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Background: The COVID-19 pandemic has brought unprecedented changes globally, significantly affecting public health sectors, including paediatric road trauma. This study aims to explore the changes in paediatric road trauma presentations and outcomes before and after the COVID-19 lockdown. Methods: This retrospective study analysed paediatric trauma data from the Saudi TraumA Registry (STAR) from August 2017 to December 2022, comparing pre- and post-COVID-19 lockdown periods (August 2017–March 2020 and July 2020–December 2022, respectively). The study analysed demographic data, mechanism of injury, severity, ICU admissions, and mortality rates using multivariate logistic regression models. Results: Out of 950 paediatric trauma cases analysed, there was an 44.2 [561/389 = 1.442] % increase in the number of cases post-lockdown. A significant shift was noted in the age group of 5–9 years, with cases increasing from post-lockdown. Head injuries were the most prevalent type of injury, with their proportion slightly increasing from 163 (20.5%) pre-lockdown to 248 (23.2%) post-lockdown. The ICU admission were consistent across both periods, while the definitive care mode of arrival post-lockdown showed a notable shift towards private or government ambulances. Conclusion: Our study provides critical insights into the significant impact of the COVID-19 on paediatric road trauma. The observed increase in trauma cases post-pandemic, particularly among younger children and a notable rise in driver-related injuries among adolescents, underscores the profound effect of lockdown measures and subsequent societal changes on paediatric health. Efforts to reduce paediatric traffic injuries require collaboration among parents, educators, healthcare professionals, policymakers, and the community at large. [ABSTRACT FROM AUTHOR]

Abstract Background The COVID-19 pandemic has brought unprecedented changes globally, significantly affecting public health sectors, including paediatric road trauma. This study aims to explore the changes in paediatric road trauma presentations and outcomes before and after the COVID-19 lockdown. Methods This retrospective study analysed paediatric trauma data from the Saudi TraumA Registry (STAR) from August 2017 to December 2022, comparing pre- and post-COVID-19 lockdown periods (August 2017–March 2020 and July 2020–December 2022, respectively). The study analysed demographic data, mechanism of injury, severity, ICU admissions, and mortality rates using multivariate logistic regression models. Results Out of 950 paediatric trauma cases analysed, there was an 44.2 [561/389 = 1.442] % increase in the number of cases post-lockdown. A significant shift was noted in the age group of 5–9 years, with cases increasing from post-lockdown. Head injuries were the most prevalent type of injury, with their proportion slightly increasing from 163 (20.5%) pre-lockdown to 248 (23.2%) post-lockdown. The ICU admission were consistent across both periods, while the definitive care mode of arrival post-lockdown showed a notable shift towards private or government ambulances. Conclusion Our study provides critical insights into the significant impact of the COVID-19 on paediatric road trauma. The observed increase in trauma cases post-pandemic, particularly among younger children and a notable rise in driver-related injuries among adolescents, underscores the profound effect of lockdown measures and subsequent societal changes on paediatric health. Efforts to reduce paediatric traffic injuries require collaboration among parents, educators, healthcare professionals, policymakers, and the community at large.

Rapid growth of urban population and unplanned urbanization are reducing the number of urban parking spaces and increase traffic congestion. In China, due to the tripling of the number of motor vehicles in the last decade, the problem of finding a parking space has become very pressing. Increased difficulties are observed with short-term parking near public urban locations such as cinemas, shopping centers, universities and hospitals. In the telecommunications industry and other related fields, learning automata have been widely employed as adaptable devices for making decisions in unknowable settings. Their use in choosing a parking spot for a little time in cities hasn't been properly researched, nevertheless. The usage of learning automata in the created LAPS (Learning Automata Parking System) parking algorithm is discussed in this study in contrast to other algorithms. More specifically, the study will gain insight into the impact of factors such as vehicle count, space between vehicle arrivals in the parking lot, time of day, and the parking area that can be used for reservations on the average waiting time for a parking space and the likelihood of finding one. The paper presents the research findings determining the parking system's effectiveness based on learning automata in the urban areas of China. The experimental part of the study was performed using Arena simulation software on the parking lot model, with the maximum parking time under simulation conditions not exceeding 4 h. The paper evaluated such parking efficiency metrics as the average parking space waiting time and the probability of getting one, measuring the influence on these indicators on such factors as the number of motor vehicles, interval between the arrival of vehicles in the parking lot, time of day, as well as the parking area that can be used for reservations. The research findings suggested that the LAPS algorithm can be recommended for development of smart packing systems software in urban areas in China and other countries. [ABSTRACT FROM AUTHOR]

A new approach to the design of motor vehicle suspensions by simultaneous use of several damping devices of different types, making up a combined damping system (CDS), is presented. A rational combination of the components of the CDS and optimization of their parameters ensure an increase in the smooth running of the motor vehicle. Calculation and analysis of the damping properties of air suspension (AS) with different CDSs made it possible to determine the most effective systems. [ABSTRACT FROM AUTHOR]

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]

Background: Fentanyl, a type of opioid, in impaired driving cases increased across cities in the United States. Objectives: No empirical studies have examined motor vehicle overdoses with fentanyl use. We investigated the magnitude of the motor vehicle overdose problem in Providence, RI, and the environmental, socioeconomic, and geographic conditions associated with motor vehicle overdose occurrence. Methods: This was a retrospective observational study of emergency medical services data on all suspected opioid overdoses between January 1, 2017, and October 31, 2020. The data contain forced-choice fields, such as age and biological sex, and an open-ended narrative in which the paramedic documented clinical and situational information. The overdoses were geocoded, allowing for the extraction of sociodemographic data from the U.S. Census Bureau's American Community Survey. Seven other data sources were included in a logistic regression to understand key risk factors and spatial patterns of motor vehicle overdoses. Results: Of the 1,357 opioid overdose cases in this analysis, 15.2% were defined as motor vehicle overdoses. In adjusted models, we found a 61% increase in the odds of a motor vehicle overdose involvement for men versus women, a 16.8% decrease in the odds of a motor vehicle overdose for a one-unit increase in distance to the nearest gas station, and a 10.7% decrease in the odds of a motor vehicle overdose for a one-unit increase in distance to a buprenorphine clinic. Conclusion: There is a need to understand the interaction between drug use in vehicles to design interventions for decreasing driving after illicit drug use. [ABSTRACT FROM AUTHOR]

The scientific paper presents a concrete research carried out by the author in order to implement some concepts, in wich technical aspects (theoretical and practical) are presented regarding the specific normed fuel consumption of thermal engines with spark ignition and compression ignition from road vehicles. In this way, those interested can learn about the amount of gasoline or diesel fuel determed on the basis of the second order active type experiment, wich is consumed by vehicle per 100 km traveled in real terms, taken in comparison with an average consumption of fuel approved by the manufacturer of each car using the WLTP method. In parallel with this research, experiments were carried out on cars and on the average fuel consumption under the conditions of the requirements of the World Health Organization to reduce the speed of traffic of road vehicles in the urban environment from 50 km/h to 30 km/h with the purpose of reducing the number of traffic accidents and the noise emitted by road vehicles. For the research, a sample of cars from the national car park was used as measurable entity, wich includes all the vehicles belonging to the owners (individuals) and legal entities (road transport organizations), at the national level. Finally, the conclusions in the adressed field are presented

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 AsiaOceania dominates the production hierarchy by continents.

Background/Aim: This study aimed to assess the incidence and pattern of maxillofacial fractures and related demographic data in the victims of rollover crashes. Patients and Methods: This retrospective study was based on medical records of patients who sustained maxillofacial injuries following rollover accidents. Investigated data included age, gender, accident date and time, accident cause, seat belt usage, airbag deployment, road type, anatomical location of the facial fracture, and treatment approach. Results: Among the 147 patients who met the inclusion criteria, the most prevalent age groups were 20–30 (36.7%) and 30–40 (32.7%) years, with a mean age of 33.6 ± 9.7 years. The male‐to‐female ratio was 6:1. Most crashes occurred in March, August, and July. These accidents involved 69.4% light vehicles and 39.6% heavy vehicles. The leading causes of rollover crashes were speeding (58.5%) followed by distracted driving (21.1%) and traffic rule violations (13.6%). The most prevalent injuries were fractures of the maxillary sinus wall (40.8%), nasal bones (39.5%), zygomaticomaxillary complex (36.1%), and the mandible (32.6%). Surgical intervention was necessary for 44.2% of patients, while 12.9% of cases underwent close reduction, and 42.9% did not require any surgical intervention. The occurrence of nasal bone fractures was significantly lower in cases where seat belts were worn and zygomatic arch fractures were less frequent in incidents with airbag deployment. Conclusions: In rollover crashes, the midface is the most vulnerable anatomical location. Utilization of seat belts and airbag deployment has the potential to prevent nasal bone and zygomatic arch fractures. [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]

Seat belts and child restraint systems (CRS) are important in-car safety components capable of preventing serious injuries and death in the event of a car crash. Low rates of seat belt and CRS use persist globally, particularly in the Kingdom of Saudi Arabia (KSA). In an effort to better understand and subsequently improve seat belt and CRS use rates, this study analyzed the factors influencing seat belt and CRS use behavior in the Eastern Province (EP) of KSA, including the connection between seat belt and CRS use and road traffic crash experience.This cross-sectional study was based on a survey of 3,421 male and female participants regarding their seat belt and CRS use behavior. Respondents were classified into four CRS use categories: cautious, helplessly negligent, ignorantly negligent, and deliberately negligent. Chi-squared tests were used to determine significant associations among seat belt use, seat belt belief, prior crash experience, CRS use, and demographic variables. Multinomial nominal logistic regression was used to estimate the odds ratios for classification in one of the three negligent vs. cautious CRS use categories as a function of demographic variables, prior road traffic crash experience, and belief in and use of seat belts.Results of this study indicated a modest improvement in the rate of seat belt use in KSA’s EP, however, a significant proportion of respondents reported only sometimes or never using their seat belt. A significant proportion of respondents were also classified in one of the three negligent CRS use categories. Respondents who reported using a seat belt sometimes or never were 2.67, 2.60, and 3.48 times more likely to be categorized as deliberately negligent, ignorantly negligent, or helplessly negligent in their CRS use, respectively, than respondents who reported always using their seat belts. Respondents who reported being previously involved in a car crash or a near crash were also more likely to be classified in one of the three negligent CRS use categories than respondents who reported no prior road traffic crash experience. Previous involvement in a car crash was also found to be associated with lower seat belt and CRS use rates.These findings suggest a need for increased seat belt law enforcement by the KSA’s Traffic Police Department, as well as additional seat belt and CRS use awareness campaigns targeting individuals with prior road traffic crash experience by the KSA’s Ministry of Communications through the Road Transport Department. This study can serve as a reference for future studies that aim to understand the factors and implications related to seat belt use and belief, CRS use, and road traffic crash experience.

Forensic engineers and crash safety researchers sometimes use the injuries of a seatbelted occupant to infer the injury risk of an unbelted occupant in the same crash, had they instead been wearing a seatbelt. It is unclear, however, whether this inference is valid or how often two occupants in the same collision have similar injuries. Here, we sought to compare the injury outcomes between drivers and front‐seat passengers in frontal collisions using real‐world collision data. We compared the injury severity, quantified using the Abbreviated Injury Scale (AIS), of 22 injury categories between front‐seat occupants with matching seatbelt use and airbag deployment in single‐event frontal collisions recorded in the publicly available National Automotive Sampling System, Crashworthiness Data System (years 1993–2015) database to assess whether they had similar severity injuries. We analyzed the four combinations of seatbelt use and airbag deployment and all seatbelt/airbag conditions combined. In only 3 of 88 combinations of injuries and seatbelt/airbag conditions did more than 50% of occupant pairs have the same AIS score, although the related confidence intervals showed these proportions were not significantly greater than 50%. In contrast, we found 19 combinations of injuries and seatbelt/airbag conditions where one occupant was consistently injured more severely than the other. Our findings show that injury outcome is not similar for both front‐seat occupants in the same frontal collision with similar seatbelt and airbag conditions; however, one may be able to predict that one occupant would be more severely injured than their fellow occupant. [ABSTRACT FROM AUTHOR]

Seat belts and child restraint systems (CRS) are important in-car safety components capable of preventing serious injuries and death in the event of a car crash. Low rates of seat belt and CRS use persist globally, particularly in the Kingdom of Saudi Arabia (KSA). In an effort to better understand and subsequently improve seat belt and CRS use rates, this study analyzed the factors influencing seat belt and CRS use behavior in the Eastern Province (EP) of KSA, including the connection between seat belt and CRS use and road traffic crash experience. This cross-sectional study was based on a survey of 3,421 male and female participants regarding their seat belt and CRS use behavior. Respondents were classified into four CRS use categories: cautious , helplessly negligent , ignorantly negligent , and deliberately negligent. Chi-squared tests were used to determine significant associations among seat belt use, seat belt belief, prior crash experience, CRS use, and demographic variables. Multinomial nominal logistic regression was used to estimate the odds ratios for classification in one of the three negligent vs. cautious CRS use categories as a function of demographic variables, prior road traffic crash experience, and belief in and use of seat belts. Results of this study indicated a modest improvement in the rate of seat belt use in KSA's EP, however, a significant proportion of respondents reported only sometimes or never using their seat belt. A significant proportion of respondents were also classified in one of the three negligent CRS use categories. Respondents who reported using a seat belt sometimes or never were 2.67, 2.60, and 3.48 times more likely to be categorized as deliberately negligent , ignorantly negligent , or helplessly negligent in their CRS use, respectively, than respondents who reported always using their seat belts. Respondents who reported being previously involved in a car crash or a near crash were also more likely to be classified in one of the three negligent CRS use categories than respondents who reported no prior road traffic crash experience. Previous involvement in a car crash was also found to be associated with lower seat belt and CRS use rates. These findings suggest a need for increased seat belt law enforcement by the KSA's Traffic Police Department, as well as additional seat belt and CRS use awareness campaigns targeting individuals with prior road traffic crash experience by the KSA's Ministry of Communications through the Road Transport Department. This study can serve as a reference for future studies that aim to understand the factors and implications related to seat belt use and belief, CRS use, and road traffic crash experience. [ABSTRACT FROM AUTHOR]

Background/Aim: Centrofacial fractures resulting from high-impact violence can be considered mild traumatic brain injuries. Given the complexities and associated risks, a comprehensive examination of these fractures is warranted. These fractures are increasingly prevalent among young adult patients and are commonly associated with road traffic accidents. In the literature, only a few studies have focused on this particular type of facial bone lesion. In Ivory Coast, no studies have been conducted on these fractures, which highlights the importance of our research aimed at describing the epidemiological and anatomicalclinical characteristics of centrofacial fractures in the stomatology and maxillofacial surgery department of the Cocody Teaching Hospital. Methods: This descriptive cross-sectional study was conducted in the Stomatology and Maxillofacial Surgery Department of the Cocody University Hospital Center from January 2016 to December 2020. Results: The prevalence of these fractures was 24.20%, with a predominance of male subjects. The age group most affected was 20 to 40 years old, accounting for 70.96% of cases, and most patients resided in Abidjan (59%). All socio-economic categories were represented, with a higher proportion of individuals in liberal professions (91.4%). Road traffic accidents involving two-wheeled vehicles were the primary cause of these fractures (76.8%), with the most common injury site being the naso-ethmoido-maxillo-frontoorbital complex (NEMFOC) (32.5%). Conclusion: The epidemiological characteristics of centrofacial fractures associated with two-wheeled vehicles in the Abidjan metropolis of Côte d'Ivoire suggest the need for increased accountability among motor vehicle drivers and stricter enforcement of traffic laws. [ABSTRACT FROM AUTHOR]

This study sought to ascertain the general perceptions regarding the significance attributed to various passenger motor vehicle brands among Generation X, a demographic group that constitutes most car purchasers. The research was carried out in the province of KwaZulu-Natal, where data was gathered from four higher education institutions. A study was conducted utilising a quantitative, descriptive, and cross-sectional research design. The survey method was employed to collect data from a sample of 400 individuals affiliated with a university as either staff or students belonging to the Generation X cohort. The data was analysed using descriptive statistics by means of the SPSS version 23. The research examined distinct brand dimensions, specifically focusing on factors associated with quality, value, personal and group identity, status, and family traditions. The results of this study indicate that a significant proportion of the participants expressed agreement with the notion that their selection of a vehicle brand was influenced by factors such as perceived quality, value, individual and collective identity, social status, and family traditions This study could provide valuable insights to scholars, professionals in the industry, and motor vehicle brand manufacturers, enabling them to develop a comprehensive comprehension of the challenges faced within the industry, academia, and consumer domain pertaining to the perceptions surrounding various motor vehicle brands. Moreover, the results of this research can serve as a valuable tool for identifying a more suitable marketing approach to enhance consumer attitudes towards automotive brands.

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.

The movement of motor vehicles at high speeds is impossible without a braking system capable of ensuring high braking efficiency. It has been established that the most unstable link of the braking system is the brake mechanism, since from the energy point of view, braking with friction brakes is the process of converting part of the mechanical energy of the motor vehicle into heat. Braking is a long process during which many counterbody parameters change, in particular, thermophysical parameters due to temperature changes, friction coefficient, etc. If, under these circumstances, the surface and volume temperatures exceed the permissible values, then the frictional properties of the friction pairs and the conditions of the interaction of the parts change, which leads to a change in the characteristics of the brake mechanisms and the brake system as a whole. The standards of most countries and international prescriptions regulate braking performance meters not only for one-time emergency braking with cold brakes but also for emergency braking performed after the conversion of a given amount of energy into heat during a given time. It was found that the preservation of the necessary braking efficiency after the conversion of a given amount of energy into heat will be ensured only if the braking system has sufficient energy capacity. The object of the research is the distribution of heat flows in the elements of the brake mechanism, which determine the critical temperature of the friction surfaces. It was established that F. Charron's formula cannot correctly estimate such a distribution due to taking into account only the thermophysical properties of materials of friction pairs. It is shown that the influence of the design parameters of the brake and its modes of operation on the distribution of heat flows in the drum brake of a motor vehicle can also be estimated on grid thermal models with the involvement of the "Fourier-2xyz" software complex.

In spite of numerous researches concerning a power consumption by the vehicles, during everyday operation there are the significant deviations from the consumptions indicated by the factories-manufacturers. It is caused by a great number of different factors, the main part of which take the operating conditions. In order to determine the power consumption of a vehicle in real operating conditions, it is necessary to solve a difficult problem with many unknowns. While making the investigations, the authors have used a multi-criteria approach that takes into consideration the guided, unguided and conditionally guided factors that influence the vehicles power consumption. The in research work approach provides a modeling of a power consumption by the vehicles with a simultaneous changeability of factors in the determined limits. The researches were made on a base of Т70110 trolleybus. There was made an investigation of influence of every factor on a power consumption, in addition to that there were made 7000 simulations, on the base of which, using a law of large numbers, there were found the corresponding changeability ranges. During the researches there were made 122 simulations of a power consumption, as a result of which there was determined an area of values of a power consumption.The obtained theoretical results are very well correlated with the experimental data, and a deviation is equal to 3…6 % for normal operating conditions. A comparison of the received data of a power consumption with the researches results, obtained by another researchers, also shows a great convergence.

Aims: We conducted this review to characterize the quality of evidence about associations between diabetes and safe driving and to evaluate how these findings are reflected within current guidelines available to support clinicians and their patients with diabetes. Methods: The first stage entailed a systematic search and review of the literature. Evidence surrounding harms associated with diabetes and driving was identified, screened, extracted and appraised for quality utilizing the Newcastle Ottawa Scales (NOS). Next, relevant guidelines regarding driving and diabetes were sourced and summarized. Finally, the identified guidelines were cross‐referenced with the results of the systematic search and review. Results: The systematic search yielded 12,461 unique citations; 52 met the criteria for appraisal. Fourteen studies were rated as 'high', two as 'medium' and 36 as 'low'. Studies with ratings of 'high' or 'medium' were extracted, revealing a body of inconsistent methods and findings. These results, cross‐referenced with the guidelines, suggest a lack of agreement and a limited evidence base to justify recommendations. Conclusions: The results presented emphasize the need for a better understanding of the impacts of diabetes on safe driving to inform evidence‐based guidelines. [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]

This paper presents comparative characteristics of the aluminum and magnesium alloys in the context of their utilization in the metallurgical and automotive industry. The studies carried out in our work help to solve the problem of reducing the weight of automotive devices to reduce fuel consumption through the use of aluminum-magnesium alloys. The originality of our article lies in a comprehensive study of the stated problem: development of a research methodology, testing of the alloys under study for uniaxial tension, quantitative analysis of the Portevin-Le Chatelier effect, development of a mathematical model for optimizing parts, computer simulation of the viscoplastic properties of a model sample. Analysis of the obtained strength parameters demonstrates that the flow characteristics of the two-phase alloy of aluminum and magnesium exceed the ultimate tensile strength by 50 %. Rate of extension was inversely proportional to the intensity of the Portevin-Le Chatelier effect. [ABSTRACT FROM AUTHOR]

This study explored the experiences of Australian family members having conversations about driving with older adults. An exploratory cross-sectional design using an online survey was carried out with Australian family members of current or retired (former) older drivers. One hundred and fifty-six intergenerational family members across Australia completed the survey. Qualitative content analysis of free-text responses identified that the outcomes of conversations were impacted by a range of environmental and individual factors. The essence of conversations centered around two opposing (positive and negative) discourses. The findings highlighted that an individualized approach to the content of conversations is required due to; driver attributes and actions, variations in the level of support experienced by family members, differences in physical and cognitive declines with age, negative perceptions on the impact of driving retirement, and absence of acceptable alternatives to driving. We recommend using positive discourse and reappraisal techniques when initiating driving conversations with older adults. [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]

Due to the number of severe traffic collisions involving motorcycles, a comprehensive investigation is required to determine their causes. This study analyzed Texas crash data from 2017 to 2021 to determine who was at fault and how various factors affect the frequency and severity of motorcycle collisions. Moreover, the study tried to identify high-risk sites for motorcycle crashes. Utilizing bivariate analysis and logistic regression models, the study investigated the individual and combined effects of several variables. Heat maps and hotspot analyses were used to identify locations with a high incidence of both minor and severe motorcycle crashes. The survey showed that dangerous speed, inattention, lane departure, and failing to surrender the right-of-way at a stop sign or during a left turn were the leading causes of motorcycle crashes. When a motorcyclist was at fault, the likelihood of severe collisions was much higher. The study revealed numerous elements as strong predictors of catastrophic motorcycle crashes, including higher speed limits, poor illumination, darkness during the weekend, dividers or designated lanes as the principal road traffic control, an increased age of the primary crash victim, and the lack of a helmet. The concentration of motorcycle collisions was found to be relatively high in city cores, whereas clusters of severe motorcycle collisions were detected on road segments beyond city limits. This study recommends implementing reduced speed limits on high-risk segments, mandating helmet use, prioritizing resource allocation to high-risk locations, launching educational campaigns to promote safer driving practices and the use of protective gear, and inspecting existing conditions as well as the road geometry of high-risk locations to reduce the incidence and severity of motorcycle crashes. [ABSTRACT FROM AUTHOR]

Abstract Background Urban trauma centers reported increased substance use among individuals injured in motor vehicle collisions (MVC) after the start of the COVID-19 pandemic. Little is known about individuals admitted to rural trauma centers during this time. This study’s purpose was to describe substance use trends before and during the pandemic among individuals injured in MVC and treated at a rural Level-1 trauma center in West Virginia. Methods A cross-sectional analysis was performed using patients’ medical records. The study population included individuals ≥ 18 years of age who received treatment for a motor vehicle-related injury between September 1, 2018, and September 30, 2021, and were tested for drugs and alcohol upon admittance. The pre-COVID-19 period was defined as September 1, 2018–March 15, 2020. The COVID-19 period was March 16, 2020–September 30, 2021. The primary dependent variable was the patients’ drug test results. The primary independent variable was the time period. The data were analyzed using Chi-square tests, logistic regression, and proportional odds models. Results During this time, 1465 patients received treatment. On average, patients were 45 years ± 20 of age and male (57%). During COVID-19, 17% of patients tested positive for alcohol and 58% tested positive for non-alcohol drugs. After adjusting for patients’ sex and age, the number of drugs that patients tested positive for was 31% higher during COVID-19 (aOR 1.31; 95% CI 1.08, 1.58). The proportion of patients testing positive for cannabinoids (p = 0.05), opioids (p = 0.001), and stimulants (p = 0.010) increased from pre-COVID-19 to COVID-19 periods. Conclusions Drug and alcohol use increased among trauma patients admitted to a rural trauma center during COVID-19. Significant increases were seen in the number of drugs and for cannabinoids, opioids, and stimulants.

Road transport plays an important role in the life of modern society, satisfying the transport needs of almost all sectors of the economy and the population. Mass motorization has led to a number of problems, the severity of which is increasing every day. The most urgent problems are caused by the negative impact of motor transport on the environment and the problems associated with the release of greenhouse gasses that lead to climate change on a planetary scale. According to many experts, one of the most difficult and one of the most promising methods to reduce the severity of these problems is the use of liquefied natural gas as an automobile fuel. Scientific and applied developments in this direction are largely innovative in nature. Assessment of technical and economic indicators of their practical implementation will determine the area of effective application and identify key consumers of this fuel and energy scheme. The purpose of the study is to improve the efficiency of the operation of motor vehicles based on the results of the analysis of technical and economic indicators of using liquefied gas as an automobile fuel. The achievement of the designated goal is ensured by solving such tasks as analysis of technological and technical and economic parameters of the use of liquefied methane; development of an algorithm for conducting technical and economic analysis, formalization of input data and parameters; testing of the developed algorithm in practice, obtaining the results of technical and economic analysis; generalization of the results obtained, formulation of conclusions and practical recommendations. Due to the lack of accumulated experience in the practical operation of vehicles using liquefied methane, the methods of mathematical modeling of the object of study and multi-criteria analysis conducted with respect to the data obtained from the results of modeling are applied in the work. The main result of the study is an established multidimensional domain determined by a combination of key parameters such as fuel cost, vehicle cost, its annual mileage and other parameters. These multidimensional areas constitute the scientific novelty of the results of the performed research. The overlay of the identified multidimensional area on the area formed on the basis of the analysis of the structural parameters of the regional fleet of vehicles allows you to identify key consumers and generate the data necessary to determine the infrastructure parameters that ensure the implementation of the technology in question. One of the promising areas of further research within the framework of the designated topic is the development of a methodology for the formation of infrastructure parameters that ensure the effective use of liquefied methane as an automobile fuel.

Research on the driving characteristics of motor vehicles at different altitudes in plateau regions and road emission intensity can provide technical support for energy conservation and emission reduction policies in plateau areas. This paper selects gasoline and diesel vehicles for on-board testing on typical road sections in plateau regions to study the overall driving characteristics of motor vehicles and the driving characteristics at different altitude intervals in plateau areas. The results show that with the increase in altitude, the driving conditions gradually concentrate towards ’high speed, low acceleration.’ The relevant conclusions can further study and analyze the distribution patterns of pollutants in motor vehicle exhaust emissions and road emission intensity.

The Nigerian insurance industry has been associated with low patronage, thus contributing less than 1% to the Gross Domestic Product (GDP). The marketing and distribution segment of the Nigerian oil and Gas industry is facing multiple challenges including difficulty in transporting product through pipelines which necessitate the use of alternative means of transportation by road (Trucks). The main objective of this study is to empirically examine the determinants of patronage of motor vehicle Takaful by members of National Association of Road Transport Owners (NARTO-PTD) Kano State. The population of the study is 320 registered members of NARTO-PTD. Using Taro Yamane sample size formula, the study arrives at a sample of 178 respondents who were selected using simple Random Sampling Techniques. Partial Least Square - Structural Equation Modelling (PLS-SEM) method was employed to test the hypotheses of the study. The result reveals that while awareness is insignificant but perception and religiosity significantly affect patronage of motor vehicle takaful by members of NARTO-PTD in Kano State. The study recommends Takaful Companies to develop policies that will further encourage those highly religious and attract those that are not highly religious through organizing educative programs in masjids and other religious avenues and places of worship. Lastly, the study recommends developing policies that will strengthening the perception (NARTO-PTD) members toward Takaful.

Purpose. The work is aimed to analyze the components of the target function of reducing costs for the operation and maintenance of motor vehicles (buses) and determine the optimal periodicity of planned repairs. Methodology. The research was carried out using general scientific methods: analysis and synthesis, abstraction and concretization, induction and deduction, system analysis. Findings. In order to estimate reserves for improving the efficiency of rolling stock, the target function of minimizing costs (losses) during the operation of motor vehicles using the example of buses is given, which includes two aggregated component costs for planned activities after maintenance of motor vehicles and resources used to eliminate the consequences of unplanned repairs, including losses caused by them. Exponential dependencies of the number of unplanned repairs per calendar year of operation of motor vehicles obtained as a result of processing an array of statistical data on the enterprise are presented. It was found that one of the ways to improve the efficiency of the rolling stock of the motor vehicle enterprise is to reduce downtime due to current unplanned repairs. For this purpose, it is proposed to carry out planned repairs of each moving unit of motor vehicles. The graphical dependence of the number of unscheduled repairs on the amount of bus mileage between repairs is shown for a specific motor vehicle enterprise. Calculations of the components of the target function of increasing the use efficiency of buses were performed, and the optimal inter-repair mileage for carrying out planned repairs during the calendar year was determined graphically. The economic component of increasing the efficiency of use of the rolling stock of the automobile enterprise is substantiated – the lack of income from unfulfilled transport work, which is characterized by the average load of motor vehicles. Using the example of buses, it was found that the average load is directly proportional to the number of transported passengers and inversely proportional to the mileage along the route. Originality. All components of the target function of minimizing the total costs of planned activities after technical maintenance and resources of unplanned repairs, including losses (damages) from downtime, are thoroughly considered. Practical value. The results of the performed research can be used by motor transport companies to determine the optimal intervals between repairs. Carrying out planned repairs of each motor vehicle will make it possible to reduce losses from idle time and increase the use efficiency of rolling stock as a whole.

Background: Urban trauma centers reported increased substance use among individuals injured in motor vehicle collisions (MVC) after the start of the COVID-19 pandemic. Little is known about individuals admitted to rural trauma centers during this time. This study's purpose was to describe substance use trends before and during the pandemic among individuals injured in MVC and treated at a rural Level-1 trauma center in West Virginia. Methods: A cross-sectional analysis was performed using patients' medical records. The study population included individuals ≥ 18 years of age who received treatment for a motor vehicle-related injury between September 1, 2018, and September 30, 2021, and were tested for drugs and alcohol upon admittance. The pre-COVID-19 period was defined as September 1, 2018–March 15, 2020. The COVID-19 period was March 16, 2020–September 30, 2021. The primary dependent variable was the patients' drug test results. The primary independent variable was the time period. The data were analyzed using Chi-square tests, logistic regression, and proportional odds models. Results: During this time, 1465 patients received treatment. On average, patients were 45 years ± 20 of age and male (57%). During COVID-19, 17% of patients tested positive for alcohol and 58% tested positive for non-alcohol drugs. After adjusting for patients' sex and age, the number of drugs that patients tested positive for was 31% higher during COVID-19 (aOR 1.31; 95% CI 1.08, 1.58). The proportion of patients testing positive for cannabinoids (p = 0.05), opioids (p = 0.001), and stimulants (p = 0.010) increased from pre-COVID-19 to COVID-19 periods. Conclusions: Drug and alcohol use increased among trauma patients admitted to a rural trauma center during COVID-19. Significant increases were seen in the number of drugs and for cannabinoids, opioids, and stimulants. [ABSTRACT FROM AUTHOR]

Methamphetamine (METH) and 3,4‐methylenedioxymethamphetamine (MDMA) are common drugs of abuse and driving under their influence may occur in 1 million people yearly in the United States. This systematic review fills the currently unmet need in understanding the effects of METH and MDMA on motor vehicle driving performance (MVP) and provides insight into the forensic community. A PubMed search on September 24, 2020, for experimental and observational studies, which evaluated the impact of METH and MDMA on MVP was performed. After a review of 208 abstracts, 103 were considered potentially interesting and full texts were obtained. After the exclusion of non‐English articles, review articles, single case reports, and articles which did not evaluate METH or MDMA on MVP, a total of nine experimental studies, 10 traditional observational studies, and 35 case series were included. The clinical rigor of experimental studies was evaluated using the Jadad scale. Experimental studies often demonstrated no significant MVP safety signals for METH or MDMA use, which was contrary to the overwhelming MVP safety risks found in observational studies. Common driving behaviors while using METH or MDMA include: errors in judgment, traveling at high speeds, failure to stop, merging inappropriately, lane weaving, and crashes. Limitations of experimental studies that led to dissimilar MVP outcomes from observational studies include: the common use of driving simulators, as opposed to actual driving examinations, and doses of METH or MDMA administered may not be representative of blood concentrations seen in observational studies. This systematic review has no funding source and was not registered. [ABSTRACT FROM AUTHOR]

The objective of this work is to study the sensitivity of cyclists who are overtaken by a motor vehicle in a street route without cycling lanes. To achieve this, an experimental method is proposed in which 17 cyclists were recruited and classified into two groups: non-experienced users and experienced ones. In each run, the motor vehicle generated a stimulus presented on the route, considering different speeds and distances in the overtaken maneuver of the motor vehicle. The sensitivity was reported by audiovisual records to capture the stimuli to which they were subjected. The results obtained show that an experienced cyclist reacts 1.27 times faster than a non-experienced one. This advantage gives experienced users greater safety and a level of confidence on the road, since being able to go faster, reduces their relative speed difference with motor vehicles and gives such cyclists a greater feeling of comfort during their trip. As future research, it is proposed to carry out studies with different types of cyclists and group size to be able to compare the perceived sensitivities of making the trip individually versus one made collectively for different types of road infrastructure such as dedicated cycling pathways. [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]

The use of reasonable standards for the technical operation of motor vehicles is the key to improving the efficiency of the transport process. Due to the fact that a number of standards for the technical operation of vehicles have not been updated for many years, an urgent problem is the improvement of methods for rationing the technological parameters of the technical operation of vehicles. The purpose of the study is: improving the efficiency of the operation of motor vehicles based on the development and implementation of a methodology for adjusting the frequency of maintenance by the amount of actual fuel consumption. The approach proposed by the authors is based on the hypothesis that the work performed by the nodes and aggregates of vehicles is equivalent to the total fuel consumption. Therefore, the use of this parameter as an argument for the function of determining the frequency of preventive actions allows us to more fully take into account the operating conditions of vehicles, the nature of the transport work performed, technical, resource and design features. Methods of mathematical analysis and statistical processing of the results of field surveys were used to develop a methodology for adjusting the frequency of preventive effects by the amount of total fuel consumption. As a result of the work done: a new methodological approach to the appointment of the frequency of preventive actions by the amount of total fuel consumption is proposed; a methodology for adjusting the basic norms of the frequency of maintenance of motor vehicles based on data on actual fuel consumption is developed, which allows to establish the values of total fuel consumption that determine the need for preventive maintenance. The scientific novelty of the work is: – methodical approach to the appointment of the frequency of preventive actions by the amount of total fuel consumption; – methodology for determining the values of total fuel consumption, determining the need to perform preventive actions; – the values of the coefficient of reduction of fuel consumption when driving on a standard driving cycle to the conditions of traffic on the highway, defined for different categories of vehicles and necessary for the practical application of the developed methodology. The practical significance of the results of the study is determined by a new approach to the appointment of the frequency of maintenance, which allows more fully to take into account the actual operational factors affecting the resource characteristics of vehicles. Based on the results of practical application of the developed methodology, it was found that when operating KAVZ-4235 buses in the city, the frequency of TO-2 can be increased by 30%, and outside the suburban area by 45%. Based on the data obtained, recommendations have been developed for the practical application of the presented methods for correcting the regulatory periodicity of the total fuel consumption. Forecast calculations of the frequency of technical services of the categories of vehicles under consideration have been performed.

Inconsistent access to healthcare for people with epilepsy results in reduced adherence to antiseizure medications, increased seizure frequency, and fewer appropriate referrals for epilepsy surgery. Identifying and addressing factors that impede access to care should consequently improve patient outcomes. We hypothesized that health insurance and transportation affect access to outpatient neurology care for adults living with epilepsy in the United States (US). We conducted a retrospective cross-sectional study of US adults with active epilepsy surveyed via the National Health Interview Survey (NHIS) in 2015 and 2017. We established whether patients reported seeing a neurologist in the past year and used multiple logistic regression to determine whether health insurance status and transportation access were associated with this outcome. We identified 735 respondents from 2015 and 2017, representing an estimated 2.98 million US adults with active epilepsy. After adjusting for socioeconomic and seizure-related co-variates, we found that a lack of health insurance coverage was associated with no epilepsy care in the past year (adjusted odds ratio [aOR] 0.22; 95 % confidence interval [CI]: 0.09 – 0.54). Delayed care due to inadequate transportation (aOR 0.42; 95 % CI: 0.19 – 0.93) also resulted in reduced patient access to a neurologist. Due to the inherent nature of their condition, people with epilepsy are less likely to have employer-sponsored health insurance or consistent driving privileges. Yet, these factors also impact patient access to neurological care. We must address transportation and insurance barriers through long-term investment and partnership between community, healthcare, and government stakeholders. • 64.8 % of US adults with active epilepsy saw a neurologist in 2015 and 2017. • Patients without insurance were less likely to see a neurologist. • Transportation barriers also contribute to decreased access to epilepsy care. [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]

BACKGROUND: Road traffic injuries (RTIs) are the second leading cause of mortality in Saudi Arabia. The high rate of RTIs puts a strain on rehabilitation services. Yet, little is known of the economic burden of nonfatal RTIs and rehabilitation services. This study, therefore, aims to describe the annual rehabilitation costs associated with RTIs at a local trauma center. MATERIALS AND METHODS: This study was conducted among all the 17 years or older patients hospitalized at King Abdulaziz Medical City in Riyadh following RTIs and required rehabilitation care. We included 299 patients who met the inclusion criteria and were followed for one year after discharge from the index hospital. The data was abstracted through retrospective review of patients' medical records. All rehabilitative services utilized by the healthcare system were recorded. To describe the economic burden, the mean, median, standard deviation, and interquartile range (IQR) were calculated. Total costs were aggregated for all patients to estimate overall costs. RESULTS: The study population was relatively young (31 years ± 14.4). The total annual rehabilitation cost of patients was Saudi Riyals (SAR) 6,113,781 (IQR: 20,589.3 − 3,125 = 17,464.3), and the average for each patient was SAR 20,447 (median = 7875). Patients aged 40–59 years and ≥60 years accounted for the highest average rehabilitation cost of SAR 31,563.99 and 32,639.21, respectively. Rehabilitation visits incurred the highest cost (mean SAR 1,494,124), followed by bed utilization which cost SAR 1,311,972 and radiology examination at SAR 1,032,261. The cost of motorcycle injuries was relatively higher (SAR 44,441.0) than other injury mechanisms. CONCLUSION: This study underlines the economic burden of rehabilitation services resulting from RTIs. Public health interventions are needed to reduce the burden of RTIs by dealing with their preventable causes and improving road safety measures. These findings may be useful to policymakers and researchers to support and improve rehabilitation services in Saudi Arabia.

The scientific paper presents a concrete research carried out by the authors in order to implement concepts of a technical nature, so that those interested in this field can get acquainted with a certain way of exposing problems regarding pollutants and pollution from road vehicles in the context of the sustainable development of automotive transport. Below we present a technical and managerial study with engineering nuances, through which readers can look at and understand the concept of sustainable development of this sector in a global context. The work shows aspects regarding the chemical, noise pollution and mechanical vibrations produced by motor vehicles during their operation, the evolution in percentage of the European Pollution Norms, the date of their entry into force and the harmful effects that the pollution has on habitats and human health

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]

Background: Traumatic brain injury (TBI) in pediatric patients is a major burden to public health. Understanding clinical associations with severity and short hospitalization (≤ 1 day length of stay) is needed to better inform management paradigms and optimize triage. Methods: A retrospective review of the Kids' Inpatient Database (KID) was performed for all data reported between 2006 and 2012 for TBI patients aged ≤ 20 years. Univariate and multivariate regression analyses were performed to identify predictive factors of trauma severity and short hospitalization. Results: A total of 220,777 pediatric TBI cases were identified, with the majority of cases being boys (66%) with a mean age of 11.5 years. Mean length of stay was 5.0 days, with 25% discharged within 1 day, and 83% routinely discharged home. In-hospital mortality occurred in 4% of cases. More severe TBI presentations were significantly and independently associated with older age, weekend admissions, hospital transfers, and in patients with chronic conditions and neurological issues (all P < 0.01). There were 38% of admission that were short hospitalizations. Younger age, male gender, less chronic conditions, fall and assault etiologies, and with milder injury severity all significantly and independently predicted greater likelihood of short hospitalization. Conclusions: The severity of pediatric TBI admissions to the hospital can be impacted by a number of parameters. Furthermore, there exists a subset of clinical associations for short hospitalization admissions. Proactive identification of these parameters at time of presentation will assist in optimizing the management of pediatric TBI]. [ABSTRACT FROM AUTHOR]

PurposeProper understanding and interaction with the dashboard is an essential aspect of safely operating a motor vehicle. A portion of this task is dependent on vision, yet no published information exists regarding dashboard ergonomics and visual function. This study sought to associate visual functions and person abilities of dashboard ergonomic dimensions relevant to older driver design preferences and attitudes.MethodsIn this population-based study of drivers, participants completed functional testing for habitual distance visual acuity, contrast sensitivity, visual field sensitivity, visual processing speed, and spatial ability. A questionnaire assessed attitudes and understanding of dashboard design, with questionnaire items generated from the content of focus groups of older drivers. Dashboard design domains identified in Rasch analysis of questionnaire responses were quantified using person ability measures for the cognitive processing, lighting, obstructions, and pattern recognition domains. Visual functions and person abilities were correlated using Spearman partial correlations, adjusting for age and sex.ResultsA total of 997 participants completed functional testing and the dashboard questionnaire. The mean age was 77.4 ± 4.6 years, and the majority were male (55%) and white (81%). The sample had a range of person abilities and visual functions. Contrast and visual field sensitivities were significantly associated with the cognitive processing, lighting, and pattern recognition dashboard design dimensions (p ≤ 0.0052). For all significant associations, increased visual function was indicative of better person ability. Visual processing speed, as measured by Trails B and UFOV2, was significantly associated with the lighting domain (p = 0.0008 and p = 0.0007, respectively). The UFOV2 measure was correlated with pattern recognition (p = 0.0165). Spatial ability was the only visual function associated with the visual obstruction dimension (p = 0.0347).ConclusionsPerson ability for dashboard design domains are related to visual function in older drivers. Results show person ability for domains increased with improved visual function. Future automotive engineering and design initiatives should consider these associations in improving dashboard designs to increase vehicle utility and accessibility.

Background: Many older adults face the difficult decision of when to stop driving. We sought to test whether an online driving decision aid (DDA) would improve decision quality. Methods: This prospective two‐arm randomized trial enrolled English‐speaking licensed drivers (age ≥70 years) without significant cognitive impairment but with ≥1 diagnosis associated with increased likelihood of driving cessation; all participants received primary care in clinics associated with study sites in three states. The intervention was the online Healthwise® DDA for older adults addressing "Is it time to stop driving?"; control was web‐based information for older drivers only. The primary outcome was decision conflict as estimated by the Decisional Conflict Scale (DCS; lower scores indicate higher quality). Secondary outcomes were knowledge and decision self‐efficacy about driving decisions. We examined postrandomization differences in primary and secondary outcomes by study arm using generalized linear mixed‐effects models with adjustment for site and prerandomization scores. Results: Among 301 participants (mean age: 77.1 years), 51.2% identified as female and the majority as non‐Hispanic (99.0%) and white (95.3%); 98.0% lived in an urban area. Participant characteristics were similar by study arm but differed across sites. Intervention participants had a lower mean DCS score (12.3 DDA vs 15.2 control; adjusted mean ratio [AMR] 0.76, 95%CI 0.61–0.95; p = 0.017). Intervention participants had higher mean knowledge scores (88.9 DDA vs. 79.9 control; OR 1.13, 95%CI 1.01–1.27, p = 0.038); there was no difference between groups in self‐efficacy scores. The DDA had high acceptability; 86.9% of those who viewed it said they would recommend it to others in similar situations. Conclusions: The online Healthwise® DDA decreased decision conflict and increased knowledge in this sample of English‐speaking, older adults without significant cognitive impairment, although most chose to continue driving. Use of such resources in clinical or community settings may support older adults as they transition from driving to other forms of mobility. Trial registration: ClinicalTrials.gov identifier "Advancing Understanding of Transportation Options (AUTO)" NCT04141891. [ABSTRACT FROM AUTHOR]

Background and Aims: Sobriety checkpoints are an effective strategy to reduce alcohol‐impaired driving, motor vehicle crashes, injuries and fatalities. The aim of this study was to identify the geographic extent over which individual sobriety checkpoints affect alcohol‐impaired driving. Design, Setting, Participants: Spatial ecological panel analysis using geolocated breath test data from the Queensland Police Service, Australia, for January 2012 to June 2018. Data were aggregated over 338 weeks within 528 Statistical Area level 2 (SA2) units (n = 178 464 SA2‐weeks) and 84 Statistical Area level 3 (SA3) units (n = 28 392 SA3‐weeks). SA2 units in Queensland contain a mean population of 8883.5 (SD = 55 018.3) and encompass 468.9 roadway kilometers (SD = 1490.0); SA3 units contain a mean population of 57 201.6 (SD = 29521.6) and encompass 2936.0 roadway kilometers (SD = 7025.0). Measurements Independent measures were the density of sobriety checkpoints conducted per 500 roadway kilometers within local and spatially adjacent space–time units. The dependent measure was the rate of tests that detected breath alcohol concentration (a proxy for blood alcohol concentration [BAC]) greater than the legal maximum value of 0.05% for fully licensed drivers in Queensland. Bayesian hierarchical spatial negative binomial models‐related sobriety checkpoints to the rate of breath tests with BAC ≥ 0.05% within and between space–time units. Findings One additional sobriety checkpoint conducted per 500 roadway kilometers was associated with 2.5% reduction in the rate of breath tests with BAC ≥ 0.05% within local SA2 units (incidence rate ratio [IRR] = 0.975; 95% credibility interval (CrI): 0.973–0.978), and with 5.5% reduction in the rate of breath tests with BAC ≥ 0.05% within local SA3 units (IRR = 0.945; 95%CrI: 0.937–0.953). Associations were attenuated towards null in spatially adjacent units and in temporally lagged units (e.g. SA3‐weeks; adjacent lagged 1 week: IRR = 0.969; 95%CrI: 0.937–1.003). Conclusions: Individual sobriety checkpoints appear to be associated with reductions in nearby alcohol‐impaired driving. Relationships decay after approximately 1 week and beyond local areas containing approximately 60 000 residents and 3000 kilometers of roadway. [ABSTRACT FROM AUTHOR]