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Although vehicles may be used in a wide variety of suicides, this has not been a focus in the forensic literature. Thus, an analysis of coronial autopsy reports at Forensic Science SA, Adelaide, South Australia over a 16-year period from January 2005 to December 2020 was undertaken to provide an overview of cases in which it was considered that a vehicle had been integral to the successful completion of a suicide. De-identified details were collected from all cases in which a vehicle had facilitated or been used as a method of suicide. A number of different types of vehicle-related suicide methods were identified, including cases where vehicles had been used as secure places for suicide or where the vehicle had been used to cause significant blunt force trauma or to enter a lethal environment such as water. Specific examples were taken from the following categories: (1) inhalation of gas, (2) drug toxicity, (3) hanging or ligature strangulation, (4) self-immolation, (5) drowning, (6) vehicle collision, (7) driving off a cliff, (8) jumping or lying in front of a vehicle and (9) the use of more than one method (i.e. complex). This report is not intended to provide an epidemiological analysis of car-related suicides. Instead, the details of selected cases have been used to illustrate the spectrum of methods that may be used in vehicle-assisted suicides.

Introduction: Motor-vehicle crashes are a leading cause of death among children in the United States, and almost one-fourth of all trips by school-aged children are trips to and from school. This study sought to determine how children (5-18years) travel to and from school and, among those living ≤1mile of school, to explore the role of school bus service eligibility on school travel mode., Methods: We used national 2012 survey data to determine prevalence of usual school travel mode, stratified by distance from school. For those living ≤1mile of school, multivariable regression was conducted to assess the association between bus service eligibility and walking or bicycling., Results: Almost half (46.6%) of all children rode in passenger vehicles (PV) to school and 41.8% did so for the trip home. Results were similar among those living ≤1mile (48.1%, PV to school; 41.3%, PV to home). Among those living ≤1mile, 21.9% and 28.4% of children walked or bicycled to and from school, respectively. Ineligibility for school bus service was strongly associated with walking or bicycling to school [adjusted prevalence ratio (aPR: 5.36; p<0.001)] and from school (aPR: 5.36; p<0.001)., Conclusions: Regardless of distance from school, passenger vehicles were a common mode of travel. For children who live close to school, the role that school bus service eligibility plays in walking or bicycling deserves further consideration., Practical Applications: Given the large proportion of children who use passenger vehicles for school travel, effective interventions can be adopted to increase proper child restraint and seat belt use and reduce crash risks among teen drivers. Better understanding of conditions under which bus service is offered to children who live close to school could inform efforts to improve pedestrian and bicyclist safety for school travel., (Published by Elsevier Ltd.)

Problem: Roadway incidents are the leading cause of work-related death in the United States., Methods: The objective of this research was to evaluate whether two types of feedback from a commercially available in-vehicle monitoring system (IVMS) would reduce the incidence of risky driving behaviors in drivers from two companies. IVMS were installed in 315 vehicles representing the industries of local truck transportation and oil and gas support operations, and data were collected over an approximate two-year period in intervention and control groups. In one period, intervention group drivers were given feedback from in-cab warning lights from an IVMS that indicated occurrence of harsh vehicle maneuvers. In another period, intervention group drivers viewed video recordings of their risky driving behaviors with supervisors, and were coached by supervisors on safe driving practices., Results: Risky driving behaviors declined significantly more during the period with coaching plus instant feedback with lights in comparison to the period with lights-only feedback (ORadj=0.61 95% CI 0.43-0.86; Holm-adjusted p=0.035) and the control group (ORadj=0.52 95% CI 0.33-0.82; Holm-adjusted p=0.032). Lights-only feedback was not found to be significantly different than the control group's decline from baseline (ORadj=0.86 95% CI 0.51-1.43; Holm-adjusted p>0.05)., Conclusions: The largest decline in the rate of risky driving behaviors occurred when feedback included both supervisory coaching and lights., Practical Applications: Supervisory coaching is an effective form of feedback to improve driving habits in the workplace. The potential advantages and limitations of this IVMS-based intervention program are discussed., (Published by Elsevier Ltd.)

This article is of a scientific and research nature and covers the subject of offences defined in Article 306c of the Criminal Code, which has been in force since 1 October 2023. It addresses, inter alia, the counterfeiting or altering of a motor vehicle registration plate to use it as an authentic one (§ 1) and using it as an authentic one (§ 2). The primary research goal is to assess the reasonableness of introducing this provision into the Criminal Code and the correctness of determining the conditions for its application and its objective scope. The assumption is that the criminalisation of such behaviour could be an effective weapon in combating the phenomenon of fuel theft from petrol stations, as the perpetrators of these thefts usually attach counterfeit plates to their vehicles. The analysis covers the object of protection of this provision, the types of this crime, their elements such as counterfeiting and alteration, the concept of a registration plate, the legalisation of the plate, the purpose of the causative behaviour, and the concept of a motor vehicle. It is sufficient to use the normative and dogmatic method to analyse the issues. [ABSTRACT FROM AUTHOR]

This study combined the real-time monitoring and investigation of traffic flows to comprehensively analyze the road traffic flow and vehicle structure in downtown Beijing. A dynamic emission inventory of motor vehicle air pollutants in downtown Beijing in 2021 was established, and the impact of these emissions on air quality was simulated and quantified, and different emission reduction control scenarios were proposed to evaluate their environmental improvement effects and explore measures to mitigate the impact of pollution emissions. The results show that the high traffic flow and the structure of the motor vehicle emissions in downtown Beijing are the main causes of severe motor vehicle pollution. Monitoring data shows that traffic flow in central Beijing is dominated by small passenger vehicles, while the vehicle mix is better than in other regions, with 72.0% of vehicles meeting "National V" or higher emission standards. However, to achieve higher air quality goals, further reducing vehicle emissions is necessary. Based on dynamic traffic flow, the average daily emissions of nitrogen oxides (NO X), particulate matters(PM 2.5) and volatile organic compounds(VOC) from motor vehicles in central Beijing are 17.7 tons, 0.6 tons and 14.0 tons, respectively, accounting for 23.0% of the city's average daily motor vehicle emissions. If a zero-emission zone for motor vehicles were implemented in central Beijing, the annual average emission level of pollutants will be reduced by 10.4% to 21.0%. The designation of ultra-low emission zones for motor vehicles could be effective in improving the air quality in the center of Beijing. [Display omitted] [ABSTRACT FROM AUTHOR]

Motor vehicles are a major source of air pollutants in Beijing; reducing their emissions is important for achieving air quality standards and continued air quality improvement. Although the environmental benefit of electric vehicles (EVs) is acknowledged globally, the impact of replacing gasoline and diesel vehicles with EVs in megacities like Beijing has not yet been fully analyzed. This study examines how EV development impacts air quality improvement in Beijing. Based on the emissions of various vehicle types and the feasibility of their replacement, the reduction in air pollutants (CO, NOx, PM, and HC) emissions from EV deployment is estimated. Different EV development scenarios are simulated to investigate differences in air quality improvement. Through the implementation of the Clean Air Action Plan and the Pollution Prevention and Control Action Plan, Beijing has accelerated changes in vehicle structures and prompted rapid EV development. Vehicle electrification produces different environmental benefits in the use stage, depending on vehicle type. The electrification of large gasoline passenger cars has the highest environmental benefit, with an annual reduction of approximately 1.7 tons of air pollutant emissions per vehicle, followed by the electrification of diesel vehicles. To further improve Beijing's air quality to achieve the goal of 15 µg/m3 PM2.5 by 2035, approximately 2.4 million fossil fuel vehicles must be replaced by EVs, including 84% of small passenger cars and 9% of logistics trucks. Given the small number of EVs currently in Beijing, vehicle electrification must be further promoted and accelerated over the next 15 years. [ABSTRACT FROM AUTHOR]

Introduction/purpose: Motor vehicles are complex dynamic systems due to spatial displacements, changes in the characteristics of components during their lifetime, a large number of influences and disturbances, the appearance of backlash, friction, hysteresis, etc. The aforementioned dynamic phenomena, especially vibrations, cause driver and passenger fatigue, reduce the lifetime of the vehicle and its systems, etc. Methods: In general, the movement of vehicles is carried out on uneven roads and curvilinear paths in the road. Not only do oscillatory movements cause material fatigue of vehicle parts, but they also have a negative effect on people's health. That is why special attention must be paid to the coordination of the mutual movement of the subsystems, and in particular, the vehicle suspension system, even at the stage of the motor vehicle design. For these purposes, theoretical, experimental or combined methods can be used. Therefore, it is very useful to have the experimental results of the oscillations of the vehicle subsystem in operating conditions, so the aim of this work was to use the movement of the 4x4 drive FAP 1118 vehicle in operating conditions (due to higher speeds - in road conditions) to define the conditions for testing oscillatory loads in laboratory conditions. Results:This is made possible by registering and identifying statistical parameters of registered quantities. Conclusion: Based on the measured data, the research can be programmed on shakers in laboratory conditions, and, at the same time, the size to be reproduced can be chosen as well. [ABSTRACT FROM AUTHOR]

The automotive industry has always represented a key sector within the economy of any country. Moreover, its significant contribution to the gross domestic product of many countries transformed this industry into one of the main pillars of the global economy. Therefore, numerous countries have built and produced various motor vehicles on different continents. The purpose of the paper is to briefly present and analyze the evolution of the world motor vehicle production on the four continents (Europe, America, Asia-Oceania, and Africa) in the period 2018-2022. The research methodology is based on a qualitative research method. The paper shows that the pre-pandemic period was a better period for the automotive industry than the pandemic period. Also, it demonstrates that Asia- Oceania dominates the production hierarchy by continents. [ABSTRACT FROM AUTHOR]

Objectives: This study derives the statistical power of the common hit rates test of taste-based discrimination in police searches. It also identifies search intensity as a source of bias in the test and proposes a simple empirical adjustment to account for the bias. Methods: Data simulations, along with two empirical applications to motor vehicle search data, display the practical importance of both statistical power and search intensity bias in the hit rates test. Results: Statistical power varies markedly with the parameters of the application. Differential search intensity across groups will bias results, but the simple empirical adjustment provides a valid test when the data contain a discrete indicator of search intensity. In the empirical applications, unadjusted and adjusted tests differ in their conclusion of whether police discrimination exists. Conclusions: For the presentation of multiple hit rates tests, statistical power should be reported with p-values. Theoretical bounds on search intensity bias are wide, and the bias can persist for any sample size. Hit rates tests should therefore be interpreted with caution when data contain no indicator of search intensity. [ABSTRACT FROM AUTHOR]

In vehicular accident reconstruction, a number of parameters need to be estimated, as commonly no specific measurement data or convenient measurement methods are available. One of these parameters is the position of a car's centre of gravity. Depending on the impact configuration, the centre of gravity may have a significant influence on the reconstruction result. A number of regression models and rules of thumb have already been developed in the past to calculate the position of the centre of gravity. The further automotive vehicle development in recent years has led to different vehicle architectures with larger masses. This study therefore deals with developing and testing a new regression model for vehicles, distinguishing between conventional and electric drives. That is based on the analysis of 147 rollover stability measurements of road vehicles from the years 2016–2022. The model developed from these tests for the centre of gravity height shows a good fit with the measurement data and only requires knowledge of the roof height. • Evaluation of latest rollover stability measurement data • Development of an regression model for approximation of CG height of CEVs • Development of an regression model for approximation of CG height of BEVs [ABSTRACT FROM AUTHOR]

In this paper the dynamical analysis of a vehicle to trailer connection during braking is presented. At first both the vehicles, motor vehicle and trailer are analysed as a separate vehicles, driving with same starting velocity and same braking force applied but no connection between them. Than the dynamic analysis is conducted for two types of connection, one rigid and second one with inertial brake between. The chronology of the study is to find the displacement of the vehicles as separate systems and to conduct the dynamic analysis of the two connections as a difference in the travel till zero velocity. The aim of the paper is to acknowledge the stiffness of the vehicle to trailer connection during braking. [ABSTRACT FROM AUTHOR]

Copyright of Journal of South China Normal University (Natural Science Edition) / Huanan Shifan Daxue Xuebao (Ziran Kexue Ban) is the property of Journal of South China Normal University (Natural Science Edition) Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Al-Adab / Al-ādāb is the property of Republic of Iraq Ministry of Higher Education & Scientific Research (MOHESR) and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Macedonian Journal for Criminal Law & Criminology is the property of Macedonian Association for Criminal Law & Criminology and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The common system of value added tax (VAT) of the European Union (EU) is implemented through Directive 2006/112/EC amending the text of Directive 6, namely of Council Directive 77/388/EC of May 17th 1977 to clarify the existing EU VAT legislation. This tax applies to all transactions made in the EU by a natural person or a legal entity called a taxable person, who provides goods and services in the course of their business. Moreover, imports of goods and services by any taxable person are also subject to VAT. The intra-community purchase of means of transport represents the entry into Romania of motor vehicles coming from member states of the European Union, goods that are transported from another member state to Romania. The fiscal treatment is very different depending on the specifics of each particular circumstance at the intra-community purchase and it is regulated by Title VI of the Tax Code which transposes the provisions of Directive 2006/112/EC. We aim at analyzing and capturing the accounting and fiscal diversity generated by these particular circumstances in the intra-community purchase of motor vehicles. [ABSTRACT FROM AUTHOR]

Copyright of DYNA - Ingeniería e Industria is the property of Publicaciones Dyna SL and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

This article, prepared for the special issue on investigations, presents an original empirical analysis of the role of the motor vehicle in shaping how officers describe experiencing violence and perceiving danger during vehicle stops. Tens of millions of traffic stops occur every year, making vehicle stops the most common interaction that civilians have with law enforcement. Although traffic stops are commonly described as dangerous settings for police officers, little is known about how the motor vehicle itself shapes officer descriptions, perceptions, and experiences of danger and harm during these stops. The presented findings make at least four key contributions to scholarship and policing law and policy. First, the findings inform unfolding criminal law reforms surrounding the policing and criminalization of traffic offenses, which are major sources of racial disparity in, and net-widening of, the criminal justice system today. Second, the findings prompt questions about whether and when legal actors, and especially actors that regulate the police, should defer to officer danger narratives involving motor vehicles. Third, the findings prompt novel questions about technology and the law, and more specifically, the ability of new motor vehicle technologies to help diffuse officer perceptions of danger that stem from motor vehicles. Fourth and finally, the findings illustrate a need to pay greater attention to the motor vehicle as a source of officer danger and harm in official policing data in order to accurately measure the risks and costs of policing during vehicle stops. [ABSTRACT FROM AUTHOR]

We assessed the spatial distribution of subsidized housing units provided through 2 federally supported, low-income housing programs in Orange County, California, in relation to neighborhood walkability, transit access, and traffic exposure.We used data from multiple sources to examine land-use and health-related built environment factors near housing subsidized through the Housing Choice Voucher Program and the Low Income Housing Tax Credit (LIHTC) program, and to determine these patterns' associations with traffic exposure.Subsidized projects or units in walkable, poorer neighborhoods were associated with lower traffic exposure; higher traffic exposure was associated with more transit service, a Hispanic majority, and mixed-use areas. Voucher units are more likely than LIHTC projects to be located in high-traffic areas.Housing program design may affect the location of subsidized units, resulting in differential traffic exposure for households by program type. Further research is needed to better understand the relationships among subsidized housing locations, characteristics of the built environment, and health concerns such as traffic exposure, as well as which populations are most affected by these relationships.

WHO mortality statistics overlook land motor-vehicle accident (LMVA)-related drowning. The aim of the study was to provide an overview of the prevalence and trends of fatal LMVA-related drowning in Finland, plus the main crash settings, victims' demographic characteristics, and contributing factors leading to such deaths. A descriptive, retrospective, population-based study of drowning deaths associated with LMVA among Finnish residents of all ages, 1971–2013. LMVA-related drownings and applicable variables were extracted from the Statistics Finland (SF) mortality database by cross-analysis of ICD injury- and external cause-of-death codes. During the study period, 538 LMVAs leading to drowning occurred among Finnish residents (2.5/1 000 000/year; 4.9% of all unintentional drownings, 3.7% of all LMVA). Three main settings, ones responsible for over 95% of LMVA-related drownings, were recognized: traffic vehicle accidents involving a passenger car; non-traffic vehicle accident involving a snowmobile; and non-traffic accidents involving agricultural, industrial, or construction vehicles. Alcohol use was a contributing factor for death in > 40% of the victims, whereas severe injuries were reported in less than 6%. Because transport safety is crucial to prevent any vehicle entering the water, placing LMVA-related drowning in the category of transport accidents is warranted. Once the vehicle becomes submersed, however, prevention measures to avoid death by drowning remains decisive. [ABSTRACT FROM AUTHOR]

Introduction: Trauma related to car accidents are among the most common type of trauma. The purpose of this study was to investigate the two-year road accidents of Maragheh-Hashtroud in terms of causes and factors lead to accidents. Method: This is a retrospective descriptive study. Sample size includes all patients with traffic accident in 2017 and 2018 consecutive years hospitalized in Amiralmomenin Hospital of Maragheh, Iran. Convenient Sampling was done. Data were analyzed using SPSS version 19. Result: 150 injured cases were investigated. Accidents occur more often in young people and men. Failure to pay attention to traffic rules and attention and concentration disorder is the most important cause of accidents. Conclusion: The human factor is the most important cause of traffic accidents, which occurs mostly due to non-observance of traffic rules and drowsiness. [ABSTRACT FROM AUTHOR]

The main purpose of this experimental study was to determine the differential impact that a CO2 penalty, a CO2 incentive and information regarding the future fuel costs of a motor vehicle will have on South African consumers' behaviour when they choose new motor vehicles. The results of the experiment did not find any statistically significant proof that either a CO2 penalty or a CO2 incentive is likely to influence consumers to purchase more fuel-efficient motor vehicles. An information policy that provides consumers with the estimated future fuel costs of motor vehicles also has no meaningful influence. The combination of the information policy with either a CO2 penalty or CO2 incentive also has no meaningful influence. Finally, this study provides statistical evidence that the importance of the fuel economy of a motor vehicle and the consumer's attitude regarding the protection of the environment can both have a meaningful influence on a consumer's choice of motor vehicle. [ABSTRACT FROM AUTHOR]

The article is devoted to regulation of traffic on the Baku-Sumgayit highway, which is part of the northern entrance-exit to / from Baku. İn order to normalize traffic at the peak hours of the day and to transfer vehicles that move from the north to the west of the city according to the proposed alternative route is condered. [ABSTRACT FROM AUTHOR]

A tunnel emissions study was conducted to (partially) validate the Australian vehicle emissions software COPERT Australia and PIARC emission factors. The in-tunnel fleet mix differs substantially from the average on-road fleet, leading to lower emissions by a factor of about 2. Simulation with the PΔP software found that in-tunnel air-flow compensates to a large extent for road gradient impacts on NO x emissions. PIARC emission factors are conservative and exhibit the largest prediction errors, except for one very good agreement for LDV NO x . COPERT Australia is generally accurate at fleet level for CO, NO x , PM 2.5 and PM 10 , when compared with other international studies, and consistently underestimates emissions by 7%–37%, depending on the pollutant. Possible contributing factors are under-representation of high/excessive emitting vehicles, inaccurate mileage correction factors, and lack of empirical emissions data for Australian diesel cars. The study results demonstrate a large uncertainty in speciated VOC and PAH emission factors. [ABSTRACT FROM AUTHOR]

It's discussed the peculiarities of graph theory application for modeling of city road-street networks. It's represented the example of dividing the territory of Pereyaslav-Kheknytskyi city of Kyiv region into transportation sub-districts. [ABSTRACT FROM AUTHOR]

Driving of motor vehicles is a highly coordinated process involving a series of learned reflexes and carefully made conscious decisions. Many medical conditions with cognitive dysfunction, neuromuscular coordination or vision consequently affect driving safety. The medical profession, transport authorities and regulatory bodies have been interested in the medical aspects of fitness to drive. Legislations have been established in almost all developed countries. Good examples include legislations in North America, Europe and Australia. Sadly the global situation is not as promising. There is an urgent need for the rest of the world to adopt the latest evidence-based and well-tested guidelines, legislations and experiences from the developed countries in this area. Raising the awareness among the public, professionals and regulators about the importance of the issue is urgently needed. [ABSTRACT FROM AUTHOR]

Bearings are widely used in motor vehicles. The operations of natural causes wear on the bearing components. However, the rolling bearing wear often results in damage to other elements or components throughout the vehicle. The paper presents examples of typical and untypical consequence damage bearings used in vehicles. Damage are described in elements made ??of different materials. [ABSTRACT FROM AUTHOR]

Background Higher levels of sedentary behavior are associated with adverse health outcomes. Over-reliance on private motor vehicles for transportation is a potential contributor to the obesity epidemic. The objective of this study was to review evidence on the relationship between motor vehicle travel distance and time and weight status among adults. Methods Keywords associated with driving and weight status were entered into four databases (PubMed Medline Transportation Research Information Database and Web of Science) and retrieved article titles and abstracts screened for relevance. Relevant articles were assessed for their eligibility for inclusion in the review (English-language articles a sample ≥ 16years of age included a measure of time or distance traveling in a motor vehicle and weight status and estimated the association between driving and weight status). Results The database search yielded 2781 articles, from which 88 were deemed relevant and 10 studies met the inclusion criteria. Of the 10 studies included in the review, 8 found a statistically significant positive association between time and distance traveled in a motor vehicle and weight status. Conclusions Multilevel interventions that make alternatives to driving private motor vehicles more convenient, such as walking and cycling, are needed to promote healthy weight in the adult population. [ABSTRACT FROM AUTHOR]

The subject of this paper is the prohibition on operating motor vehicles as a security measure ordered against offenders who have committed crimes which endanger traffic. The first part of the paper explains certain aspects of ordering this security measure. Special consideration will be given to ordering this measure against defendants who have not passed the driving test, as well as against offenders with a foreign driver's license. In the second part of the paper we will describe the enforcement of this security measure. Finally, we will present our own view on the matter, which also represents the main motive for writing this paper, and that is the question of sanctions in case the prohibition on operating motor vehicles is not adhered to. The Criminal code of the Republic of Serbia prescribes the possibility of revoking a suspended sentence in case the prohibition is not adhered to. If this security measure is not ordered with a suspended sentence, but with a different criminal sanction, the question is whether there will still be a sanction if the prohibition is not adhered to. [ABSTRACT FROM AUTHOR]

The paper presents the methodology for expert investigation of traffic accidents involving running over pedestrians. This methodology is aimed at determining the availability of any technical possibility for a motor vehicle driver, driving at a particular speed, to avoid hitting the pedestrian in a particular situation. Furthermore, the paper presents the analysis of different investigation methods and the description of investigation procedures. Various patterns of the path of the motor vehicle and the pedestrian travel before the accident are described, providing a deeper insight into the peculiarities of investigation of each particular pattern. The description is supported by the case study, illustrating the investigation of a specific traffic accident, involving actual hitting of a pedestrian. The methodology presented may be successfully used for investigating traffic accidents by experts. [ABSTRACT FROM AUTHOR]

Objective: Around the world, a substantial proportion of motor vehicle crash deaths are recognized as “hidden” suicides. This project sought to progress understandings of drivers who used a motor vehicle to die by suicide in Queensland, Australia, during the period 1990 to 2007. Methods: Data for this study were derived from the Queensland Suicide Register and forensic crash investigation case records. Analysis focused on life circumstances and events preceding the death, physical and mental illnesses, past suicidality, and indication of suicide intent (e.g., suicide notes or statements). Results: Compared to cases using other methods, confirmed driver suicides were more likely to be males aged between 25 and 44 years who were employed at the time of death. A large proportion of driver suicides had consumed alcohol immediately prior to the crash and experienced a number of life events, including relationship conflict, legal or criminal issues, and financial problems. Conclusion: These exploratory results indicate the need to educate crash investigators about the characteristics of those who use a motor vehicle to die. Improving the information available on the mental and physical health and background life-related factors of crash victims can help coroners and researchers determine whether these deaths were intentional. Further investigation is needed in order to formulate intervention strategies for those who may be vulnerable to driver suicide. [ABSTRACT FROM AUTHOR]

Abstract: The aim of this experimental cadaver study was to investigate which kinds of lesions could occur in jam events between the glass and seal entry of power-operated motor vehicle side door windows at two different closing forces. Ten hands of fresh cadaver specimens were used. Three different hand positions chosen to simulate real events in which a finger is jammed between the glass and seal entry of the window of a current motor vehicle were examined. The index, middle, ring, and little finger of each hand were separately jammed both at the proximal and distal interphalangeal joint at closing forces of 300 and 500N with a constant window glass closing speed of 10cm/s. Macroscopically visible injuries were documented and radiographs of all fingers were obtained in two standard planes. At a closing force of 300N, contusion marks of the skin, palmar joint instabilities and superficial skin lesions occurred, whilst at 500N superficial skin lesions, superficial and deep open crush injuries, and fractures were observed. The results of this study experimentally demonstrate the kinds of finger injuries that could be expected in real jam events between the glass and seal entry in automatic power-operated windows. [Copyright &y& Elsevier]

Abstract: The road transport and particularly the passenger cars are responsible for increasing the share of transport energy consumption and harmful emissions level growth. The fuel economy label is an informative tool to influence customers and manufacturers to put special care to the energy efficiency issue. The implementation of fuel economy label for motor vehicles in Malaysia will prevent the up going trend of petroleum consumption which will be beneficial to consumer and society. As a consequence, the harmful greenhouse gas (GHG) emissions that are the main causes of the global warming and air pollution will be reduced. Studies in developed countries show that implementing the fuel economy label is beneficial for society, government and the environment. This paper focused on a review of international experiences on fuel economy label. It also attempts to discuss about the energy savings possibilities that lead to reduce GHG emissions by implementing the program. The last but not least recommendation is the fact that the sooner the fuel economy label applies for the passenger cars in Malaysia will be more beneficial for the country. [Copyright &y& Elsevier]

An important goal in the field of intelligent transportation systems (ITS) is to provide driving aids aimed at preventing accidents and reducing the number of traffic victims. The commonest traffic accidents in urban areas are due to sudden braking that demands a very fast response on the part of drivers. Attempts to solve this problem have motivated many ITS advances including the detection of the intention of surrounding cars using lasers, radars or cameras. However, this might not be enough to increase safety when there is a danger of collision. Vehicle to vehicle communications are needed to ensure that the other intentions of cars are also available. The article describes the development of a controller to perform an emergency stop via an electro-hydraulic braking system employed on dry asphalt. An original V2V communication scheme based on WiFi cards has been used for broadcasting positioning information to other vehicles. The reliability of the scheme has been theoretically analyzed to estimate its performance when the number of vehicles involved is much higher. This controller has been incorporated into the AUTOPIA program control for automatic cars. The system has been implemented in Citroën C3 Pluriel, and various tests were performed to evaluate its operation. [ABSTRACT FROM AUTHOR]

Objectives: To compare the crash reporting system of National Highways & Motorways Police (NH&MP), Pakistan, with the World Health Organization (WHO) injury surveillance guidelines. Methods: Based on information collected from field observations, key informant interviews, and review of official documents, this note firstly describes the reporting system according to the components of a surveillance system. Then the reporting is compared with WHO criteria for designing and building an injury surveillance system and attributes of such a system. Results: After a crash, a patrol officer communicates the information to the higher police authorities by wireless, fax, and on paper in the first 24 hours. Microcomputer Accident Analysis Package (MAAP) Performa filed by the officers are collected at a central location in the following 4 days, and reports are published biannually. Notable deficiencies in the reporting were nonidentification of stakeholders for data utilization and limited prospects of data recording process modification and its monitoring. Moreover, crash and injury definitions do not conform to international standards practiced elsewhere. Conclusion: NH&MP crash reporting needs to be simplified and standardized, and steps should be taken to improve its utilization for prevention purposes. [ABSTRACT FROM AUTHOR]

Abstract: This paper focused on a review of international experiences on fuel economy standard based on technologies available. It also attempts to identify savings possibilities and greenhouse gas (GHG) emissions reductions. It is known that road transport, particularly private cars are responsible for large, and increasing share of transport fuel use and emissions. With the implementation of fuel economy standard and label for motor vehicles, it will reduce the risks of increasing dependency on petroleum-based fuel and will increase the profit to consumers. The GHG emissions, which causing global warming, air pollution, diseases, etc. can be reduced as well. In this regard, advanced technologies such as, engine, transmission, and vehicle technologies may brought significant consumers and social benefits. Studies in developed countries have shown that fuel economy standard is beneficial for the society, government as well as the environment. [Copyright &y& Elsevier]

Objective: Head injury is the most common cause of death for child occupants in motor vehicle crashes (MVCs). The morbidity associated with nonlethal MVC-related head injuries is of great clinical consequence as well. The purpose of this study was to identify the frequency of, and risk factors for, clinically significant head injury (CSHI) in child occupants in MVCs. Methods: A large, child-specific crash surveillance system linking insurance claims data to telephone survey data was utilized. Qualifying crashes involved model year 1990 or newer vehicles in crashes with one or more child occupants (age 4 to 15 years) occurring in 15 U.S. states. Data were accrued between March 2000 and December 2007. A probability sample of crashes was selected for telephone survey with the driver of the insured vehicle. A clinically significant head injury, as reported by the child's parent using a validated survey, included concussions, skull fractures, and intracranial hemorrhages. Multivariate logistic regression was used to identify factors associated with a CSHI. Results: During the period of study, completed interviews were obtained on 19,075 children aged 4-15, representing 318,527 children involved in 219,511 crashes. The overall rate of CSHI in child occupants was 1.08 percent. Factors associated with an increased risk of head injury included rollover (odds ratio [OR] = 8.60, 95% confidence interval [CI] 6.40-11.57) and near-side impact crashes (OR = 2.39, 95% CI 1.73-3.30) vs. frontal impact; lack of restraint (OR = 3.13, 95% CI 2.26-4.33) vs. restrained; and driver age < 25 years (OR = 1.43, 95% CI 1.12-1.81) vs. driver age ≥ 25 years. Some factors varied based on occupant age, and younger child age had a protective effect on the risk for head injury. Conclusion: The risk of CSHI for 4- to 15-year-old child occupants was 1.08 percent. Several demographic and crash factors were associated with CSHI in child occupants. This information may help inform design safety initiatives. [ABSTRACT FROM AUTHOR]

Objectives: To estimate the costs of motor vehicle-related fatal and nonfatal injuries in the United States in terms of medical care and lost productivity by road user type. Methods: Incidence and cost data for 2005 were derived from several data sources. Unit costs were calculated for medical spending and productivity losses for fatal and nonfatal injuries, and unit costs were multiplied by incidence to yield total costs. Injury incidence and costs are presented by age, sex, and road user type. Results: Motor vehicle-related fatal and nonfatal injury costs exceeded $99 billion. Costs associated with motor vehicle occupant fatal and nonfatal injuries accounted for 71 percent ($70 billion) of all motor vehicle-related costs, followed by costs associated with motorcyclists ($12 billion), pedestrians ($10 billion), and pedalcyclists ($5 billion). Conclusions: The substantial economic and societal costs associated with these injuries and deaths reinforce the need to implement evidence-based, cost-effective strategies. Evidence-based strategies that target increasing seat belt use, increasing child safety seat use, increasing motorcyclist and pedalcyclist helmet use, and decreasing alcohol-impaired driving are available. [ABSTRACT FROM AUTHOR]

Abstract: Introduction: There are many factors that influence older adults'' travel choices. This paper explores the associations between mode of travel choice for a short trip and older adults'' personal characteristics. Methods: This study included 406 drivers over the age of 64 who were enrolled in a large integrated health plan in the United States between 1991 and 2001. Bivariate analyses and generalized linear modeling were used to examine associations between choosing to walk or drive and respondents'' self-reported general health, physical and functional abilities, and confidence in walking and driving. Results: Having more confidence in their ability to walk versus drive increased an older adult''s likelihood of walking to make a short trip by about 20% (PR=1.22; 95% CI: 1.06-1.40), and walking for exercise increased the likelihood by about 50% (PR=1.53; 95% CI=1.22-1.91). Reporting fair or poor health decreased the likelihood of walking, as did cutting down on the amount of driving due to a physical problem. Discussion: Factors affecting a person''s decision to walk for exercise may not be the same as those that influence their decision to walk as a mode of travel. It is important to understand the barriers to walking for exercise and walking for travel to develop strategies to help older adults meet both their exercise and mobility needs. Impact on Industry: Increasing walking over driving among older adults may require programs that increase confidence in walking and encourage walking for exercise. [Copyright &y& Elsevier]

Abstract: This study describes frequency of injury and short-term physical limitation among child occupants ≤15 years in motor vehicle crashes and examines the association between age, restraint use, seating position, and type of crash on the presence of physical limitations. Conducted from 1/1/2005–11/30/2007, as part of a child-specific crash surveillance system in 15 U.S. states; data were collected using claims records and parent/driver telephone surveys. Respondents were asked whether children sustained physical limitations from the crash and the duration limitations persisted. Overall, 3.3% had ≥1 physical limitations. Limitations increased with age, from 0.7% for children ≤3 years to 7.6% for adolescents 13–15 years (p <0.001). Among children with AIS ≥2 injuries, the proportion with physical limitations ranged from 58% to 91% depending on injury diagnosis. Among children with whiplash, 47% resulted in physical limitations. Suboptimally restrained children were nearly twice as likely to have a limitation compared to optimally restrained children. After adjusting for driver characteristics and vehicle type, child''s age, restraint use, and type of initial impact were independently associated with the presence of physical limitations. Our results show the importance of assessing children for physical limitations following motor vehicle crashes. We also observed that children with whiplash were at risk for physical limitations. [Copyright &y& Elsevier]

The air change rates of motor vehicles are relevant to the sheltering effect from air pollutants entering from outside a vehicle and also to the interior concentrations from any sources inside its passenger compartment. We made more than 100 air change rate measurements on four motor vehicles under moving and stationary conditions; we also measured the carbon monoxide (CO) and fine particle (PM2.5) decay rates from 14 cigarettes smoked inside the vehicle. With the vehicle stationary and the fan off, the ventilation rate in air changes per hour (ACH) was less than 1 h−1 with the windows closed and increased to 6.5 h−1 with one window fully opened. The vehicle speed, window position, ventilation system, and air conditioner setting was found to affect the ACH. For closed windows and passive ventilation (fan off and no recirculation), the ACH was linearly related to the vehicle speed over the range from 15 to 72 mph (25 to 116 km h−1). With a vehicle moving, windows closed, and the ventilation system off (or the air conditioner set to AC Max), the ACH was less than 6.6 h−1 for speeds ranging from 20 to 72 mph (32 to 116 km h−1). Opening a single window by 3″ (7.6 cm) increased the ACH by 8–16 times. For the 14 cigarettes smoked in vehicles, the deposition rate k and the air change rate a were correlated, following the equation k=1.3a (R2=82%; n=14). With recirculation on (or AC Max) and closed windows, the interior PM2.5 concentration exceeded 2000 μg m−3 momentarily for all cigarettes tested, regardless of speed. The concentration time series measured inside the vehicle followed the mathematical solutions of the indoor mass balance model, and the 24-h average personal exposure to PM2.5 could exceed 35 μg m−3 for just two cigarettes smoked inside the vehicle.Journal of Exposure Science and Environmental Epidemiology (2008) 18, 312–325; doi:10.1038/sj.jes.7500601; published online 18 July 2007 [ABSTRACT FROM AUTHOR]

OBJECTIVES: To examine injuries in older adults due to boarding (i.e., entering) and alighting from (i.e., exiting) motor vehicles, with a special emphasis on falls. DESIGN: Retrospective analysis of incident fall injuries while boarding or alighting from a motor vehicle. SETTING: 2001 to 2003 National Electronic Injury Surveillance System-All Injury Program (NEISS-AIP) data from a representative sample of 500,000 injury and consumer product–related emergency department (ED) cases in the United States. PARTICIPANTS: Fourteen thousand seven hundred seventy-four persons unintentionally injured while boarding or alighting from a passenger vehicle. MEASUREMENTS: Annualized estimates and injury rates. RESULTS: There were an estimated 37,000 annual boarding and alighting injuries requiring medical care in EDs among older adults, many of these injuries (41.3%) due to falls. Fall rates were higher in women (52.8 per 100,000) than men (29.5 per 100,000) ( P<.01). The hospitalization rate was 10 times higher for those aged 65 and older than for those younger than 65 ( P<.001). Injury rates differed according to whether the person was boarding or alighting from the vehicle. Fall-related injury associated with alighting was more common (11,030) than with boarding (4,346), and the overall injury rate for alighting (31.0 per 100,000) was more than twice the rate for boarding (12.2 per 100,000). CONCLUSION: The high incidence of falls in older adults in this study points to a variety of injury circumstances that result in falls; therefore, fall prevention activities must address the underlying risks that are widespread in this population. [ABSTRACT FROM AUTHOR]

The mathematical model of transport and pedestrian traffic restricting gate is designed. One section of the gate restricted the traffic of motor vehicles while the other limited the traffic of pedestrians. The gate was modelled based on the first-order one-dimensional finite elements taking into account only the resilience of the gate elements and the impact of soil on the ground-embedded parts of the gate support and auxiliary posts. The potential deformations of gate elements were determined based on the mathematical model designed. The specific traffic event was investigated using the mathematical model of gate designed -- four situations of motor vehicle--gate interaction were simulated and investigated. [ABSTRACT FROM AUTHOR]