Motor vehicles act

We estimate the effect of high school graduation on participation in criminal activity accounting for endogeneity of schooling. We begin by analyzing the effect of high school graduation on incarceration using Census data. Instrumental variable estimates using changes in state compulsory attendance laws as an instrument for high school graduation uncover a significant reduction in incarceration for both blacks and whites. When estimating the impact of high school graduation only, OLS and IV estimators estimate different weighted sums of the impact of each schooling progression on the probability of incarceration. We clarify the relationship between OLS and IV estimates and show that the "weights" placed on the impact of each schooling progression can explain differences in the estimates. Overall, the estimates suggest that completing high school reduces the probability of incarceration by about .76 percentage points for whites and 3.4 percentage points for blacks. We corroborate these findings using FBI data on arrests that distinguish among different types of crimes. The biggest impacts of graduation are associated with murder, assault, and motor vehicle theft. We also examine the effect of drop out on self-reported crime in the NLSY and find that our estimates for imprisonment and arrest are caused by changes in criminal behavior and not educational differences in the probability of arrest or incarceration conditional on crime. We estimate that the externality of education is about 14-26% of the private return to schooling, suggesting that a significant part of the social return to education comes in the form of externalities from crime reduction.

Motor vehicle emissions usually constitute the most significant source of ultrafine particles (diameter <0.1 µm) in an urban environment, yet little is known about the concentration and size distribution of ultrafine particles in the vicinity of major highways. In the present study, particle number concentration and size distribution in the size range from 6 to 220 nm were measured by a condensation particle counter (CPC) and a scanning mobility particle sizer (SMPS), respectively. Measurements were taken 30, 60, 90, 150, and 300 m downwind, and 300 m upwind, from Interstate 405 at the Los Angeles National Cemetery. At each sampling location, concentrations of CO, black carbon (BC), and particle mass were also measured by a Dasibi CO monitor, an aethalometer, and a DataRam, respectively. The range of average concentration of CO, BC, total particle number, and mass concentration at 30 m was 1.7-2.2 ppm, 3.4-10.0 µg/m 3 , 1.3-2.0 × 10 5 /cm 3 , and 30.2-64.6 µg/m 3 , respectively.

In order to more effectively promote fruit and vegetable intake among children and adolescents, insight into determinants of intake is necessary. We conducted a review of the literature for potential determinants of fruit and vegetable intake in children and adolescents.

PM 1 (particles having aerodynamic diameter < 1.0 µm) concentrations were measured at a sampling site inside the Indian Institute of Technology (IIT) Kanpur campus for 11 months from July, 2008-May, 2009. The sampling was carried out for all the major seasons of India and a total of 90 samples were collected. The chemical speciation data in terms of element and anion concentrations of all the collected samples were closely studied for any seasonal phenomena and different source contributions to PM 1 mass. Average PM 1 concentration was found to be highest (199 µg/m 3 ) during winter and lowest (31 µg/m 3 ) during monsoon season. Concentrations of different elements and anions also followed similar trend as PM 1 concentration. Nitrate and sulfate were the two most predominant anionic species contributing to almost 80%-90% of total anionic concentrations. Crustal elements (Ca, Mg, and Fe) were the main contributors within the total elemental concentrations. Overall, it was found that anions contributed up to 35% of the total PM 1 mass. Factor Analysis of chemical speciation data and UNMIX (Version 6) revealed that secondary sources and vehicular emissions were the two main sources contributing to PM 1 mass with minor contributions from paved road dust and coal combustion sources.

Motor vehicle emissions usually constitute the most significant source of ultrafine particles (diameter o0.1 mm) in an urban environment. Zhu et al. (J. Air Waste Manage. Assoc., 2002, accepted for publication) conducted systematic measurements of the concentration and size distribution of ultrafine particles in the vicinity of a highway dominated by gasoline vehicle. The present study compares these previous measurements with those made on Interstate 710 freeway in Los Angeles. The 710 freeway was selected because more than 25% of the vehicles are heavy-duty diesel trucks. Particle number concentration and size distribution in the size range from 6 to 220 nm were measured by a condensation particle counter and a scanning mobility particle sizer, respectively. Measurements were taken at 17, 20, 30, 90, 150, and 300 m downwind and 200 m upwind from the center of the freeway. At each sampling location, concentrations of carbon monoxide (CO) and black carbon (BC) were also measured by a Dasibi CO monitor and an Aethalometer, respectively. The range of average concentration of CO, BC and total particle number concentration at 17 m was 1.9-2.6 ppm, 20.3-24.8 mg/m 3 , 1.8 Â 10 5 -3.5 Â 10 5 /cm 3 , respectively. Relative concentration of CO, BC and particle number decreased exponentially and tracked each other well as one moves away from the freeway. Both atmospheric dispersion and coagulation appears to contribute to the rapid decrease in particle number concentration and change in particle size distribution with increasing distance from the freeway. Average traffic flow during the sampling periods was 12,180 vehicles/h with more than 25% of vehicles being heavy-duty diesel trucks. Ultrafine particle number concentration measured at 300 m downwind from the freeway was indistinguishable from upwind background concentration. These data may be used to estimate exposure to ultrafine particles in the vicinity of major highways. r

Context.-Motor vehicle crash risk in older drivers has been associated with visual acuity loss, but only weakly so, suggesting other factors contribute. The useful field of view is a measure that reflects decline in visual sensory function, slowed visual processing speed, and impaired visual attention skills.

We compare multinomial logit and mixed logit models for data on California households' revealed and stated preferences for automobiles. The stated preference (SP) data elicited households' preferences among gasoline, electric, methanol, and compressed natural gas vehicles with various attributes. The mixed logit models provide improved fits over logit that are highly significant, and show large heterogeneity in respondents' preferences for alternative-fuel vehicles. The effects of including this heterogeneity are demonstrated in forecasting exercises. The alternative-fuel vehicle models presented here also highlight the advantages of merging SP and revealed preference (RP) data. RP data appear to be critical for obtaining realistic body-type choice and scaling information, but they are plagued by multicollinearity and difficulties with measuring vehicle attributes. SP data are critical for obtaining information about attributes not available in the marketplace, but pure SP models with these data give implausible forecasts.

Solid waste management is one of the major environmental concerns in the United States. Over 5 billion tons of non-hazardous solid waste materials are generated in USA each year. Of these, more than 270 million scrap-tires (approximately 3.6 million tons) are generated each year. In addition to this, about 300 million scrap-tires have been stockpiled. Several studies have been carried out to reuse scrap-tires in a variety of rubber and plastic products, incineration for production of electricity, or as fuel for cement kilns, as well as in asphalt concrete.

Reducing the severity of injuries resulting from motor-vehicle crashes has long been a primary emphasis of highway agencies and motor-vehicle manufacturers. While progress can be simply measured by the reduction in injury levels over time, insights into the effectiveness of injury-reduction technologies, policies, and regulations require a more detailed empirical assessment of the complex interactions that vehicle, roadway, and human factors have on resulting crash-injury severities. Over the years, researchers have used a wide range of methodological tools to assess the impact of such factors on disaggregate-level injury-severity data, and recent methodological advances have enabled the development of sophisticated models capable of more precisely determining the influence of these factors. This paper summarizes the evolution of research and current thinking as it relates to the statistical analysis of motor-vehicle injury severities, and provides a discussion of future methodological directions.

Background: The use of safety belts is the single most effective means of reducing fatal and nonfatal injuries in motor vehicle crashes. If all motor vehicle occupants consistently wore safety belts, an estimated 9553 deaths would have been prevented in 1999 alone.

The role of Δ9-tetrahydrocannabinol (THC) in driver impairment and motor vehicle crashes has traditionally been established in experimental and epidemiological studies. Experimental studies have repeatedly shown that THC impairs cognition, psychomotor ...

PM 2:5 (particles with aerodynamic diameters less than 2.5 lm) chemical source pro®les applicable to speciated emissions inventories and receptor model source apportionment are reported for geological material, motor vehicle exhaust, residential coal (RCC) and wood combustion (RWC), forest ®res, geothermal hot springs; and coal-®red power generation units from northwestern Colorado during 1995. Fuels and combustion conditions are similar to those of other communities of the inland western US. Coal-®red power station pro®les diered substantially between dierent units using similar coals, with the major dierence being lack of selenium in emissions from the only unit that was equipped with a dry limestone sulfur dioxide (SO 2 ) scrubber. SO 2 abundances relative to ®ne particle mass emissions in power plant emissions were seven to nine times higher than hydrogen sul®de (H 2 S) abundances from geothermal springs, and one to two orders of magnitude higher than SO 2 abundances in RCC emissions, implying that the SO 2 abundance is an important marker for primary particle contributions of non-aged coal-®red power station contributions. The sum of organic and elemental carbon ranged from 1% to 10% of ®ne particle mass in coal-®red power plant emissions, from 5% to 10% in geological material, >50% in forest ®re emissions, >60% in RWC emissions, and >95% in RCC and vehicle exhaust emissions. Water-soluble potassium (K ) was most abundant in vegetative burning pro®les. K /K ratios ranged from 0.1 in geological material pro®les to 0.9 in vegetative burning emissions, con®rming previous observations that soluble potassium is a good marker for vegetative burning. Ó

A multi-center case-control study was conducted on 3398 fatally-injured drivers to assess the effect of alcohol and drug use on the likelihood of them being culpable. Crashes investigated were from three Australian states (Victoria, New South Wales and Western Australia). The ...

The association between teenage passengers and crash risks among young drivers may be due to risky driving behavior. We investigated the effect on two measures of risky driving in the presence of young male and female passengers. Vehicles exiting from parking lots at 10 high schools were observed and the occupants were identified by gender and age (teen or adult). At a nearby site, the speed and headway of passing traffic were recorded using video and LIDAR technology. Teenage drivers drove faster than the general traffic and allowed shorter headways, particularly in the presence of a male teenage passenger. Both male and female teenage drivers allowed shorter headways (relative to no passenger or a female passenger) in the presence of a male teenage passenger, while the presence of a female teenage passenger resulted in longer headways for male teenage drivers. Overall, the observed rate of high risk driving (defined as speed ≥15 mph or more above the posted speed limit and/or headway of ≤1.0 s) for the teen male driver/male passenger condition was about double that of general traffic. In conclusion, the presence of male teenage passengers was associated with risky driving behavior among teenage drivers. Published by Elsevier Ltd.

An advanced algorithm called positive matrix factorization (PMF) in receptor modeling was used to identify the sources of respirable suspended particulates (RSP) in Hong Kong. The compositional data obtained from the Hong Kong Environmental Protection Department from 1992 to 1994 were analyzed. The species analyzed in this study are Al, Ca, Mg, Pb, Na+, V, Cl−, NH4+, SO42−, Br−, Mn, Fe, Ni, Zn, Cd, K+, Ba, Cu, and As. Unlike the conventional receptor modeling algorithm, factor analysis PMF only generates non-negative source profiles. To eliminate sulfate from such factors where it is not physically plausible, special penalty terms were included in the model so that sulfate concentrations could be selectively decreased in specified factors. A 9-factor model containing non-zero sulfate concentrations in three factors gives the most satisfactory source profiles. Ammonium sulfate, chloride depleted marine aerosols and crustal aerosols are the three non-zero sulfate sources. Other factors are marine aerosols, non-ferrous smelters, particulate copper, fuel oil burning, vehicular emission and bromide/road dust. The last two sources can be combined as a single source of vehicle/road dust. The compositional profiles of these factors were also developed. The mass profiles obtained can be improved by further refinement of distribution of sulfate in the sources.

There is growing evidence of a distinct set of freshly-emitted air pollutants downwind from major highways, motorways, and freeways that include elevated levels of ultrafine particulates (UFP), black carbon (BC), oxides of nitrogen (NOx), and carbon monoxide (CO). People living or otherwise spending substantial time within about 200 m of highways are exposed to these pollutants more so than persons living at a greater distance, even compared to living on busy urban streets. Evidence of the health hazards of these pollutants arises from studies that assess proximity to highways, actual exposure to the pollutants, or both. Taken as a whole, the health studies show elevated risk for development of asthma and reduced lung function in children who live near major highways. Studies of particulate matter (PM) that show associations with cardiac and pulmonary mortality also appear to indicate increasing risk as smaller geographic areas are studied, suggesting localized sources that likely i...

Due to the increasingly serious environmental problems presented by waste tires, the feasibility of using elastic and flexible tire–rubber particles as aggregate in concrete is investigated in this study. Tire–rubber particles composed of tire chips, crumb rubber, and a combination of tire chips and crumb rubber, were used to replace mineral aggregates in concrete. These particles were used to replace 12.5%, 25%, 37.5%, and 50% of the total mineral aggregate’s volume in concrete. Cylindrical shape concrete specimens 15 cm in diameter and 30 cm in height were fabricated and cured. The fresh rubberized concrete exhibited lower unit weight and acceptable workability compared to plain concrete. The results of a uniaxial compressive strain control test conducted on hardened concrete specimens indicate large reductions in the strength and tangential modulus of elasticity. A significant decrease in the brittle behavior of concrete with increasing rubber content is also demonstrated using nonlinearity indices. The maximum toughness index, indicating the post failure strength of concrete, occurs in concretes with 25% rubber content. Unlike plain concrete, the failure state in rubberized concrete occurs gently and uniformly, and does not cause any separation in the specimen. Crack width and its propagation velocity in rubberized concrete are lower than those of plain concrete. Ultrasonic analysis reveals large reductions in the ultrasonic modulus and high sound absorption for tire–rubber concrete.

OBJECTIVES: To evaluate the relationship between performance-based risk factors and subsequent at-fault motor vehicle collision (MVC) involvement in a cohort of older drivers. DESIGN: Prospective cohort study. SETTING: Motor Vehicle Administration (MVA) field sites in Maryland. Test with an Abbreviated Part A and standard Part B; Useful Field of View (UFOV s ) subtest 2; a Mobility Questionnaire; and MVC occurrence. RESULTS: In drivers aged 55 and older with intact vision (20/70 far visual acuity and 1401 visual field), age, sex, history of falls, and poorer cognitive performance, as measured using Trails B, MVPT, and UFOV subtest 2, were predictive of future at-fault MVC involvement. After adjusting for annual mileage, participants aged 78 and older were 2.11 as more likely to be involved in an at-fault MVC, those who made four or more errors on the MVPT were 2.10 times as likely to crash, those who took 147 seconds or longer to complete Trails B were 2.01 times as likely to crash, and those who took 353 ms or longer on subtest 2 of the UFOV were 2.02 times as likely to incur an at-fault MVC. Older adults, men, and individuals with a history of falls were more likely to be involved in subsequent at-fault MVCs. CONCLUSION: Performance-based cognitive measures are predictive of future at-fault MVCs in older adults. Cognitive performance, in particular, is a salient predictor of subsequent crash involvement in older adults. High-risk older drivers can be identified through brief, performancebased measures administered in a MVA setting.

The concentrations of organic carbon (OC) and elemental carbon (EC) in atmospheric particles were investigated at eight sites in four cities (Hong Kong, Guangzhou, Shenzhen and Zhuhai) of the Pearl River Delta Region (PRDR), China, during winter and summer ...

The promotion of biofuels as energy for transportation in the industrialized countries is mainly driven by the perspective of oil depletion, the concerns about energy security and global warming. However due to sustainability constraints, biofuels will replace only 10 to 15% of fossil liquid fuels in the transport sector. Several governments have defined a minimum target of GHG emissions reduction for those biofuels that will be eligible to public incentives, for example a 35% emissions reduction in case of biofuels in Members States of the European Union. This article points out the significant biases in estimating GHG balances of biofuels stemming from modelling choices about system definition and boundaries, functional unit, reference systems and allocation methods. The extent to which these choices influence the results is investigated. After performing a comparison and constructive criticism of various modelling choices, the LCA of wheat-to-bioethanol is used as an illustrative case where bioethanol is blended with gasoline at various percentages (E5, E10 and E85). The performance of these substitution options is evaluated as well. The results show a large difference in the reduction of the GHG emissions with a high sensitivity to the following factors: the method used to allocate the impacts between the co-products, the type of reference systems, the choice of the functional unit and the type of blend. The authors come out with some recommendations for basing the estimation of energy and GHG balances of biofuels on principles such as transparency, consistency and accuracy.

The purpose of this study was to examine the association between psychoactive drug use and motor vehicle crash (MVC) injuries requiring hospitalization in southern Taiwan. A case-control study was conducted in southern Taiwan from January 2009 to December 2009. The cases included car or van drivers who were involved in MVCs and required hospitalization. Demographic and trauma-related data were collected from questionnaires and hospital and ambulance records. Urine and/or blood samples were collected on admission. The controls consisted of drivers who were randomly recruited while driving on public roads. Study subjects were interviewed and asked to provide urine samples. All blood and urine samples were tested for alcohol and a number of other legal and illegal drugs. Only those subjects who provided urine and/or blood specimens were included in the study. During the study period, 254 case patients and 254 control drivers were enrolled. The analysis showed an odds ratio (OR) of 3.41 (95% confidence intervals (95% CI), 1.76-6.70; p<0.001) for persons taking benzodiazepines, and an OR of 3.50 (95% CI, 1.81-6.85; p<0.001) for those taking alcohol (blood alcohol concentrations (BAC)≥0.8 g/l) with regard to hospitalizations due to MVCs. For persons taking combinations of benzodiazepines and alcohol, the OR increased to 5.12 (95% CI: 1.77-15.91, p<0.001). This study concluded that drug use among motor vehicle drivers increases the risk of MVCs that require hospitalization. From a public health perspective, the high risk ratios are concerning, and preventive measures are warranted.

The epidemiology of traumatic deaths was periodically described during the development of the American trauma system between 1977 and 1995. Recognizing the impact of aging populations and the potential changes in injury mechanisms, the purpose of this work was to provide a comprehensive, prospective, population-based study of Australian trauma-related deaths and compare the results with those of landmark studies. All prehospitalization and in-hospital trauma deaths occurring in an inclusive trauma system at a single Level 1 trauma center [400 patients with an injury severity score (ISS) &gt;15/year] underwent autopsy and were prospectively evaluated during 2005. High-energy (HE) and low-energy (LE) deaths were categorized based on the mechanism of the injury, time frame (prehospitalization, &lt;48 hours, 2-7 days, &gt;7 days), and cause [which was determined by an expert panel and included central nervous system-related (CNS), exsanguination, CNS + exsanguination, airway, multiple o...

Motorcycles constitute about 19% of all motorized vehicles in Singapore and are generally over represented in traffic accidents accounting for 40% of total fatalities. In this paper, an ordered probit model is used to examine factors that affect the injury severity of motorcycle accidents and the severity of damage to the vehicle. Nine years of motorcycle accident data was obtained for Singapore based on police reports. This data included categorical assessments of the severity of accidents based on three levels. Damage severity to the vehicle was also assessed and categorized into four levels. Categorical data of this type is best analyzed using ordered probit models which require no assumptions regarding the ordinality of the dependent variable, which in this case is the severity score. Various models are examined to determine what factors are related to increased severity o f motorcycle accident and damages that have occurred. Investigations suggest that factors affecting the severity of motorcycle accidents and damages are not necessarily similar. Several factors such as age and nationality of the rider, engine capacity, headlight condition, the object the motorcycle collided with (such as pedestrians and stationary objects), the time of day of the accident, whether the motorcyclist was at fault and whether there was a pillion passenger are significantly associated with injury severity and severity of damage to the vehicle. In addition, it was also found that both injury severity and vehicle damage severity levels are decreasing over time.

Land vehicles rely mainly on global positioning system (GPS) to provide their position with consistent accuracy. However, GPS receivers may encounter frequent GPS outages within urban areas where satellite signals are blocked. In order to overcome this problem, GPS is usually combined with inertial sensors mounted inside the vehicle to obtain a reliable navigation solution, especially during GPS outages. This letter proposes a data fusion technique based on radial basis function neural network (RBFNN) that integrates GPS with inertial sensors in real time. A field test data was used to examine the performance of the proposed data fusion module and the results discuss the merits and the limitations of the proposed technique.

Ethanol use in vehicle fuel is increasing worldwide, but the potential cancer risk and ozone-related health consequences of a large-scale conversion from gasoline to ethanol have not been examined. Here, a nested globalthrough-urban air pollution/weather forecast model is combined with high-resolution future emission inventories, population data, and health effects data to examine the effect of converting from gasoline to E85 on cancer, mortality, and hospitalization in the United States as a whole and Los Angeles in particular. Under the base-case emission scenario derived, which accounted for projected improvements in gasoline and E85 vehicle emission controls, it was found that E85 (85% ethanol fuel, 15% gasoline) may increase ozone-related mortality, hospitalization, and asthma by about 9% in Los Angeles and 4% in the United States as a whole relative to 100% gasoline. Ozone increases in Los Angeles and the northeast were partially offset by decreases in the southeast. E85 also increased peroxyacetyl nitrate (PAN) in the U.S. but was estimated to cause little change in cancer risk. Due to its ozone effects, future E85 may be a greater overall public health risk than gasoline. However, because of the uncertainty in future emission regulations, it can be concluded with confidence only that E85 is unlikely to improve air quality over future gasoline vehicles. Unburned ethanol emissions from E85 may result in a global-scale source of acetaldehyde larger than that of direct emissions. *

Air pollution is a suspected developmental neurotoxicant. Many schools are located in close proximity to busy roads, and traffic air pollution peaks when children are at school. We aimed to assess whether exposure of children in primary school to traffic-related air pollutants is associated with impaired cognitive development.

The purpose of this study is to estimate the effects of drunk driving deterrents and other alcohol related policies on drunk driving. The data set employed is an annual time-series of state cross-sections for the 48 contiguous states of the U.S. from 1982 through 1988. Total and alterative alcohol involved motor vehicle fatality rates, for the general population and for

Cervical spine (C-spine) injuries occur infrequently in children but may be associated with significant disability and mortality. The purpose of this study was to review the experience of a level 1 pediatric trauma center to determine the epidemiology, risk factors, mechanisms, levels, types of injury, comorbid factors, and outcomes associated with these potentially devastating injuries.

Air pollution associated with atmospheric fine particulate matter (PM2.5, i.e., particles with an aerodynamic diameter of 2.5 mm or less) is a serious problem in Beijing, China. To provide a better understanding of the sources contributing to PM2.5, 24-h samples were collected at 6-day intervals in January, April, July, and October in 2000 at five locations in the Beijing metropolitan area. Both backward trajectory and elemental analyses identified two dust storm events; the distinctly low value of Ca:Si (o0.2) and high Al:Ca (41.7) in Beijing PM2.5 appear indicative of contributions from dust storms. Positive matrix factorization (PMF) was used to apportion sources of PM2.5, and eight sources were identified: biomass burning (11%), secondary sulfates (17%), secondary nitrates (14%), coal combustion (19%), industry (6%), motor vehicles (6%), road dust (9%), and yellow dust. The lower organic carbon (OC), elemental carbon (EC), SO 4 2À , and Ca values of yellow dust enable it to be distinguished from road dust. The PMF method resolved 82% of PM2.5 mass concentrations and showed excellent agreement with a previous calculation using organic tracers in a chemical mass balance (CMB) model. The present study is the first reported comparison between a PMF source apportionment model and a molecular marker-based CMB in Beijing. r

Motor vehicle crashes claim the lives of more Americans than any other cause of injury. One factor long recognized as relevant to predicting dangerous driver behavior is the driver's personality. This study examines the independent and combined roles of three personality traits – sensation-seeking, conscientiousness, and anger/hostility – in predicting risky driving behavior. Seventy-three participants completed personality and driving history questionnaires, and also engaged in a virtual environment (VE) task designed to assess risk-taking driving behavior. Each facet of personality was correlated to risky driving behavior in independent univariate analyses. In multivariate analyses, sensation-seeking emerged as the best predictor of self-reported driving violations. Anger/hostility and the interactive effect of anger/hostility by sensation-seeking also emerged in a multivariate analysis predicting one measure of self-reported driving violations. No personality trait predicted risky driving in the VE in multivariate analyses. Results are discussed with respect to previous work in the field, challenges involved in measuring the constructs of interest, and implications to prevention.