Motor Vehicle Use Research Articles

Examining the Nonlinear Effects of Residential and Workplace-built Environments on Active Travel in Short-Distance: A Random Forest Approach.

Environmental pollution and health problems caused by the excessive use of motor vehicles have received widespread attention from all over the world. Currently, research lacks attention to the nonlinear effects of the built environment on short-distance active travel choices. It is important to understand these non-linear correlations, because it would be more feasible and necessary to promote a shift from car users to walking and cycling mode choices over short commuting distances. A random forest model was used to analyze the nonlinear effects of residents' social characteristics and the built environment of their homes and workplaces on their choice of walking and cycling. The results show that the built environment has a greater impact on short-distance active travel than the socio-demographics attributes. Residential and workplace-built environments have equal importance and they have significant non-linear effects on both short-distance walking and cycling. The nonlinear effects of the built environment on walking and cycling differed significantly, and the study specifically revealed these effects.

Reducing the incidence and mortality of traumatic brain injury in Latin America.

Traumatic brain injury (TBI) represents a considerable portion of the global injury burden. The incidence of TBI will continue to increase in view of an increase in population density, an aging population, and the increased use of motor vehicles, motorcycles, and bicycles. The most common causes of TBI are falls and road traffic injuries. Deaths related to road traffic injury are three times higher in low-and middle-income countries (LMIC) than in high-income countries (HIC). The Latin American Caribbean region has the highest incidence of TBI worldwide, primarily caused by road traffic injuries. Data from HIC indicates that road traffic injuries can be successfully prevented through concerted efforts at the national level, with coordinated and multisector responses to the problem. Such actions require implementation of proven measures to address the safety of road users and the vehicles themselves, road infrastructure, and post-crash care. In this review, we focus on the epidemiology of TBI in Latin America and the implementation of solutions and preventive measures to decrease mortality and long-term disability.

Current treatments after spinal cord injury: Cell engineering, tissue engineering, and combined therapies.

Both traumatic and non-traumatic spinal cord injuries (SCIs) can be categorized as damages done to our central nervous system (CNS). The patients' physical and mental health may suffer greatly because of traumatic SCI. With the widespread use of motor vehicles and increasingly aged population, the occurrence of SCI is more frequent than before, creating a considerable burden to global public health. The regeneration process of the spinal cord is hampered by a series of events that occur following SCI like edema, hemorrhage, formation of cystic cavities, and ischemia. An effective strategy for the treatment of SCI and functional recovery still has not been discovered; however, recent advances have been made in bioengineering fields that therapies based on cells, biomaterials, and biomolecules have proved effective in the repair of the spinal cord. In the light of worldwide importance of treatments for SCI, this article aims to provide a review of recent advances by first introducing the physiology, etiology, epidemiology, and mechanisms of SCI. We then put emphasis on the widely used clinical treatments and bioengineering strategies (cell-based, biomaterial-based, and biomolecule-based) for the functional regeneration of the spinal cord as well as challenges faced by scientists currently. This article provides scientists and clinicians with a comprehensive outlook on the recent advances of preclinical and clinical treatments of SCI, hoping to help them find keys to the functional regeneration of SCI.

A Historical Account of Walking in Nairobi Within the Context of Spatial Justice

In the ostensibly unceasing prioritization of motorized infrastructure, walking has remained a ubiquitous mode of mobility for a large proportion of Nairobi’s urban commuters. Planning for motorized mobility has historically been at a higher level of consideration although a much larger percentage of the population travels on foot. The conspicuous pedestrian has been and continues to be masked under the spotlight of the motor vehicle with a discernible outcome of spatial injustices. Using secondary data, historical literature and expert interviews, this paper examines how walking as a mode of mobility has developed over time and the challenges experienced by pedestrians in Nairobi. Linking to the notion of justice, the paper attempts to assess the association between walking and spatial justice using three dimensions—spatial, modal and individual dimensions—that are used as a framework to assess how injustices unfold and are experienced by Nairobi’s pedestrians. The historical path dependency that has restricted and attempted to replace walkability by prioritizing motor vehicle use as well as the technical engineering design that lacks integration of social aspects of mobility has presented challenges in provision of safe non-motorized infrastructure in the contemporary urban travel in Nairobi, enduringly dismissing walking as a valid mode of mobility. Advancing spatial justice in Nairobi’s urban mobility will require more than a technical process of extending the side of the road by a metre or two but rather deliberate effort in understanding the pedestrians’ mobility needs that can best be understood by attuning to the everyday realities of travelling on foot.

Elevated NO2 induces leaf defensive mechanisms in Bougainvillea spectabilis seedlings

With a growing economy, the living standard of people has improved which has led to increased use of urban motor vehicles globally. Consequently, the concentration of nitrogen dioxide (NO2) has increased in the ambient air, becoming a major pollutant in urban areas. Plant leaves can absorb, adsorb and fix nitrogen oxides to some extent. Interestingly, NO2 has been recognized as a positive/negative regulator of plant growth. To comprehensively understand the effect of NO2-induced pollution on plants, Bougainvillea spectabilis seedlings were fumigated with different concentrations of nitrogen dioxide (NO2) for a short period in the current study. Further, the induced morphological, physiological, and biochemical changes were measured in the treated as well as untreated seedlings. NO2 exposure caused yellow-brown spotting on the leaf blades in B. spectabilis, which could be the symptoms of oxidative damage. Our findings also reflected the changes in antioxidant enzyme activity and peroxidation of membrane lipids. In addition, the levels of osmotic regulatory substances were also found to be altered to different degrees. In addition, the activities of nitrogen metabolism-related enzymes varied, mainly affecting amino acid metabolism. Overall, the current study would provide a theoretical and scientific basis for selecting and allocating plants in NO2-contaminated areas to manage the pollutants level.

Some differences but all at risk: Improving farm safety for young people-An Australian experience.

A significant portion of on-farm deaths and injuries in Australia occur among young people working on the farm. Since most Australian farms are still family owned and operated, young people are an integral part of everyday operations and the farm is a place where these young people live, work and play. This paper describes how the international Gear Up for Ag Health and Safety™ program, originally developed in North America, was further developed for a younger Australian audience (ages 12-19) enrolled in agricultural programs at secondary or vocational schools. In addition, we share insight on demographics, self-reported farm safety behaviours, and the most common farm tasks being performed by program participants utilising a pre-survey originally developed for program customisation. Of particular importance were the most common farming tasks reported by this group. The most common tasks performed on Australian farms included a large variety of vehicle use (farm vehicles, motorbikes, and quadbikes) and handling livestock. Females reported operating vehicles and other farm equipment at the same rates as males. Males were more likely to be working with large heavy machinery and driving trucks, while females were more likely to be working with livestock and using horses for stockwork. Both males and females reported low use of PPE and poor safety habits. In future Australian programs, it will be important to address the conspicuous use of motor vehicles, quadbikes, motor bikes and machinery at early ages, and to target gender-specific tasks to reduce risks on the farm.

An economic analysis of scrap tire pyrolysis, potential and new opportunities

Scrap tire recycling is a concern for local and national governments because of the associated environmental hazards. As motor vehicle use increases around the globe, fueled by booming demand in the emerging market, more governments are imposing stringent recycling rules for scrap tires. New and emerging technologies have been introduced to solve the recycling problem. Pyrolysis, which involves the decomposition of materials at elevated temperatures under inert conditions, converts scrap tires into gas and liquid fuels and these products can be used by other industries such as chemical, energy and transportation industries. The feasibility of pyrolysis depends on several factors, including the material content of the scrap tire and market value of the products. Current and past market conditions suggest that pyrolysis plants can be run profitably as independent operations. This study evaluated the economic potential of the pyrolysis industry based on evolving market conditions and forecasts the potential market size based on the volume of scrap tires expected to come into the market in the next 20 years. Separate models were used for market predictions for Europe and Turkey. The economic benefits of using scrap tire pyrolysis were discussed, including the potential monetary value of adopting such policies for Turkey.

Economic Problems with Subsidies for Electric Vehicles

The use of motor vehicles in Australia generates external costs. The external costs are associated with government expenditure on road infrastructure, traffic congestion and road accidents as well as pollution. A subsidy for electric vehicles will reduce the pollution external cost, and more so as the share of electricity generated from fossil fuels declines. However, the subsidy‐induced increase in motor vehicle use will increase the other external costs. Also, the subsidy and the fall in excise tax revenue collected will add to the budget deficit. The phase‐in of electric vehicles provides an opportunity to reform special taxes and charges on the use of motor vehicles. The current ad hoc and long time ago imposed government taxes and charges on motor vehicles should be replaced with explicit taxes to internalise each of the external costs of motor vehicles.

Source identification, spatial distribution and ozone formation potential of benzene, toluene, ethylbenzene, and xylene (BTEX) emissions in Zarand, an industrial city of southeastern Iran

Introduction: Benzene, Toluene, Ethylbenzene, and Xylene (BTEX) as the ozone precursors have been classified as the hazardous air pollutants because of their negative effects on humans. This article presents the results of the first assessment of source identification, spatial distribution and BTEX's Ozone- Forming Potential (OFP) in Zarand.
 Materials and methods: The current study was conducted at 30 geographically separated locations, in Zarand, Kerman, southeastern Iran, during the summer and winter of 2020. BTEX samples were collected using passive samplers and then analyzed using Gas Chromatography-Mass Spectrometry (GC-MS). Spatial variations were surveyed using the Kriging method in GIS.
 Results: Total BTEX levels (79.26±26.87 µg/m3) during the summer were greater than their levels in the winter (37.38±29.18 µg/m3). The ranking of BTEX level in all samples followed as: toluene>m,p-xylene>o- xylene>ethylbenzene>benzene. The overall OFP of 374.79±135.08 µg/m3 in the summer and 172.61±148.81 µg/m3 in the winter were more than 100 µg/m3 as recommended guideline defined by World Health Organization (WHO), with toluene having the highest potential.
 Conclusion: According to the results of the present study, BTEX relative abundances in all samples were toluene>m,p-xylene>o- xylene>ethylbenzene>benzene. Despite of concerns among inhabitants and workers, benzene concentration was lower than other studied species. Control measures such as management of fuel use in motor vehicles and industries and development of green space must be adopted to attenuate the level of toluene in the atmosphere in the studied area.

Prediction of outcomes among mechanically ventilated patients with acute traumatic brain injury

Background Literature review cites that traumatic brain injury (TBI) worldwide is rising, mainly owing to injuries associated with the increased use of motor vehicles. TBI is a serious public health problem in Egypt. Although the Glasgow coma scale (GCS) is the most commonly used scale, the Full Outline of Unresponsiveness (FOUR) scale is a new coma scale as an alternative to GCS in the evaluation of the level of consciousness. Aim To compare the predicted outcomes among mechanically ventilated patients with acute TBI using the GCS and the FOUR scale. Research design A descriptive comparative design was used to achieve the aim of the study. Setting The study was conducted in one of the ICUs of Cairo University Hospitals. Patients and methods A purposive sample of 124 critically ill adult patients connected to mechanical ventilators and diagnosed as having acute TBI was used. Tools of data collection Three tools were used: tool I, an assessment form for patients with mechanically ventilated acute TBI; tool II, GCS, and tool III, FOUR scale. Results The mean age of the study sample was 29.02±3.41 years, 80.6% were males, and majority of them had road traffic accident as the cause of injury. There was a significant statistical difference between GCS and FOUR with respect to duration/days of connection to mechanical ventilation [GCS (P=0.000) and FOUR (P=0.001)]; no complications (P=0.000); seizure (P=0.000); meningitis (P=0.017); and seizure, brain edema, meningitis, and cerebral hemorrhage (P=0.000). Conclusion High sensitivity and specificity of the FOUR scale for patients’ outcomes (death/survival) were documented in comparison with the GCS. Recommendation Further studies have to be carried out to compare FOUR scale with other tools among a larger probability sample in different geographical locations on a national level.

Assessing Human Use of Partially-Automated Motor Vehicles: A Subjective Method for Use by Human Factors Experts

This paper describes a pilot test conducted of a quick assessment method in which experts evaluated the safety and usability of partially autonomous vehicles. Two PhD human factors experts drove 3 2018-model-year, partially-automated vehicles (Tesla Model X, Subaru Legacy, and Mazda CX5) and identified safety and usability problems related to the driver interface. From multiple drives of each vehicle over a well-defined course, comments were obtained, and they were classified into 5 safety/usability categories (e.g., not sure what the vehicle did, not sure why it did what it did) with 5 severity levels (cosmetic to catastrophic) in each category. The method was feasible. Planning the route and instrumenting the vehicles proceeded without difficulty, as did the coding of the data. Improvements such as using text-to-speech software (instead of time-consuming manual transcription) to support transcript generation, alternative problem categories, and revised problem severity scoring are described.

Limit Line Policy the Short-term Impact Study of Chongqing Urban Air Quality

In recentyears,more and more serious congestion and environmental problems. Beginning in 2008, Beijing, China for the first time use of motor vehicles. The limit line policy, then the measures of different degree of restrictions taken in different places.Because chongqing landform is unique, therefore its policy restrictions have high research value. This article is based on the terrain characteristics of chongqing and the present situation of traffic, using a single differential method to evaluate the implementation of the policy have a short-term impact on the quality of the weather, the implementation of the data show that different from other cities, limit line policy of chongqing urban air quality has a certain role in promoting, but the effect is not obvious. At the same time, the policy did not cause the second increase in private car purchase behavior.

Study of Treatment Modalities for Blunt Abdominal Trauma and its Medicolegal Aspect

Background: Blunt abdominal trauma management has changed drastically from surgical to conservative. In ourstudy we analyzed 100 patients visited hospital with blunt abdominal trauma and diagnostic and managementmodalities and medicolegal aspect are discussed.Study evaluate the incidence and clinical presentation, various available investigations, the organs affected inblunt abdominal trauma and management of complications, morbidity and mortality following blunt abdominalinjury.To handle such cases to save the patient and our self from litigation.Material and methods: This study consists an analysis of randomly selected 100 cases with blunt abdominaltrauma admitted during the period of May 2018 to August 2020. It is a prospective observational study.Conclusion: Blunt abdominal trauma is on rise due to excessive use of motor vehicles. From our study weconcluded that single solid organ injury patients with hemodynamic stability (specially Grade 1 to grade 3)managed conservatively more compared to multiple solid organ injury patients and best investigated by USGFAST and CT scan.Careful record keeping can assist to protect against bogus and false allegations and complaints,as in court of law documentation is considered as part of witness.

Analisa Kinerja Simpang Tak Bersinyal Empat Lengan Jalan Muharto, Jalan Puntodewo, dan Jalan Muharto Gang 7 Kota Malang pada saat Pandemi COVID 19

The population growth are very rapid. These lead to the increase in the use of motor vehicles. There is a problem due to the case. They cause problem in the traffic system when the road is not able to serve the volume of the vehicles. This problem-also happens at the intersections of Muharto Street, Puntodewo Street and Muharto Street Block 7 in Malang City. This study aims to find the performance of the intersection using the MKJI 1997 method. The results of this study showed the performance of the intersection did not meet the requirements. The traffic flow that occurs at the intersection was found as much as 3232-pcu/hour, while the capacity of the intersection is 2965-pcu/hour. This causes the degree of saturation as-high-as 1.09, which does not meet the requirements (DS0.75). The delay is 24.54-seconds/pcu. The probability of a vehicle queue, obtained from the degree of saturation, is 47.98%-95.84%.

Distal humerus fractures: closed reduction and percutaneous pinning versus open reduction and internal fixation

Introduction Distal humerus fractures are relatively rare and being intra-articular are difficult to manage. As the number of elderly people grows steadily and also with increasing use of motor vehicles in the developing countries, it can be said that the frequency of intraarticular fractures of the distal humerus will increase similar to the fractures of the distal end of the radius, hip, and spine. There are several treatment plans for managing intraarticular fractures of the distal humerus depending on fracture anatomy. We conducted this study to assess which approach is superior, closed percutaneous reduction with K-wires or ORIF. Methods A total of 30 patients who satisfied the inclusion criteria were included, out of which 16 patients underwent ORIF and 14 patients underwent closed reduction and percutaneous pinning (СRPP). Patients included were between 21–50 years of age with intraarticular nonpathological closed distal humerus fractures without preoperative neurovascular deficit and presented less than 10 days between the fracture event and treatment. Results In our study, mean age of patients undergoing CRPP was 28.1 years while the mean age of patients undergoing ORIF was 30.1 years. This study showed that distal humerus fractures are more common in younger age groups. In our study, mean arc of motion at 6 months postoperatively in patients which underwent CRPP was 106.07 degrees while the mean arc of motion in patients which underwent ORIF was 80.94 degrees. In patients who underwent ORIF, only 6.2 % (1/16) had excellent outcome, 56.3 % (9/16) patients had good outcomes, 31.3 % (5/16) patients had fair outcomes, and 6.2 % (1/16) had poor outcome. It was found that out of a total of 14 patients which underwent CRPP, only 7.1 % (1/14) had cutaneous impingement. Fracture union occurred in 100 % of patients except 3 patients in ORIF group; however, they had partial union up till 6 months of follow-up. Conclusion Our study concludes that even displaced intra-articular fractures of the distal humerus can be satisfactorily treated with closed reductions and percutaneous pinning.

Use of another Driver or other form of Transport by People of an Advanced Age

Background: A comparable number of advanced aged New Zealand Maori and non-Maori are presently driven by someone else or use other forms of transport.Method: Everyday Interests and Activities – Transport subsection of the LiLAC study provided the question area for analysis. Enquiry focused on whether older people did use private car transport driven by someone else, were questioned who was their most regular driver, how often did someone else drive them in a typical week and what distance they drove in a typical journey, whether they had used other forms of transportation, if they had problems obtaining their groceries and did they provide transport in the form of car/assistance for others Methods of analysis included binomial logistic regression, chi-square test for association, ordinal logistic regression, Mann-Whitney U test and descriptive analysis.Results: Participants totaled 931 with 421 New Zealand Maori and 510 New Zealand Maori non-Maori.New Zealand Maori: A higher ratio of New Zealand Maori males were transported making use of their daughter. Most of such trips were made only once a week with more males travelling between 1.5-20.5 kilometres, while both males and females covered longer distances of 25.5-80+ kilometres. New Zealand Maori were not seen to have not made use of other forms of transport in the last twelve months and very rarely had any problem obtaining their groceries. New Zealand Maori females aided other members of the family, while New Zealand Maori males provided such a service to people outside of their family.New Zealand non-Maori: Similarly, New Zealand non-Maori males were also seen to have made greater use of private transport provided by their daughter. In comparison there was almost a 50:50 split between those New Zealand non-Maori females who did and those who did-not make use of such a service. Of those who did such a service was primarily provided by their spouse followed by their daughter. Like New Zealand Maori, non-Maori New Zealanders generally only made use of such transport once a week or not at all. Trips taken by either male and female New Zealand non-Maori was firstly between 1.5-8, and then between 8.2-20.5 kilometres. More New Zealand non-Maori males had use of other forms of transport; while again there was practically a 50:50 split between those females who did and those who did not. Like New Zealand Maori, New Zealand non-Maori male and female very rarely had any problem obtaining their groceries. Both New Zealand non-Maori males and females were seen to provide care/assistance for that outside of the family. Conclusion: Although as is often expected the majority both New Zealand Maori and New Zealand non-Maori representatives were seen to utilise family (daughters and spouse) for transportation. However, use of such a provision was generally restricted to only once a week and in assessing distance, consideration also needs to be made of respondent geographical location, especially in line with placement of main services. However, despite the use of such a transportation facility independent mobility remained with both rural and urban population groups. Future older generations will have experienced a closer relationship with motor vehicle use. Consequently, any transportation policy needs to be designed in line with sustaining the provision of goods, services, employment, social opportunities and membership of the community.

Health modelling of transport in low-and-middle income countries: A case study of New Delhi, India

Transportation impacts population health through air pollution, traffic injuries and physical activity. In the cities of low-and-middle income countries, where travel patterns are rapidly changing, the understanding of these impacts on health is limited. We estimate the health loss among adults (≥15 years) that can be attributed to motorised transportation systems and health benefits attributed to active travel in New Delhi in the year 2014. We show that under baseline transport patterns, health loss is dominated by road traffic injuries (170,000 Disability-Adjusted Life Years, DALYs), which is about three times the burden due to traffic-related fine particulate matter (PM2.5) pollution (~64,000 DALYs). Baseline use of active travel, on the other hand, prevents health burden (~90,000 DALYs), which is as large as 40% of the combined health loss due to injuries and vehicular air pollution. Next, we estimate the effect of changing Delhi’s travel modal shares to that of London, New York City and Amsterdam. For these scenarios, we limited to the impact on injuries and physical activity. In all scenarios, there is additional health burden due to traffic injuries and reduced physical activity, and the former exceeds the latter. Greater motorisation in the future is likely to result in large burden of health due to injuries and reduced physical activity. Small reductions in active travel has the potential to negate health benefits from large reductions in traffic emissions. There is an urgent need to develop an alternative pathway of development that is not based on greater use of private motor vehicles.

Who Contributes to the Sunk Costs of Motor Vehicle Carbon Emissions and Human Capital?

Most carbon emission reduction studies in transportation focus on the natural use of motor vehicles. However, little attention has been paid to fatal driving violations that lead to the sunk costs of human resources investment and motor vehicle carbon emissions in the manufacturing process of motor vehicles. This article aimed to determine if a driver would be seriously harmful to human capital investment and carbon emissions reduction. 1893 drivers in China were formally surveyed by questionnaire to find out the statistical characteristics. Results indicated that different drivers show significant differences in different driving violations dimensions. Specific drivers showing horrible driving violation (HDV) and dangerous driving violation (DDV) mainly endanger personal security and environmental damage. The identification of the focused drivers would contribute to formulate more refined management policies in carbon emission reduction, improve natural resource utilization, raise human capital benefit, and promote social sustainable development.

Perceived disadvantages or motorized vehicle use habit? Investigating obstacles in bicycle use among adolescents in Yogyakarta, Indonesia

It is well known that the choice of travel mode decision is highly influenced by users’ perceptions of those travel modes. However, habitual behavior also acts as the primary determinant of mode choice, either complementary or as a substitute for perception factors. This study aimed to analyze how perception factors and habits influence cycling frequency among adolescents. The effect of socio-demographics (gender and age) and household characteristics (number of car and motorcycle ownerships and family members) on cycling frequency was also considered in this study. The analyses were based on 432 school students aged 13–18 years in Yogyakarta. The model results revealed two main determinants influencing the perceived disadvantages of cycling among adolescents. The first is related to the environment and constraints, and the second to cycling attitudes. However, the results revealed that rather than perceived disadvantages, habitual behaviors determine the cycling frequency for adolescents’ school commute. With regards to respondents’ characteristics and their households, boys and adolescents living in households with less car ownerships tend to cycle to school more often. Furthermore, attitude-related perceived disadvantages of cycling were affected by socio-demographic factors, such as age, gender, and number of cars and family members. However, only gender and car ownership substantially influenced the environment and constraints-related perceived disadvantages of cycling. Based on the findings of this study, policy recommendations were proposed to increase bicycle use for school trips among adolescents.

Travel behaviour change research: A scientometric review and content analysis

A travel behaviour change approach complements hard transport measures to develop more sustainable transport systems. Travel behaviour change is a growing field of research, with a range of theories, behaviours and tools being studied. Consequently, a wide-angled review is critical for synthesising knowledge in this field. This study conducted a scientometric review of travel behaviour change literature, identifying the main characteristics, key journals, research categories, keywords, authors, institutions, countries and cited references. In addition, a content analysis was conducted to identify current research trends and gaps in the field and develop a future research agenda. The scientometric component of the review analysed the bibliographic data of 323 academic records. The review identified that the field has a long history and has grown significantly since 2011. The content analysis of recent research (n = 17 articles) supported previous findings that travel behaviour change interventions can result in changing behaviour. The main target behaviours are private motor vehicle use, bicycling and public transport. Notably absent is trip avoidance research. Information dissemination strategies are the main tools trialled, including personalised travel plans, websites and apps. Finally, we propose six research directions for the travel behaviour change field: multiple research methods; identify effective intervention components; locally contextualised research; further segmentation research; longer-term studies; and trip avoidance research. Trip avoidance research is most urgent, as experiences due to COVID-19 have shown, working from home could have a significant positive impact on the sustainability of our transport systems.