more attractive car sharing services and to reduce costs by following the environmental restrictions at the same time.

Background: Exposure to traffic-related pollution is positively associated with cardiovascular diseases (CVD), but little is known about how different sources of traffic pollution (eg, gasoline-powered cars, diesel-engine vehicles) contribute to CVD. Therefore, we evaluated the association between exposure to different types of engine exhaust and CVD mortality. Methods: We recruited 12,098 participants from REVEAL-HBV cohort in Taiwan. The CVD mortality in 2000–2014 was ascertained by the Taiwan Death Certificates. Traffic pollution sources (2005–2013) were based on information provided by the Directorate General of Highway in 2005. Exposure to PM2.5 was based on a land-use regression model. We applied Cox proportional hazard models to assess the association of traffic vehicle exposure and CVD mortality. A causal mediation analysis was applied to evaluate the mediation effect of PM2.5 on the relationship between traffic and CVD mortality. Results: A total of 382 CVD mortalities were identified from 2000 to 2014. We found participants exposed to higher volumes of small car and truck exhausts had an increased CVD mortality. The adjusted hazard ratio (HR) was 1.10 for small cars (95% confidence interval [CI], 0.94–1.27; P-value = 0.23) and 1.24 for truck (95% CI, 1.03–1.51; P-value = 0.03) per one unit increment of the logarithm scale. The findings were still robust with further adjustment for different types of vehicles. A causal mediation analysis revealed PM2.5 had an over 60% mediation effect on traffic-CVD association. Conclusions: Exposure to exhaust from trucks or gasoline-powered cars is positively associated with CVD mortality, and air pollution may play a role in this association.

India’s intended nationally determined contribution emission which is safe, smart and sustainable green transportation network. Azadpur Mandi which is known for the biggest selling place of fruits and vegetable in Delhi is becoming a place of very heavy traffic area zone. People who are living nearby and the people coming to Azadpur Mandi facing a lot of traffic and also because of no proper direction hinted there people are not able to reach their destination on time. This paper assesses urban traffic congestions and its impact on the daily life of stakeholders and also advocates some possible solutions. In this research found results the number of vehicles has increased in the last ten to fifteen years. The total number of categorised vehicle has also increased. Azadpur Mandi has impacted the land value of the surroundings. The road infrastructure is not sufficient to cater to the traffic volume of this area. The number of lanes in this area is less. This paper outlines the problems of traffic congestion in Asia’s largest sabji (Vegetable) Mandi by using statistical tools. There are very few parking lots inside and outside of the Mandi. This paper investigates the goal 11 of Sustainable Development Goals (SDGs). Goal 11 says to make cities safe, resilience, sustainable. According to the Delhi Traffic police, Azadpur is one of the most accident-prone hotspots of Delhi.

Background Chronic exposure to air pollutants is associated with increased risk of cardiovascular disease (CVD) among adults. However, little is known about how air pollution may affect the development of subclinical atherosclerosis in younger populations. Carotid artery intima-media thickness (CIMT) is a measure of subclinical atherosclerosis that provides insight into early CVD pathogenesis. Methods In a pilot study of 70 participants from the Southern California Children’s Health Study, we investigated CIMT progression from childhood to adulthood. Using carotid artery ultrasound images obtained at age 10 and follow-up images at age 21–22, we examined associations between childhood ambient and traffic-related air pollutants with changes in CIMT over time and attained adult CIMT using linear mixed-effects models adjusted for potential confounders. Average residential childhood exposures (i.e., birth to time of measurement at 10–11 years) were assigned for regional, ambient pollutants (ozone, nitrogen dioxide, particulate matter, interpolated from regulatory air monitoring data) and traffic-related nitrogen oxides (NOx) by road class (modeled using the CALINE4 line source dispersion model). Traffic density was calculated within a 300-m residential buffer. Results For each 1 standard deviation (SD) increase in childhood traffic-related total NOx exposure, we observed greater yearly rate of change in CIMT from childhood to adulthood (β: 2.17 μm/yr, 95% CI: 0.78–3.56). Increases in annual rate of CIMT change from childhood to adulthood also were observed with freeway NOx exposure (β: 2.24 μm/yr, 95% CI: 0.84–3.63) and traffic density (β: 2.11 μm/yr, 95% CI: 0.79–3.43). Traffic exposures were also related to increases in attained CIMT in early adulthood. No associations of CIMT change or attained level were observed with ambient pollutants. Conclusions Overall, we observed adverse changes in CIMT over time in relation to childhood traffic-related NOx exposure and traffic density in our study population. While these results must be cautiously interpreted given the limited sample size, the observed associations of traffic measures with CIMT suggest a need for future studies to more fully explore this relationship.

Background: Nowadays, industrialization, using cars and consequently traffic jams are part of human life which grows every day. Along with the expansion of communication and transportation speed, the number and severity of traffic accidents increases. According to the World Health Organization, traffic accidents are now recognized as the ninth cause of death worldwide. In Iran, traffic accidents after cardiovascular diseases are the second leading cause of death. Materials and Methods: This qualitative study was designed and implemented to determine driver’s views and opinions in two cities of Warsaw, Poland, and Tabriz, Iran, about driver’s high-risk behaviors. This study was conducted using in-depth interviews with 27 drivers. The study results were divided into four main questions about driving behaviors, reasons for driving abnormal behaviors, the prevalence and causes of abnormal behaviors, and suggested measures to correct these behaviors. Results: The study results were divided into six main themes of driving norms, individual factors, social factors, external factors, driving skills, and driving laws. Our findings indicate that drivers are more likely to rely on individual skills in driving in unacceptable conditions. In other words, they ignore the rules and regulations. But, when driving in high standards conditions and good facilities, drivers accept the rules and prioritize them. Conclusion: Internal control should be considered a helpful complement to external control, and that external control provides the highest efficiency when it comes with internal control. To internalize norms and observe driving laws and regulations, the authors suggest removing obstacles such as distrust among drivers regarding the effectiveness of driving laws, unawareness of breaking the laws, lack of job satisfaction, low level of participation, and structural barriers. Also, roads and vehicle safety must be improved along with a better track of the drivers’ behavior.

The COVID-19 pandemic has led to self-isolation and business interruptions around the world. On the basis of measurements of concentrations of an indicator of aerosol emissions from fuel combustion products-black carbon-it is shown that the decrease in economic activity had a significant effect on the pollution of the Moscow atmosphere. The decrease in the intensity of the traffic and the change in the operating mode of industrial and heat-and-power enterprises of the city during the period of restrictive measures in the spring of 2020 were determined by the dynamics of the daily and weekly trend of black carbon levels. The decrease in the fraction of fossil fuel combustion at this time correlates with the increased contribution of biomass combustion in the residential sector and during agricultural fires around the megalopolis. Changes in the intensity and direction of sources of high concentrations of black carbon were observed during the recovery of economic activity in the summer of 2020. The decrease in the concentration of black carbon and fine particles less than 2.5 μm in size (PM2.5) in the urban atmosphere reflects a decline in economic activity and an improvement in air quality and conditions for maintaining the health of the Moscow population during the COVID-19 pandemic.

BACKGROUND Trauma registries are used to identify modifiable injury risk factors for trauma prevention efforts. However, these may miss factors useful for prevention of bicycle-automobile collisions, such as vehicle speeds, driver intoxication, street conditions, and neighborhood characteristics. We hypothesize that (GIS) analysis of trauma registry data matched with a traffic accident database could identify risk factors for bicycle-automobile injuries and better inform injury prevention efforts. METHODS The trauma registry of a US Level I trauma center was used retrospectively to identify bicycle-motor vehicle collision admissions from January 1, 2010, to December 31, 2018. Data collected included demographics, vitals, injury severity scores, toxicology, helmet use, and mortality.Matching with the Statewide Integrated Traffic Records System was done to provide collision, victim and GIS information. The GIS mapping of collisions was done with census tract data including poverty level scoring. Incident hot spot analysis to identify statistically significant incident clusters was done using the Getis Ord Gi* statistic. RESULTS Of 25,535 registry admissions, 531 (2.1%) were bicyclists struck by automobiles, 425 (80.0%) were matched to Statewide Integrated Traffic Records System. Younger age (odds ratio [OR], 1.026; 95% confidence interval [CI], 1.013-1.040, p < 0.001), higher census tract poverty level percentage (OR, 0.976; 95% CI, 0.959-0.993, p = 0.007), and high school or less education (OR, 0.60; 95 CI, 0.381-0.968; p = 0.036) were predictive of not wearing a helmet. Higher census tract poverty level percentage (OR, 1.019; 95% CI, 1.004-1.034; p = 0.012) but not educational level was predictive of toxicology positive-bicyclists in automobile collisions. Geographic information systems analysis identified hot spots in the catchment area for toxicology-positive bicyclists and lack of helmet use. CONCLUSION Combining trauma registry data and matched traffic accident records data with GIS analysis identifies additional risk factors for bicyclist injury. Trauma centers should champion efforts to prospectively link public traffic accident data to their trauma registries. LEVEL OF EVIDENCE Prognostic and Epidemiological, level III.

A one-way travel restriction device is proposed. This device can be used on the road to limit the one-way traffic of vehicles, avoid retrograde, private car parking space will be occupied sometimes, and the unsafe factors such as occupying the road at the construction site or road in dangerous state. At present, the one-way traffic restriction on the road mainly depends on the use of traffic police, which is not only inefficient, but also wastes a lot of human resources. One way travel restriction device can solve the above problems. The one-way travel restriction device has complete functions and works efficiently, quickly and conveniently, which conforms to the requirements of the times. So how to meet the needs of modern people in the development of intelligence, mechanical and electronic information integration of the control operation structure provides the possibility of practicality, has a very large development value and broad market prospects.

Background Accelerated epigenetic age has been proposed as a biomarker of increased aging, which may indicate disruptions in cellular and organ system homeostasis and thus contribute to sensitivity to environmental exposures. Methods Using 497 participants from the CATHGEN cohort, we evaluated whether accelerated epigenetic aging increases cardiovascular sensitivity to traffic-related air pollution (TRAP) exposure. We used residential proximity to major roadways and source apportioned air pollution models as measures of TRAP exposure, and chose peripheral arterial disease (PAD) and blood pressure as outcomes based on previous associations with TRAP. We used Horvath epigenetic age acceleration (AAD) and phenotypic age acceleration (PhenoAAD) as measures of age acceleration, and adjusted all models for chronological age, race, sex, smoking, and socioeconomic status. Results We observed significant interactions between TRAP and both AAD and PhenoAAD. Interactions indicated that increased epigenetic age acceleration elevated associations between proximity to roadways and PAD. Interactions were also observed between AAD and gasoline and diesel source apportioned PM2.5. Conclusion Epigenetic age acceleration may be a biomarker of sensitivity to air pollution, particularly for TRAP in urban cohorts. This presents a novel means by which to understand sensitivity to air pollution and provides a molecular measure of environmental sensitivity.

Late research has established the critical environmental, health and social impacts of traffic in highly populated urban regions. Apart from traffic monitoring, textual analysis of geo-located social media responses can provide an intelligent means in detecting and classifying traffic related events. This paper deals with the content analysis of Twitter textual data using an ensemble of supervised and unsupervised Machine Learning methods in order to cluster and properly classify traffic related events. Voluminous textual data was gathered using innovative Twitter APIs and managed by Big Data cloud methodologies via an Apache Spark system. Events were detected using a traffic related typology and the clustering K-Means model, where related event classification was achieved applying Support Vector Machines (SVM), Convolutional Neural Networks (CNN) and Long Short Term Memory (LSTM) networks. We provide experimental results for 2-class and 3-class classification examples indicating that the ensemble performs with accuracy and F-score reaching 98.5%.

Mobility-related injuries associate with reduced quality of life, greater functional dependence, and quicker mortality in older adults—warranting prevention efforts. One factor elevating injury risk may be persistent low back pain, which can negatively affect cognitive and physical functions essential for safe mobility. Among older adults obtaining license renewal ( n = 1,127), this study examined the association between persistent low back pain and incidence of falls and motor vehicle collisions (MVCs) for up to 15 years. Overall, older adults with persistent low back pain were more likely to have a fall (odds ratio [OR] = 1.54, 95% confidence interval [CI] = [1.34, 1.77]) or MVC (OR = 1.38, 95% CI = [1.07, 1.77]) than those without back pain. Furthermore, the number of falls and MVCs was lower for people with better lower limb and visuospatial function, respectively. Ameliorating pain and functioning in persistent lower back pain might contribute to improved mobility and a reduction of injury-related risk in later life.

This article explores the consequences major power rivalries over connectivity investments have for small states in Asia and thereby contributes to a better understanding of small states' strength and capabilities in an increasingly multipolar world. With reference to the literature on small states, field work, and interviews, the article explores Bangladesh's remarkable success in reaping the benefits from relations with rivalling major powers over the past decade. Three explanatory factors stand out: first, Bangladesh's 'intrinsic' value to major powers increased; second, its political leadership has been particularly adept in dealing with such major powers; and third, systemic factors - the number and kind of major powers with stakes in Bangladesh - has been beneficial. Thus, Bangladesh's foreign policy responses suggest that the competitive nature of connectivity investments substantially improves the autonomy of recipient countries. Moreover, contrary to theoretical expectations, the intensification of major power rivalry so far has not constrained Bangladesh's autonomy. Thus, the case study also exhibits infrastructure investments' limitations as a power resource. Nonetheless, the potentially most beneficial cooperation schemes involving rivalling major powers have become less likely. Consequently, the case study dampens incipient hopes in turning competing connectivity schemes into major power positive-sum games.

This paper presents a system that employs information visualization techniques to analyze urban traffic data and the impact of traffic emissions on urban air quality. Effective visualizations allow citizens and public authorities to identify trends, detect congested road sections at specific times, and perform monitoring and maintenance of traffic sensors. Since road transport is a major source of air pollution, also the impact of traffic on air quality has emerged as a new issue that traffic visualizations should address. Trafair Traffic Dashboard exploits traffic sensor data and traffic flow simulations to create an interactive layout focused on investigating the evolution of traffic in the urban area over time and space. The dashboard is the last step of a complex data framework that starts from the ingestion of traffic sensor observations, anomaly detection, traffic modeling, and also air quality impact analysis. We present the results of applying our proposed framework on two cities (Modena, in Italy, and Santiago de Compostela, in Spain) demonstrating the potential of the dashboard in identifying trends, seasonal events, abnormal behaviors, and understanding how urban vehicle fleet affects air quality. We believe that the framework provides a powerful environment that may guide the public decision-makers through effective analysis of traffic trends devoted to reducing traffic issues and mitigating the polluting effect of transportation.

Background Ambient air pollution can contribute to the development and exacerbation of COPD. However, the influence of air pollution on objective COPD phenotypes, especially from imaging, is not well studied. We investigated the influence of long-term exposure to air pollution on lung function and quantitative imaging measurements in a Korean cohort of participants with and without COPD diagnosis. Methods Study participants (N = 457 including 296 COPD cases) were obtained from the COPD in Dusty Areas (CODA) cohort. Annual average concentrations of particulate matter less than or equal to 10 μm in diameter (PM10) and nitrogen dioxide (NO2) were estimated at the participants’ residential addresses using a spatial air pollution prediction model. All the participants underwent volumetric computerized tomography (CT) and spirometry measurements and completed survey questionnaires. We examined the associations of PM10 and NO2 with FVC, FEV1, emphysema index, and wall area percent, using linear regression models adjusting for age, gender, education, smoking, height, weight, and COPD medication. Results The age of study participants averaged 71.7 years. An interquartile range difference in annual PM10 exposure of 4.4 μg/m3 was associated with 0.13 L lower FVC (95% confidence interval (CI), − 0.22- -0.05, p = 0.003). Emphysema index (mean = 6.36) was higher by 1.13 (95% CI, 0.25–2.02, p = 0.012) and wall area percent (mean = 68.8) was higher by 1.04 (95% CI, 0.27–1.80, p = 0.008). Associations with imaging phenotypes were not observed with NO2. Conclusions Long-term exposure to PM10 correlated with both lung function and COPD-relevant imaging phenotypes in a Korean cohort.

The city of Batna is an important crossroads between coastal cities and the far south. It is also an axis linking East to West across the highlands due to its valuable geographical location and its high demographic increase. As a result, traffic flow problems related mainly to the growing vehicle fleet, as well as the characteristics of the road network and the traffic plan applied, have generated increased needs for motorized travel. It is therefore interesting to establish a diagnosis of the current functioning of the road network in the city of Batna, for more effective management and to help planners anticipate the expected problems. This work will integrate an approach based on the association of the digital database with the use of Geomatics techniques (techniques based on the use of Geographic Information Systems) which can provide a powerful tool for better urban mobility.

STUDY OBJECTIVE:In the current era of frequent chest computed tomography (CT) for adult blunt trauma evaluation, many minor injuries are diagnosed, potentially rendering traditional teachings obsolete. We seek to update teachings in regard to thoracic spine fracture by determining how often such fractures are observed on CT only (ie, not visualized on preceding trauma chest radiograph), the admission rate, mortality, and hospital length of stay of thoracic spine fracture patients, and how often thoracic spine fractures are clinically significant. METHODS:This was a preplanned analysis of prospectively collected data from the NEXUS Chest CT study conducted from 2011 to 2014 at 9 Level I trauma centers. The inclusion criteria were older than 14 years, blunt trauma occurring within 6 hours of emergency department (ED) presentation, and chest imaging (radiography, CT, or both) during ED evaluation. RESULTS:Of 11,477 enrolled subjects, 217 (1.9%) had a thoracic spine fracture; 181 of the 198 thoracic spine fracture patients (91.4%) who had both chest radiograph and CT had their thoracic spine fracture observed on CT only. Half of patients (49.8%) had more than 1 level of thoracic spine fracture, with a mean of 2.1 levels (SD 1.6 levels) of thoracic spine involved. Most patients (62%) had associated thoracic injuries. Compared with patients without thoracic spine fracture, those with it had higher admission rates (88.5% versus 47.2%; difference 41.3%; 95% confidence interval 36.3% to 45%), higher mortality (6.3% versus 4.0%; difference 2.3%; 95% confidence interval 0 to 6.7%), and longer length of stay (median 9 versus 6 days; difference 3 days; P

Traffic congestion impacts economics, health, and productivity. Traffic congestion is increasing in the urban areas and negatively impacts people in these areas due to air pollution, accidents, delays in travel time, and more. In Saudi Arabia, more than 500,000 people have died or been injured because of traffic. To improve this problem, we developed a rewarding system that encourages people to drive during off-peak hours. In addition, the system provides recommendations for a preferred departure time in order to avoid traffic congestion. Recommended departure time is based on historical data. This system will be used to create dataset of drivers and traffic information in order to build an intelligent recommendation system

In the modern world, the phenomenon of space plays a crucial role. The location or location of space can be correlated with its material content, determination of its economic value, when a certain transition of economic value from space to material objects located on it, and from material objects to space is carried out. The substantial uniqueness of large spatial-historical and space-time massifs determines the importance of spatial factors in the modernization processes.

The article substantiates the need to introduce an audit of traffic safety in Ukrainian automobile roads in the face of globalization and efficient public management. The article focuses on improving the level of traffic safety and the system of driving management by introducing a traffic safety audit. Traffic safety audits have been proven to be an important instrument for reducing road traffic accidents and risk of road accidents in many countries around the world. The experience of introducing a traffic safety audits in such foreign countries as Great Britain, Australia, New Zealand, Canada is considered, the possibility of its adaptation to the conditions of Ukraine is analyzed. The analysis of road traffic accidents in Ukraine for the period 2017-2019 is presented. The components of the occurrence of road traffic accidents, the technical and exploitative condition of automobile roads, the number and compliance of the technical condition of vehicles, the economic entities with the traffic ethics are considered. The stages of traffic safety audit are considered; it is specified that the effectiveness and efficiency of traffic safety audit depends on the availability of policies, programs, and the specification of audit procedures. The need to analyze the implementation of traffic safety measures in previous years (as an imperative of traffic safety audit) is proved. It is noted that an important component of traffic safety audit is the transport audit, the components of carrying out a transport audit are presented. The feasibility of analyzing previously implemented measures to prevent road traffic accidents by the authorities of the ministries and departments is proved. The issues of educating and training auditors are considered.

This research is a case study of Search Engine Optimization (SEO) in Palembang Polytechnic of Tourism website. The main objective of this research is to establish a plan for SEO in Palembang Polytechnic of Tourism (http://poltekpar-palembang.ac.id/) and to improve online visibility and ranking position in search engines (Google). It aims to bring in more international traffic and students to visit the website. SEO is a digital marketing technique to increase web accessibility. In the globalization world, people use search engines, such as Google, to know or find out more about various topics quickly and visually. Through a bibliographic review and qualitative analysis, the research focuses on the understanding of what SEO is and its implementation for the Palembang Polytechnic of Tourism website. The results show that the most important thing in making SEO plans is to increase visibility and branding on search engines (Google). SEO is done by developing website content and setting keywords as backlinks.

BackgroundA step change in the night environment is taking place, with the large-scale installation of bright, broad-spectrum road lighting such as white light-emitting diodes (LEDs). One justification for this is a reduction in road traffic collisions (RTCs). This study aimed to estimate the effect of new lighting on personal injury RTCs within a large UK city.MethodsWe analysed a 9-year time series of weekly RTC personal injury counts in 132 areas of the city using multilevel modelling. The RTC rate over a full 24-hour period was the primary outcome; darkness and daylight RTC rates were secondary. The background change in RTC rate was separated from the change associated with the number of newly installed bright lamps by including a polynomial underlying time trend for the logarithm of the mean number of collisions per week for each area. The study was based on a rigorous, predesigned and archived protocol.ResultsWithin-area coefficients for the broad lighting effect were positive; as the number of bright lamps in an area increased, so did the RTC rate. The estimate for the increase in the within-area 24-hour RTC rate is 11% (95% CI 2% to 20%). The estimate of darkness-only RTCs is 16% (95% CI 2% to 32%). If the effect of lighting on darkness RTC rate is adjusted by that for daylight, one obtains 4% (95% CI −12% to +23%).ConclusionNo evidence was found for bright lamps leading to an improvement in road safety in any of the analyses. For this city, introducing brighter road lighting may have compromised safety rather than reducing harm.

Background: In many low and middle-income countries (LMICs), timely access to emergency healthcare services is limited. In urban settings, traffic can have a significant impact on travel time, leading to life-threatening delays for time-sensitive injuries and medical emergencies. In this study, we examined travel times to hospitals in Nairobi, Kenya, one of the largest and most congested cities in the developing world. Methods: We used a network approach to estimate average minimum travel times to different types of hospitals (e.g. ownership and level of care) in Nairobi under both congested and uncongested traffic conditions. We also examined the correlation between travel time and socioeconomic status. Results: We estimate the average minimum travel time during uncongested traffic conditions to any level 4 health facility (primary hospitals) or above in Nairobi to be 4.5 min (IQR 2.5–6.1). Traffic added an average of 9.0 min (a 200% increase). In uncongested conditions, we estimate an average travel time of 7.9 min (IQR 5.1–10.4) to level 5 facilities (secondary hospitals) and 11.6 min (IQR 8.5–14.2) to Kenyatta National Hospital, the only level 6 facility (tertiary hospital) in the country. Traffic congestion added an average of 13.1 and 16.0 min (166% and 138% increase) to travel times to level 5 and level 6 facilities, respectively. For individuals living below the poverty line, we estimate that preferential use of public or faith-based facilities could increase travel time by as much as 65%. Conclusion: Average travel times to health facilities capable of providing emergency care in Nairobi are quite low, but traffic congestion double or triple estimated travel times. Furthermore, we estimate significant disparities in timely access to care for those individuals living under the poverty line who preferentially seek care in public or faith-based facilities. Keywords: Emergency care, Kenya, Traffic, Poverty

Background Pediatric allergic diseases are a major public health concern, and previous studies have suggested that exposure to traffic-related air pollution (TRAP) exposure is a risk factor. These studies have typically assessed TRAP exposure using traffic measures, such as distance to major roads, or by modeling air pollutant concentrations; however inconsistent associations with pediatric allergic diseases have often been found. Using road proximity and density, we previously found an association between TRAP and atopic eczema among approximately 15,000 children living in Seoul, Korea, heavily populated and highly polluted city in which traffic is a major emission source. We aimed to conduct a parallel analysis using modeled air pollution concentrations and thus examine the consistency of the association. Specifically, we examined the associations of individual-level annual-average concentrations of NO2, PM10, and PM2.5 with symptoms and diagnoses of three pediatric allergic diseases including asthma, allergic rhinitis, and atopic eczema. Methods The study population included 14,614 children from the Seoul Atopy Friendly School Project Survey in Seoul, Korea, in 2010. To assess individual exposures to TRAP among these children, we predicted annual-average concentrations of NO2, PM10, and PM2.5 at the children’s home addresses in 2010 using universal kriging and land use regression models along with regulatory air quality monitoring data and geographic characteristics. Then, we estimated odds ratios (ORs) of the three allergic diseases for interquartile increases in air pollution concentrations after adjusting for individual risk factors in mixed effects logistic regression. Results Symptoms and diagnoses of atopic eczema symptoms showed an association with NO2 (OR = 1.07, 95% confidence interval = 1.02–1.13; 1.08, 1.03–1.14) and PM10 (1.06, 1.01–1.12; 1.07, 1.01–1.13). ORs of PM2.5 were positive but not statistically significant (1.01, 0.95–1.07; 1.04, 0.98–1.10). No association was found between asthma and allergic rhinitis, although PM2.5 showed a marginal association with allergic rhinitis. Conclusions Our consistent findings regarding the association between TRAP and the prevalence of atopic eczema using traffic measures and surrogate air pollutants suggested the effect of TRAP on children’s health. Follow-up studies should elucidate the causal link, to support subsequent policy considerations and minimize adverse health effects in children.

Graphical abstract, Highlights • School travel policy and practices predominantly focus on road traffic safety. • Support from local government was the anchor of school travel policies and practices. • Safe pedestrian crossings around school may facilitate active school travel. • Biking and public transport to school was inequitable by school socioeconomic status. • An intersectoral approach is needed to support active school travel., Active school travel contributes to children’s physical, mental and social wellbeing. The prevalence of children’s active school travel, however, has been declining in many developed countries. Gaining insights into school culture and environments in relation to school travel behaviour is crucial to inform interventions. Using a multiphase mixed methods approach, this study aimed to provide a comprehensive understanding of how school policies and practices supported or inhibited school travel behaviour in Auckland, New Zealand. Data were drawn from Neighbourhoods for Active Kids, a cross-sectional study of 1085 children aged 8–13 years between February 2015 and December 2016. School representatives were interviewed regarding their policies and practices related to school travel behaviour and traffic around school, and the data were analysed thematically. An overarching theme, sub-themes and categories were contextualised for quantitative modelling using objectively measured school variables (school socioeconomic status, active school travel programme, built environments around school). Mixed effects multinomial logistic regression models were employed to determine associations between school travel mode and objectively measured child (sociodemographic characteristics, traffic safety perceptions) and school variables. Safety was the core concept of school travel policies, procedures and programmes. Significant differences in child variables, school socioeconomic status, and cycle lanes and traffic lights around school were found between children who actively travelled or used public transport to school and those driven to school. Overall, this study demonstrated the important role of school policy and procedures and the potential application of an intersectoral approach for interventions to support changes in school travel behaviour.

Objective: to analyze the association between work overload and risk behaviors adopted by motorcyclists. Method: a cross-sectional study of injured motorcycle drivers hospitalized at the Hospital da Restauração Governador Paulo Guerra in the city of Recife, PE, from May to September 2016. A questionnaire was applied containing sociodemographic variables related to work overload and risk behaviors adoption. Odds Ratio (OR) and 95% Confidence Interval were used to analyze the association between the variables. Results: there was a predominance of males (97.6%), mean age 31.44 years (SD = 9.50). There was an association of sleep/fatigue at the accident time with difficulties carrying out work tasks (OR = 3.7), feeling tired during work (OR = 4.6) and feeling under pressure to carry out work tasks (OR = 3.5). Conclusion: work overload was associated with risk behaviors adoption. It is believed that this fact can have an impact on the occurrence and severity of accidents. RESUMEN Objetivo: analizar la asociación entre sobrecarga de trabajo y comportamiento de riesgo adoptado por los motociclistas. Método: El estudio transversal con trabajadores accidentados conductores de motocicletas, internados en el Hospital da Restauração Governador Paulo Guerra en Recife-PE, en el período de mayo a septiembre de 2016. Se aplicó un cuestionario que contenía variables sociodemográficas relacionadas con la sobrecarga de trabajo y la adopción de comportamientos de riesgo. Para el análisis de la asociación entre las variables, se utilizó el Odds Ratio (OR) y el Intervalo de Confianza del 95%. Resultados: se observó predominio del sexo masculino (97,6%), con media de edad 31,44 años (DE = 9,50). Se observó una asociación de sueño/fatiga en el momento del accidente con dificultades en realizar tareas de trabajo (OR = 3,7), sentirse cansado durante el trabajo (OR = 4,6) y sentirse presionado a realizar tareas de trabajo (OR = 3,7) OR = 3,5). Conclusión: la sobrecarga de trabajo se asoció a la adopción de comportamiento de riesgo. Se cree que tal hecho puede repercutir en la ocurrencia y gravedad de los accidentes. RESUMO Objetivo: analisar a associação entre sobrecarga de trabalho e comportamento de risco adotado por motociclistas. Método: estudo transversal com trabalhadores acidentados condutores de motocicletas, internados no Hospital da Restauração Governador Paulo Guerra no Recife-PE, no período de maio a setembro de 2016. Aplicou-se um questionário contendo variáveis sociodemográficas relacionadas à sobrecarga de trabalho e adoção de comportamentos de risco. Para análise da associação entre as variáveis, utilizou-se Odds Ratio (OR) e Intervalo de Confiança de 95%. Resultados: observou-se predomínio do sexo masculino (97,6%), com média de idade 31,44 anos (DP = 9,50). Houve associação de sono/fadiga no momento do acidente com dificuldades em realizar tarefas de trabalho (OR = 3,7), sentir-se cansado durante o trabalho (OR = 4,6) e sentir-se pressionado a realizar tarefas de trabalho (OR = 3,5). Conclusão: a sobrecarga de trabalho associou-se à adoção de comportamento de risco. Acredita-se que tal fato pode repercutir na ocorrência e gravidade dos acidentes.

Objective: The aim of study was to conduct a time-based analysis to utilize the obtained knowledge for forecasting the trend of accidents in the future. Methods: The present study, which was conducted as a cross-sectional research, investigated deaths from traffic accidents in Fars Province during a five-year period from 2013 to 2018. The pseudo-regression model of Spline was used to predict the increase in mortality rate by 2021. Results: The forecasted values indicated a decline in deaths from traffic accidents by 2021. A total of 8020 records of accidents leading to death were included in the study. The mean mortality rate from traffic accidents in the province was approximately estimated to be 33.7 per 100,000 populations. More than half of the people who died (52.36%) were in a car, 25.57% were motorcycle riders, and 19.93% were pedestrians. The highest rate of deaths was observed in the age group of 16 to 25 years old (21.5%). The data indicated a reduction in the rate of death among car riders and pedestrians and an increase in the number of deaths among motorcycle riders. The trend of deaths occurred outside the city had been increasing while the trend of deaths occurred inside the city had been decreasing. Conclusion: The present regulations are only able to reduce a small number of deaths each year. In order to achieve a downward trend in mortality with a steeper pace, it is necessary to design and implement more intelligent standards, not merely the stricter ones. This project has been approved by the research ethic committee, as well as, supported with grant number of 97-01-38-17825 by Shiraz University of Medical Sciences in Shiraz, Iran.

The article is aimed at forming methodical approaches to assessing the efficiency of advertising brand content on social networks from the point of view of the target audience. A comparative analysis of the perception of advertising content of the Pepsi brand by the target audience is carried out. Measurements of marketing communication targets on the social networks Facebook and Instagram are characterized. Using the statistical analysis method, the task setting of modeling the selection of communication instruments that correspond to the objectives of advertising campaign is described. The criteria for evaluating the efficiency of instruments on social networks have been formed as follows: duration of attraction, coverage and audience displays, advertising costs, ad message handling, etc. The target indicators of the efficiency of communication instruments are estimated from the perspective of the advertiser to achieve the goals of attracting unique users, increasing the degree of customer loyalty and customer retention, image advertising. The principle of the perception of advertising content by the target audience on social networks Facebook and Instagram is substantiated. The effectiveness of the viral, advertising and organic coverage, displays and activity of unique users are analyzed. This study helped to evaluate the impact of selected advertising tools on achieving the goals of an advertising campaign to improve the informative decision-making process for choosing marketing communications. In particular, three rubrics and their statistic indicators were considered, which identified that targeted advertising should be used to increase a brand coverage. The largest audience coverage for the Pepsi brand is achieved only in a paid way, in particular the percentage of targeted advertising coverage is 99.47%, while organic and viral coverage - less than 1%.

Objectives To investigate the prevalence and severity of maxillofacial fractures resulting from motor vehicle accidents (MVAs) at King Abdulaziz Medical City (KAMC), Riyadh, Saudi Arabia. Materials and methods A cross-sectional study of 325 males (89%) and 47 females (9%) was conducted that retrospectively reviewed records of patients referred to oral and maxillofacial surgery department from emergency department from 1st January 2016 to 31st December 2017 at KAMC, Riyadh. Results A total of 372 subjects were included in the study. MVAs (80%) were the most prevalent cause of trauma. The age range most susceptible to MVAs was between 20 and 24 years old (28%). The most common site of fracture was the midface (64%), specifically orbit (32%). For mandibular fractures, the subcondylar was the most common site of fractures (19%). The most common treatment approach was conservative (65%). In terms of severity, approximately half of patients needed admission to the intensive care unit (ICU) (50%); the mean score on the Glasgow Coma Scale (GCS) was 11.34, but most scores fell in the mild range; and (68%) of subjects presented with other associated systemic injuries, especially orthopedic injuries (36%). Conclusions MVAs were the main cause of trauma and affected mainly young males. The most common site of fracture was midface, specifically orbit. Subcondylar was the most prevalent fracture site for mandibular fractures. The severity of MVAs injuries was significantly higher compared to non-MVAs injuries. We suggest enforcing legislation and regulations on road safety such as the use of compulsory seat belts.

In this commentary, we present a follow-up of two articles published in 2017 and 2018 about road traffic crashes, which is an important public health issue in Africa and Burkina Faso. The first article reported on a research project, conducted in partnership with local actors involved in road safety, carried out in Ouagadougou in 2015. Its aim was to test the effectiveness, acceptability, and capacity of a surveillance system to assess the number of road traffic crashes and their consequences on the health of crash victims. Several knowledge translation activities were carried out to maximize its impact and were reported in the 2018 article published in HRPS: monthly reports presenting the research data, large-format printed maps distributed to the city’s police stations, and a deliberative workshop held at the end of the research project. The present commentary presents our efforts to deepen our understanding of the impacts of the knowledge translation strategy, based on follow-up interviews, 18 months after the workshop, with the heads of the road traffic crash units in Ouagadougou police stations (n = 5). Several benefits were reported by respondents. Their involvement in the process prompted them to broaden their knowledge of other ways of dealing with the issue of road crashes. This led them, sometimes with their colleagues, to intervene differently: more rapid response at collision sites, increased surveillance of dangerous intersections, user awareness-raising on the importance of the highway code, etc. However, sustaining these actions over the longer term has proven difficult. Several lessons were derived from this experience, regarding the importance of producing useful and locally applicable research data, of ensuring the acceptability of the technologies used for data collection, of using collaborative approaches in research and knowledge translation, of ensuring the visibility of actions undertaken by actors in the field, and of involving decision-makers in the research process to maximize its impacts.

Tourism is of great importance to European economies, but environmental degradation could reduce the attractiveness of many European destinations considerably. This is even more evident if the future of tourism is depicted in the UN’s Agenda 2030 for Sustainable Development. However, official statistics on the environmental impact of tourism provide only partial information, and almost always with an “accounting scheme” approach, such as occasional and experimental experiences on integrated economic and environmental accounts of tourism. It is necessary to enrich the activity of monitoring and measuring the impact of tourism on the environment and implement policies aimed at increasing the sustainability of the sector. This work intends to contribute to extending information about the theme, providing a new approach based on the integration of official data to study the relationship between tourism and the environment. In detail, the objective of the work is to estimate the level of emissions—in terms of the primary air pollutants—produced by tourists travelling in Italy by road transport in the period 2015–2019. Even if much has to be done to improve the knowledge on the tourism–environment nexus, this paper represents a first relevant step towards an approach that can be easily implemented in all EU countries.

The automotive industry has been transformed through technological progress during the past decade. Vehicles are equipped with multiple computing devices that offer safety, driving assistance, or multimedia services. Despite these advancements, when an incident occurs, such as a car crash, the involved parties often do not take advantage of the technological capabilities of modern vehicles and attempt to assign liability for the incident to a specific vehicle based upon witness statements. In this paper, we propose a secure, decentralized, blockchain-based platform that can be employed to store encrypted position and velocity values for vehicles in a smart city environment. Such data can be decrypted when the need arises, either through the vehicle driver’s consent or through the consensus of different authorities. The proposed platform also offers an automated way to resolve disputes between involved parties. A simulation has been conducted upon a mobility traffic dataset for a typical day in the city of Cologne to assess the applicability of the proposed methodology to real-world scenarios and the infrastructure requirements that such an application would have.

Driving with too short of a safety distance is a common problem in road traffic, often with traffic accidents as a consequence. Research has identified a lack of vehicle-mountable devices for alerting the drivers of trailing vehicles about keeping a sufficient safe distance. The principal requirements for such a device were defined. A conceptual study was performed in order to select the components for the integration of the device. Based on the results of this study, a working prototype of a flexible, self-contained device was designed, built and tested. The device is intended to be mounted on the rear of a vehicle. It uses radar as the primary distance sensor, assisted with a GPS receiver for velocity measurement. A Raspberry Pi single-board computer is used for data acquisition and processing. The alerts are shown on an LED-matrix display mounted on the rear of the host vehicle. The device software is written in Python and provides automatic operation without requiring any user intervention. The tests have shown that the device is usable on almost any motor vehicle and performs reliably in simulated and real traffic. The open issues and possibilities for future improvements are presented in the Discussion.

Road development, traffic intensification, and collisions with wildlife represent a danger both for road safety and species conservation. For planners, deciding which mitigation methods to apply is often problematic. Through a kernel density estimate, we analyzed 715 crossing locations and wildlife–vehicle collisions (WVCs) involving brown bears, lynx, wolf, red deer, roe deer, and wild boar in the Southeastern Carpathian Mountains. We identified 25 WVC hotspots, of which eight require urgent mitigation of existing infrastructure. Moreover, many of these hotspots are in Natura 2000 sites, along road sections where vegetation is in close proximity, animal movement is the highest, and driver visibility is low. Our study is the first in Romania to recommend practical solutions to remediate WVC hotspots and benefit sustainable landscape management.

Promoting walking or cycling and reducing cars’ use is one of the city planners’ main targets, contributing to a sustainable transport method. Yet, the number of vehicles worldwide is increasing as fast as the population, and motorized mobility has become the primary transport method in most cities. Here, we consider modal share as an emergent behaviour of personal decisions. All individuals minimize their commuting time and reach an equilibrium under which no person is willing to change their transportation mode. In terms of the minimum travel time, the best-case scenario is used to determine the extra commuting time and the excess cars, computed as a social inefficiency. Results show that commuting times could increase up to 25% with many more vehicles than optimum. Paradoxically, all individuals trying to minimize their time could collectively reach the maximum commuting times in the extreme case, with all individuals driving during rush hour.

Background: Epidemiological data regarding the causes, patterns, severity, and outcomes of traumatic brain injury (TBI) are essential to plan for preventive strategies addressing this public health epidemic. The main aim of this study is to explore the patterns and causes of traumatic brain injury at two trauma centers. Methods: A retrospective cohort study was conducted using a pre-tested validated data collection sheet. Data were collected from the medical records and electronic database of patients who presented to the emergency department with head trauma. Variables including the mechanisms, patterns of the injury, accompanying injuries, level of consciousness, and hospitalization duration were investigated for any possible association. Results: A total of 269 patients (78% males, 22% females) who satisfied our study criteria were included in the final analysis. Motor vehicle collisions were the most common reason for traumatic brain injury (57.6%) followed by falls (28.3%). There was a statistically significant association observed between type of hemorrhage and Glasgow coma scale at initial presentation (P < 0.05). Conclusion: The most common cause of traumatic brain injury is motor vehicle collisions, followed by falls. The public should be made aware of the importance of using safety and precautionary measures to minimize the impact of traumatic brain injuries. Educational programs for neurotrauma prevention can be developed and utilized as a blueprint for local hospitals and officials in the country.

Introduction: The work environment is one of the main causes of allergic rhinitis. The majority of vendors in Dakar work in places close to roads that are very frequented by vehicles, exposing them to increased air pollution. The study determined the prevalence of allergic rhinitis and its associated risk factors in these vendors. Methods: This was a cross-sectional survey based on a structured questionnaire, conducted among vendors in the neighborhoods of HLM, Medina and Petersen in Dakar, Senegal. A total of 200 vendors were interviewed. Symptoms of allergic rhinitis were defined as the simultaneous presence of rhinorrhea, nasal congestion and sneezing in the absence of respiratory infection. A logistic regression analysis was performed to determine the relationship between socio-demographic characteristics, occupational factors, and allergic rhinitis. Results: Results of the study show a prevalence of 43% of allergic rhinitis among vendors. Multivariate analysis showed that the independent factors associated with allergic rhinitis in these vendors were age [OR: 3.28 (1.02 - 10.51)], working area [OR: 8.31 (2.39 - 28.95)], exposure to multiple sources of pollution [OR: 4.08 (1.43 - 11.63)], and recurrent cold [OR: 4.39 (1.15 - 16.85)]. Conclusion: The prevalence of allergic rhinitis was high among vendors in Dakar. With the rapid and continuous urbanization process, more and more people are exposed to high levels of air pollution. Our data suggest that exposure to air pollution at the workplace in vendors could lead to allergic rhinitis.

Consideration of the traffic generated by inter-urban road investments is important for assessing their economic feasibility and external costs and for designing sustainable road maintenance strategies. While the literature and evidence on generated traffic is growing, it has almost exclusively focused on advanced economies. In contrast, readily available methodologies for predicting the generated traffic impacts are lacking in low and middle income countries (LMICs), where most of the future road investments will be made and where detailed travel demand models and data that would be needed to feed them are often not available. This study attempts to fill this gap by specifically focusing on observed traffic growth and its drivers in developing countries. After reviewing the literature on generated traffic modelling, it presents empirical evidence on the characteristics and outcomes of inter-urban road projects implemented over the last three decades across 68 LMICs. The study quantifies the statistical association between, on the one hand, the travel time or vehicle operating cost (VOC) savings resulting from the road improvement and, on the other hand, the observed short-term growth in traffic on the project roads. Controlling for a range of macro-economic and project-level attributes, both travel time savings and VOC reductions are found to have a statistically significant, positive association with observed short-term traffic growth of a magnitude that much exceeds the elasticities reported in developed country literature. Population growth in the project country/State/province during the project implementation period is also found to have a large, positive association with traffic growth, while per capita income growth is found to have a marginal effect. Toll roads (albeit representing a small share of the sample) are found to have statistically significantly lower observed traffic growth compared to non-toll roads even after controlling for the other project characteristics.

No abstract available.

Objective This study aimed to examine whether injury severity differs with respect to age among elderly pedestrians involved in traffic accidents and identify factors affecting injury severity. Methods Using emergency department-based injury in-depth surveillance data, we analyzed the data of patients aged ≥60 years who were victims of pedestrian traffic accidents during 2011 to 2016. The pedestrians' ages were divided into 5-year age strata beginning at 60 years. In a multivariate analysis, injury severity was classified as severe to critical or mild to moderate. Results The analysis included 10,449 patients. All age groups had a female predominance, and accidents most frequently occurred during the early morning. Multivariate analyses revealed that compared to the 60 to 64 years group, the odds ratios for incurring a severe injury were 1.18 (95% confidence interval [CI], 1.02 to 1.37) for the 65 to 69 years group, 1.42 (95% CI, 1.23 to 1.64) for the 70 to 74 years group, 1.70 (95% CI, 1.45 to 1.98) for the 75 to 79 years group, and 1.83 (95% CI, 1.56 to 2.15) for the ≥80 years group. Conclusion In this study of emergency department-based data, we found that injury severity increased with age among elderly victims of traffic accidents. Furthermore, injury severity varied with respect to sex, time and location of the accident, and type of vehicle involved. Therefore, measures intended to reduce and prevent traffic accidents involving elderly pedestrians should consider these findings.

Walking is one of the oldest means of mobility. It is an indispensable necessity to reach destinations despite the fact that walking or walking is one of everyday activities of man, which have positive effects on health, and activity on the one hand; vehicles cannot reach destinations only required by often walking from the other. The main problem address by the research is the random passage of the sieve and uncontrolled when it is most designs for the city’s road network have not addressed. This fundamental problem as well as the lack of a city to the safe facilities to cross the pedestrian. Therefore, this paper is a trial to study and analyze the current reality of crossing the sap then find solutions and treatments that reduce or limit the overlap between different traffic events and events crossing the pedestrian. Field data on the syllabic traffic volumes collected in all areas of the study (peak hour volume) and the photographic technique method. The study chose four areas to study the sap (60th Street, 40th Street, Al-Hussein, intersection circle at Babel Health Department), which are residential, commercial and educational zones, representing diversity in land use and scheme sidewalk and the design of the city of Hilla. The study attempted to show the state of lateral walks. The study also used the questionnaire method (interview survey) to determine the suitability of pedestrian bridges in transit and land transit. The study concluded that the area of Al-Hussein represents the highest traffic volumes of the sieve in addition to the lack of it the sidewalks in terms of absorption and quality and abuses. As well as the reluctance to use pedestrian bridges in transit in the area of 60th Street through high ground transit time, which necessitates the establishment of dual-step (fixed and mobile) – legislation and education through all means.

Road traffic accidents are the leading cause of death in international travelers. With the growth of international travel, the number of visitors who rent a vehicle upon arrival at their destination by air or by sea is expected to increase. Jet lag is a well-recognized maladaptation to international travel across multiple time zones. Little is known about the possible influence of jet lag symptoms on the risk of road traffic collisions. Lack of awareness or failure to recognize the debilitating effects of jet lag and driving immediately after a long-haul flight put the driver at risk of a fatal road traffic accident. This article summarizes the available evidence and suggests reasonable approaches which may serve to minimize the risk of jet lag-induced driver fatigue leading to road injuries and deaths. The future research agenda should focus on routinely recording whether jet lag was a co-factor in road traffic accidents, analyzing the effectiveness of public awareness campaigns to highlight this neglected issue, and investigating the impact of jet lag on pedestrian road safety.

The implementation of wireless data transmission technology and, in turn, increasing the efficiency of the functioning of the automatic control systems the aviation gas turbine engines by determining their self-similarity of operating modes will ensure the mobility of control and diagnostics by the nodes of the gas turbine engine (GTE), the definition of resources and their use, and the reduction of the cost of their maintenance. The paper deals with the issue of the appropriate location of the wireless module operation of the electronic control system within the fractal and multifractal wavelet models of the individual components of the telecommunication IEEE 802.15.4 traffic and the transmission of information through the switch node of the packet switching, which allows conducting research methods choice of parameters of telecommunication networks in the conditions of precisely and approximate given input data. The researches of the influence of mono and multifractality of network traffic for the characteristics of queuing on an overloaded mobile communication system server has been conducted and recommendations for IEEE 802.15.4 communication channels electronic turbo propeller fan engine control system has been proposed.