Search

Chronic kidney disease (CKD) in children presents multifaceted challenges, impacting various aspects of health, including oral health. This narrative review provides a comprehensive synthesis of literature focusing on the oral health status of pediatric CKD patients, encompassing oral manifestations, dental considerations, and management challenges associated with hemodialysis and kidney transplantation. A comprehensive search strategy was employed, utilizing databases such as PubMed, Scopus, Web of Science, and Google Scholar, to identify relevant literature on oral manifestations in children with CKD, including those undergoing hemodialysis or renal transplantation. Search terms were carefully selected to capture studies examining enamel hypoplasia, dental caries, delayed tooth eruption, gingival diseases, periodontal diseases, radiographic alterations, craniofacial development, dry mouth, and changes in the oral mucosa. Our narrative review meticulously selected articles through a systematic process. Ultimately, 12 studies meeting the inclusion criteria were included in the review. Relevant data from each included study were independently extracted and synthesized, focusing on oral manifestations and their implications in pediatric CKD patients. The synthesized findings were organized and presented in a structured manner within the review article, considering their clinical implications and informing recommendations for dental management of children with CKD. This article highlights the importance of a coordinated effort between nephrologists, dentists, and other healthcare professionals in providing holistic care for pediatric CKD patients. A comprehensive understanding of the oral health status of these children, along with proactive dental management strategies, contributes to improved overall health outcomes and a better quality of life. This review aims to serve as a valuable resource for the oral healthcare providers involved in the care of pediatric CKD patients. [ABSTRACT FROM AUTHOR]

Background Methods Results Conclusion Lichen planus is one of the common adverse reactions after COVID‐19 infection and vaccination. Despite it being reported in several case reports, the literature including a large sample of the studied population is lacking. The current study was performed to assess the risk of LP after COVID‐19 infection as well as COVID‐19 vaccination.The current study was designed as a retrospective cross‐sectional hospital‐based study of registered patients at the University of Florida (UF) health centers. The diagnoses of LP, COVID‐19 infection, and COVID‐19 vaccines were detected. The logistic regression model was used to assess the risk of developing LP after COVID‐19 infection and vaccination.A total hospital patient of 684,110 attended UF Health centers were included in this study. 181 patients reported LP after COVID‐19 vaccination and 24 patients developed LP after COVID‐19 infection. The risk of developing LP after COVID‐19 vaccination was 1.573 while the risk of developing LP after COVID‐19 infection was 1.143.The odds of getting LP after COVID‐19 vaccination are significantly developed. The current study showed that COVID‐19 infection and vaccination are associated with LP. So, healthcare practitioners should be aware of this reaction for rapid recognition and treatment. [ABSTRACT FROM AUTHOR]

Objective: This study aims to determine the prevalence and risk factors associated with lymphoma in primary Sjögren's syndrome (pSS). Methods: We conducted a cross‐sectional study on pSS patients who were registered into the Integrated Data Repository (IDR) at the University of Florida (UF) Health Shands Hospital. The parameters, such as age, sex, race, and smoking status, were included. Lymphoma types in pSS were categorized. The clinical and laboratory features were compared between pSS patients with and those without lymphoma by utilizing the items in the EULAR Sjögren's Syndrome Disease Activity Index (ESSDAI). Results: Among 1,211,343 patients, we found 6799 patients (0.56%) with lymphomas and 2562 patients (0.21%) with pSS. Out of the 2562 pSS patients, 67 patients (2.6%) were diagnosed with lymphoma. The difference in the clinical and laboratory features listed under the ESSDAI domains between pSS patients with lymphomas and pSS without it was significant (p < 0.05 or 0.01): fever, weight loss, lymphadenopathy, splenomegaly, lacrimal gland diseases, cough, shortness of breath, hematuria, cerebrovascular accident diseases, peripheral nerve involvement due to vasculitis, neutropenia, and thrombocytopenia. Conclusion: We report 2.6% of lymphoma prevalence in pSS, lower than previously reported in the literature. [ABSTRACT FROM AUTHOR]

Objectives: The role of Human papillomavirus (HPV) in the oral squamous cell carcinoma (OSCC) has not been completely elucidated. The purpose of the present study was to investigate the prevalence and localization of HPV‐16 virus in OSCC and to correlate HPV‐16 positivity and p16INK4A expression with the clinical and pathological features of OSCC. Methods: The archives of Oral Pathology at the University of Florida, College of Dentistry were accessed for demographic, clinical, histopathological data, and slides of 114 OSCC patients. HPV‐16 positivity of OSCC was evaluated by p16INK4A immunohistochemistry (IHC) and HPV‐16 E6/E7mRNA by in situ hybridization (ISH). Results: Out of 114 consecutive pathological slides of OSCC, 16 samples (14%) showed positivity for p16INK4A by IHC and 14 samples (12%) were positive for HPV‐16 E6/E7mRNA ISH and the Positivity showed a significant correlation with the patients' age, alcohol consumption, and the degree of OSSC differentiation. The hard palate showed the highest positivity of p16INK4A IHC and HPV‐16 mRNA ISH (38%, 36% respectively). Conclusion: HPV‐16 is a significant factor in oral carcinogenesis. We recommend using p16INK4A as a surrogate marker for HPV detection in OSCC, which can be complemented by RNA ISH for the identification of HPV subtypes. [ABSTRACT FROM AUTHOR]

The transverse momentum distribution of charged particles formed in Au–Au collisions at Beam Energy Scan (BES) ( S N N = 7. 7 , 1 1. 5 , 1 9. 6 , 2 7 , 3 9 GeV) is investigated. In addition, P T spectra of Λ particle at S N N = 6 2. 4 GeV were examined. Tsallis distribution is used to extract the temperature, volume and the entropic index from the experimental results at mid-rapidity and zero chemical potential. We measure some particle ratios like k + π + and Λ π − which are puzzling horn in the experiment and in the thermal model. We conclude that the horn vanished when we used Tsallis distribution, but this does not confirm a solution to the puzzle, which is primarily visible in the experimental results. [ABSTRACT FROM AUTHOR]

This study examines the relationship between positive and negative user valence and transport mode choice behaviour. We integrate latent attitudes 'affect' and 'salience' into transport mode choice models using the framework of integrated choice and latent variable modelling and simultaneous maximum likelihood estimation methods. The results are consistent with findings in similar travel behaviour and behavioural economics literature. The study extends the findings of previous research and has demonstrated that user sentiments about public transport mode and salient public transport experiences have a significant impact on travel mode choice behaviour. It was found that private motorised users are more sensitive to overcrowding and anti-social behaviours on PT than active and PT travellers. Key attitudinal indicators influencing individual transport choice behaviour are established to guide public policy. The key indicators of Affect and Salience must be analysed and addressed through public policy to enhance PT user experience and develop services and facilities to increase the utility of PT in-vehicle travel time. [ABSTRACT FROM AUTHOR]

Since the launch of the smartphone game “Pokemon Go”, the worldwide craze has led to numerous traffic crashes and injuries resulting from falling or tripping. This paper investigates the effects of several smartphone distracting activities (gaming, talking, texting, Web surfing, and listening to music) on the street-crossing behaviours of pedestrians in Taipei City, Taiwan. A field study using video cameras was conducted to observe pedestrian crossing behaviours (e.g., crossing time, sudden movements, running a red light, and walking outside the crosswalk) at a selected signalised intersection. Data such as phone features, distracting activities, and personal attributes of the pedestrians were obtained in interviews conducted after pedestrians had completed crossing the street. In total, 1995 pedestrians engaging in various smartphone activities were observed. Results indicate that unsafe crossing behaviours were more prevalent among those playing “Pokemon Go”. Texting via instant-message apps appeared to be the second-most risk distracting activity. Results of the logistic models reveal that contributing factors to unsafe behaviours include being a student, phone screen of 5 in. or larger, and having an unrestricted 4G Internet data allowance. Two interaction terms (gaming × students, and gaming × unlimited 4G data allowance) in the models appear to be important determinants of unsafe crossing behaviours. The current research suggests that to prevent potential crashes and injuries, smartphone gaming while crossing the street should be prohibited. [ABSTRACT FROM AUTHOR]

The paper investigates the effects of phone use (talking, texting, and listening to music) on the street-crossing behaviours of pedestrians and their inattentional blindness in Taiwan. Recent handsets with touchscreens, as well as more advanced features including multimedia, and mobile applications (apps), exacerbate problems relating to cognitive distraction and reduced situation awareness. A controlled field study using video cameras was conducted for observing pedestrians’ crossing behaviours (e.g. crossing time, sudden stops, looking both ways before crossing, and disobeying traffic signals). Pedestrians were classified into two groups: experimental group (talking, texting, and listening to music) and control group (no phone use). Pedestrians’ inattentional blindness was examined by evaluating whether they saw and heard an unusual object (i.e. a clown) nearby. The results indicate that the proportions of unsafe crossing behaviours (e.g. sudden stops, disobeying traffic signals, and not looking both ways before crossing) were higher among distracted individuals and more pronounced among those using instant-messaging apps. These instant-message app users were the least likely to see the clown, and music listeners were the least likely to hear the horn that the clown was honking. Contributing factors to unsafe behaviours include being a student, having a phone screen of 5 inches or larger, and having unlimited 3G Internet access. Texting message via apps was the leading factor on unsafe crossing behaviours of pedestrians and their inattentional blindness. [ABSTRACT FROM PUBLISHER]

Travel behaviour research indicates that travel decisions are usually influenced by accessibility as well as characteristics of the transport systems. Factors such as travel times, travel costs, waiting times, walking times have the most significant contributions in mode choice and travel decisions. In the case of developing countries however, the most influencing factors for travel behaviour and decisions are the social factors. This is very important for transport modellers and decision makers to realise in order to achieve appropriate design and implementations of various transport policies. The influence of social and economic factors on travel behaviour are discussed and investigated in this paper. In Saudi Arabia, a randomly selected sample of 1220 households was interviewed in the Tabuk city of the Saudi Arabia and data on their socio-economic and trip-making behaviour was obtained. The relative impact of socioeconomic variables on household travel behaviour was discussed and discrete choice models were calibrated. These types of studies can be useful in the development of plans, programs and policies for the improvement of transportation systems in urban areas of the Saudi Arabia and other similar countries in the region. The findings show that the social factors have the most important impact on travel behaviour in Saudi Arabia. [ABSTRACT FROM AUTHOR]

Abstract: Knowledge of the driving cycle is an important requirement in the evaluation of exhaust emissions. Data were collected from trips performed on five routes between the home addresses in the surrounding areas and place of work at Napier University in Edinburgh. A real world Edinburgh motorcycle driving cycle (EMDC) is developed for each of the urban and rural roads, using this data. Forty-four trips were made on the routes in both urban and rural areas. We assess motorcycle speed, percentage time spent in cruise, accelerations, decelerations and idling and their statistical validity over trip lengths. The results show that EMDC has a cycle length of 770 and 656s for urban and rural trips, which are higher than those of the European Commission’s driving cycle for cars used for emission estimations of motorcycles. Time spent in acceleration and deceleration modes of EMDC are found to be significantly higher than in other driving cycle studies, reflecting diverse driving conditions in Edinburgh. [Copyright &y& Elsevier]

The dramatic progress of Intelligent Transportation Systems (ITS) has made autodriving technology extensively emphasised. Various models have been developed for the aim of modelling the behaviour of autonomous vehicles and their impacts on traffic, although there is still a lot to be researched about the technology. There are three main features that need to be represented in any car-following model to enable it to model autonomous vehicles: desired time gap, collision avoidance system and sensor detection range. Most available car-following models satisfy the first feature, most of the available car-following models do not satisfy the second feature and only few models satisfy the third feature. Therefore, conclusions from such models must be taken cautiously. Any of these models could be considered for updating to include a collision avoidance-system module, in order to be able to model autonomous vehicles. The Helly model is car-following model that has a simple structure and is sometimes used as the controller for Autonomous Vehicles (AV), but it does not have a collision avoidance concept. In this paper, the Helly model, which is a very commonly used classic car-following model is assessed and examined for possible update for the purpose of using it to model autonomous vehicles more efficiently. This involves assessing the parameters of the model and investigating the possible update of the model to include a collision avoidance-system module. There are two procedures that have been investigated in this paper to assess the Helly model to allow for a more realistic modelling of autonomous vehicles. The first technique is to investigate and assess the values of the parameters of the model. The second procedure is to modify the formula of that model to include a collision avoidance system. The results show that the performance of the modified full-range Auto Cruising Control (FACC) Helly model is superior to the other models in almost all situations and for almost all time-gap settings. Only the Alexandros E. Papacharalampous's Model (A.E.P.) controller seems to perform slightly better than the (FACC) Helly model. Therefore, it is reasonable to suggest that the (FACC) Helly model be recommended as the most accurate model to use to represent autonomous vehicles in microsimulations, and that it should be further investigated. [ABSTRACT FROM AUTHOR]

It is broadly acknowledged that there is an urgent need to reduce carbon-based mobility systems and increase renewable energy alternatives. The automotive industry is one of the greatest consumers of energy in the world. It is fronted with many challenges that aim at reducing carbon emissions. Renewable energy costs are getting cheaper and more cost effective. However, well devised design and control strategies are also needed in order to optimize any systems that are adopted in this field. Previous research shows that the energy consumption for non-traction purposes may be of the same scale as the energy used to move rolling stock, and in some cases even larger. The Kingdom of Saudi Arabia is very interested in the implementation of policies that aim at reducing energy consumption and encouraging renewable energy programs. Under its Vision 2030 development program, the Kingdom of Saudi Arabia is looking to produce 30% of its energy from renewables and other sources, with solar energy playing an important role. The work presented in this paper is aimed at an investigation of design and control strategies to reduce energy consumption and to propose a cleaner source of energy to power Princess Nourah Bint Abdulrahman University's Automated People Mover (PNU-APM). Two areas of applications have been investigated for adopting these types of technology. Firstly, a p-v solar energy option that could be adopted for implementation in potential applications since the metro system is already in full operation using electricity. Secondly, design and control strategies including exploiting solar energy for a metro operation are discussed and investigated. A number of strategies to reduce heating, ventilation, and air conditioning (HVAC) load, which happens to be the biggest energy consumer, have been discussed. Results show great potential in energy savings with adopting p-v solar sources as well as implementation of few suggested control strategies. Some deliberations of some of the drawbacks of solar energy are also offered. [ABSTRACT FROM AUTHOR]

(1) Background, Travel characteristics of Saudi women contrast significantly from those in the west. This is not only because they have different culture, attitudes and preferences but also until recently, Saudi women were not allowed to drive. In 2018, they were granted the right to drive. It has been anticipated that enabling women to drive will improve their mobility and employability. (2) Methods: This study presents a qualitative study into factors affecting Saudi women's travel decisions "before" and "after" enabling women to drive in the Kingdom. Two six "before" and "after" focus groups have been carried out to investigate the decision-making process associated with Saudi women's travel, available options of travel and perception of Saudi women towards private car driving. (3) Results: The results reveal that main travelling options for professional and high-income women is a private driver in the "before" scenario and a ride-share option with a family member. In the "after" scenario, high income professional women prefer "drive own car" option. Moreover, many of the participants indicated that it is likely that they might keep private drivers as well. (4) Conclusion. The results from this research indicate that there has been significant change in travel characteristics, attitudes and behaviour of Saudi women since they were granted the right to drive. This is likely to have significant implications for decision and policy makers. Further research into potential impacts of the current situation on car ownership and use, impacts on public transport system, environmental impacts and sustainability is needed. [ABSTRACT FROM AUTHOR]

Abstract: Motorcyclists tend to be more vulnerable to injuries than those using other motorised vehicles and this may act synergistically with the complexity of conflicting movements between vehicles and motorcycles to increase injury severity in a junction-type accident. A junction-type crash can be more severe to motorcyclists than a non-junction case due to the fact that some of the injurious crashes such as angle crash commonly occur. Previous studies have applied crash prediction models to investigate influential factors on the occurrences of different crashes among motorised vehicles but statistical models of motorcyclist injury severity resulting from different collision types have rarely been developed. This paper develops injury severity models for different collision-types conditioned on crash occurrence at T-junctions in the UK. The ordered logit models are estimated using human, weather, road and vehicle factors as predictors and the data for the model estimation were extracted from the STATS19 accident injury database (1991–2004). The modelling results show that motorcyclist injury severity in specific crash types is associated with predictor variables in different ways. This study offers a guideline for future research, as well as insight into potential prevention strategies that might help prevent the most hazardous situation(s) from occurring in different collision types. [Copyright &y& Elsevier]

Abstract: Research has suggested that motorcyclists involved in approach-turn crashes were much more injurious than any other crash-type. This paper investigates the determinants of motorcyclist injury severity resulting from such crash types that occurred at T-junctions, with emphasis on the effects of driver''s failure to give way and various junction control measures. The ordered probit models of motorcyclist injury severity were estimated using the data extracted from the STATS19 accident injury database (1991–2004). Approach-turn collisions are categorised into two sub-crashes based on the manoeuvres motorcycles and vehicles were making prior to the collisions. The modelling results uncover several important determinants of injury severity: for example, injuries appeared to be greatest when an approaching motorcycle collided with a turning-right vehicle, and such effect was found to exacerbate injury severity when stop, give-way signs and markings controlled the junction. A turning-right driver that was identified to fail to yield to an approaching motorcyclist was also found to severely injure the motorcyclist. The findings of this study may offer guidelines for further research and provide some important preliminary evidence for the development of countermeasures that may help prevent the specific hazards from occurring. [Copyright &y& Elsevier]

Abstract: The effects various junction control measures have on accident frequencies among vehicles have been investigated by previous studies through the use of statistical modelling techniques but such effects on motorcyclist injury severity, given that a junction-type accident has occurred, have received little attention in literature. This paper attempts to estimate econometric models of motorcyclist injury severity under different control measures at three-legged junctions in the UK, as a function of demographic, vehicle and environmental factors. Separate ordered probit models were estimated for unsignalised and signalised junctions, using the data extracted from the STATS19 accident injury database (1999–2004). Also examined in the models are collision partners’ aggressiveness toward motorcyclists and the impacts various crash configurations have on injury severity. The modelling results uncover several combined factors that were deadly to motorcyclists: for example, injuries tended to be much more severe while motorcyclists involving in approach-turn collisions at signalised junctions than at unsignalised junctions. This study ultimately offers insights into potential countermeasures that could be undertaken to help lessen motorcyclist injury severity at three-legged junctions in the UK. [Copyright &y& Elsevier]

Abstract: There is a large amount of research work that has been devoted to the understanding of travel behaviour and for the prediction of travel demand and its management. Different types of data including stated preference and revealed preference, as well as different modelling approaches have been used to predict this. Essential to most travel demand forecasting models are the concepts of utility maximisation and equilibrium, although there have been alternative approaches for modelling travel behaviour. In this paper, the concept of asymmetric churn is discussed. That is travel behaviour should be considered as a two way process which changes over time. For example over time some travellers change their mode of travel from car to bus, but more travellers change their mode from bus to car. These changes are not equal and result in a net change in aggregate travel behaviour. Transport planners often aim at producing this effect in the opposite direction. It is important therefore to recognise the existence of churns in travel behaviour and to attempt to develop appropriate policies to target different groups of travellers with the relevant transport policies in order to improve the transport system. A data set collected from a recent large survey, which was carried out in Edinburgh is investigated to analyse the variations in departure time choice behaviour. The paper reports on the results of the investigation. [Copyright &y& Elsevier]

Abstract: In this paper, the preferences for the allocation of revenues from a road-user charging scheme are investigated and modelled, from the point of view of three users'' groups; car users, public transport users and cyclists and walkers. The data was collected as part of a larger survey to investigate the consequences of road-user charging in the city of Edinburgh. Respondents were asked to indicate their level of agreement for a number of revenue allocation spending options. On the whole there has been overall agreement on spending the revenues on improving public transport services. Spending preferences were also modelled to allow for a number of policy scenarios to be developed for the allocation of revenues. The result of the analysis suggests that the preferences of spending within public transport are real-time information, reliability, integrated ticketing, fare reductions and network coverage. [Copyright &y& Elsevier]

Abstract: This paper presents an investigation into the impacts of the introduction of congestion charges on shopping trips in Edinburgh. Other transport policies such as parking costs, public transport costs and petrol fees have also been investigated, using logistic regression analysis. The results indicate a potential reduction in car shopping trips to the City Centre as a result of introducing congestion charging and a possible increase in shopping trips by other modes. Traffic congestion does not seem to be the main barrier for people to shop at the City Centre; rather access to and availability of parking spaces most affect the accessibility of the City Centre. Moreover, the introduction of congestion charges may result in the improvement of accessibility of public transport as well as reductions in traffic congestion allowing better access into the City Centre. [Copyright &y& Elsevier]

Abstract: The objective of this paper is to investigate the potential impacts of implementing variable congestion charging on the peak spreading of departure time choices, taking into account levels of scheduling flexibility of individuals. In particular, this study addresses non-work activities as well as socio-economic characteristics and their influence on scheduling flexibility for work trips. Departure time choice models were calibrated using data collected as part of a larger survey on the consequences of congestion charging on travel choices in the city of Edinburgh. The inclusion of variables related to work and non-work scheduling, as well as socio-economic variables have improved the performance of the models. This suggests that non-work activities, as well as work schedule flexibility have an impact on departure time choice for the journey to work. This means that even for those with flexible work schedules, but with other non-work commitments, the timing of their work trip may not be so flexible. Therefore, for the success of variable congestion charging schemes, other complimentary measures should be introduced in parallel. These include, for example, child care provision at work, opening hours of shops and leisure facilities. [Copyright &y& Elsevier]

This paper presents an investigation factors that need to be considered in the design and selection of components for the conversion of a fleet of plug-in electric golf carts at Princess Nourah Bint Abdelrahman University, (PNU), Riyadh, Kingdom of Saudi Arabia (KSA), into solar power energy. Currently, the plug-in electric golf carts are powered by a set of deep-cycle lead-acid battery packs consisting of six units. Solar energy systems (photovoltaics and solar thermal) provide significant environmental benefits and opportunities over the traditional and conventional sources. Therefore, they can contribute positively to many aspects of the built environment and societies. There are many factors that affect the energy generated from the solar panel system. These include type and dimension of the solar panels, weight, speed, acceleration, and other characteristics of the used golf carts, and the energy efficiency of the solar energy system, as main factors that affect the green energy generated to operate the carts. The energy values needed to power the electric cart were calculated and optimized using traction energy calculation and optimized using a fuzzy logic analysis. The fuzzy logic system was developed to assess the impacts of varying dimensions of solar panel, vehicle speed, and weight on the energy generation. Initial calculations show that the replacement cost of the batteries can be up to approximately 75 percent of the operating cost. Together with the indirect cost benefits of achieving zero tail-pipe emission and the comfort of silent operation, the cost of operation using solar energy can be significant when compared with the cost of battery replacement. In order to achieve better efficiency, supercapacitors can be investigated to replace the conventional batteries. The use of fuzzy logic successfully facilitated the optimization of system operation conditions for best performance. In this study, fuzzy logic and calculated data were used as an optimization tool. Future work may be able to use fuzzy logic with experimental data to demonstrate feasibility of utilizing fuzzy logic systems to assess energy generation processes. Future investigations could also include investigation of other factors and methodologies, such as various types of batteries, supercapacitors, solar panels, and types of golf carts, together with different techniques of artificial intelligence to assess the optimum system specifications. [ABSTRACT FROM AUTHOR]

The introduction of autonomous vehicles has been considered as a possible option for reducing traffic congestion in many transport studies. Many types of models, in particular car-following microsimulation models have been adopted in most studies. The impacts of autonomous vehicles (AVs) on congestion, however, have not yet been concluded. This could be because different researchers use different forms of car-following models to assess these impacts, or because the utilised modelling approaches and their parameters are different in different studies. In particular, two of the important parameters that are associated with car-following models are the used values for maximum acceleration and the average desired time gaps. While the values of these parameters can be adjusted and controlled by the ACC controllers in the AV, they can also be controlled by the users. Therefore, assigning unrealistic values to these parameters could well result in unrealistic conclusions. This paper investigated the impacts of the maximum acceleration and the average desired time gaps on congestion levels using the loss-time indicator. The analysis was carried out on the Hanshin expressway in Japan and was tested and assessed using the Helly (FACC) car-following microsimulation model. This includes estimating the values of the desired time gap from real traffic time-gap distributions. The Hanshin expressway is an urban toll highway of 273 km that extends from Osaka to Kobe, representing the Hanshin area in Japan. The Hanshin highway serves a huge traffic volume that consists of private and freight vehicles that operate within the Hanshin area. This area represents one of three major municipal areas in Japan including Tokyo and Nagoya. A total of 740,000 vehicles per day travel on the expressway. As a result, there is significant congestion on the Hanshin expressway. There have been various plans put in place to ease congestion ranging from building new roads to the implementation of traffic-demand-management measures. However, the predictions of the impacts of such measures do not provide any evidence that they would ease traffic congestion. Other possible measures that could be investigated for easing traffic congestion include technology-based solutions such as autonomous vehicles. The modelling results recommend that the results obtained from microsimulation models should be taken with care, and good attention should be paid to the parameters used and their values in the model. The values assigned to driving-behaviour parameters, the maximum values of acceleration, and the time-gap settings, for example, control the final outcomes of the models. [ABSTRACT FROM AUTHOR]

Background: Studies from Finland and Taiwan have shown that walking against traffic was beneficial for reducing pedestrian crashes and fatalities. This study examined whether such beneficial effects are consistent across various circumstances. Methods: This study aimed to investigate pedestrian fatalities in walking-against or with-traffic crashes by analysing the UK STATS19 crash data for the period between 1991 and 2020. We firstly employed Chi-square tests to examine risk factors for pedestrian injury severity. These variables were then incorporated into stepwise logistic regression models with multiple variables. We subsequently conducted joint effect analysis to investigate whether the beneficial effects of walking against traffic on injury severity vary across different situations. Results: Our data contained 44,488 pedestrian crashes, of which 16,889 and 27,599 involved pedestrians walking against and with traffic, respectively. Pedestrians involved in with-traffic crashes were more likely to sustain fatalities (adjusted odds ratio [AOR] = 1.542; confidence interval [CI] = 1.139–1.927) compared with those in walking against-traffic crashes. The detrimental effect of walking with traffic on fatalities appeared to be more pronounced in darkness-unlit conditions (AOR = 1.48; CI = 1.29–1.70), during midnight hours (00:00–06:59 am) (AOR = 1.60; CI = 1.37–1.87), in rural areas (AOR = 2.20; CI = 1.92–2.51), when pedestrians were elderly (≥ 65 years old) (AOR = 2.65, CI = 2.16–3.26), and when heavy goods vehicles were crash partners (AOR = 1.51, CI = 1.28–1.78). Conclusions: Walking against traffic was beneficial in reducing pedestrian fatalities compared with walking with traffic. Furthermore, such a beneficial effect was more pronounced in darkness-unlit conditions, at midnights (00:00–06:59 am), in rural areas, when pedestrians were elderly, and when heavy goods vehicles struck pedestrians. [ABSTRACT FROM AUTHOR]

The bikeshare program in Taipei City and New Taipei City, called U-bike, was launched in August 2012 and has more than 7500 bicycles operating out of 769 stations. Research has suggested that bicycle helmet use is a means of reducing morbidity and mortality among bike users. Helmets, however, are not available for rent when a U-bike is rented. The current research conducted an observational study to examine the prevalence of helmet non-use by users of the bikeshare program, electric bicycles, racing bicycles, and personal bicycles in Taipei City and New Taipei City. Trained observers using compact video cameras collected helmet non-use data during various times of the day and on different days of the week. Observers collected data on cyclist attributes, bicycle types, and helmet use at several selected locations within Taipei City and New Taipei City. U-bike users were found to be the least likely to wear helmets. Other noteworthy findings include that violations such as phone use, red-light violations, and travelling at ≥25 km/h were associated with riding without a helmet. Male users of racing bikes tended not to wear helmets, while female users of other bicycle types were less likely to use a helmet. Carrying passengers by users of electric bikes and personal bikes was a determinant of helmet non-use. This paper concludes with a discussion and recommendations for future research. [ABSTRACT FROM AUTHOR]

Background: Most studies have focused on injuries sustained by intoxicated drivers themselves, but few have examined the effect of drunk driving on injury outcomes among VRUs (vulnerable road users) in developing countries. This study aims to evaluate the effect of drunk driving on fatal injuries among VRUs (pedestrians, cyclists, or motorcyclists). Methods: The data were extracted from the National Taiwan Traffic Crash Dataset from January 1, 2011, to December 31, 2019. Crashes involving one motorized vehicle and one VRU were considered. This study examines the effect of drunk driving by estimating multivariate logistic regression models of fatal injuries among VRUs after controlling for other variables. Results: Among 1,416,168 casualties, the fatality rate of VRUs involved in drunk driving was higher than that of general road users (2.1% vs. 0.6%). Drunk driving was a significant risk factor for fatal injuries among VRUs. Other risk factors for fatal injuries among VRUs included VRU age ≥ 65 years (adjusted odds ratio [AOR]: 5.24, 95% confidence interval [CI]: 5.53–6.07), a nighttime accident (AOR: 4.52, 95% CI: 4.22–4.84), and being hit by a heavy-duty vehicle (AOR: 2.83, 95% CI: 2.26–3.55). Subgroup analyses revealed a linear relationship between driver blood alcohol concentration (BAC) and the risk of fatal injury among motorcyclists. Motorcyclists exhibited the highest fatality rate when they had a BAC ≤ 0.03% (AOR: 3.54, 95% CI: 3.08–4.08). Conclusion: Drunk driving was associated with a higher risk of fatality for all VRUs. The risk of fatal injury among motorcyclists was linearly related to the BAC of the drunk drivers. Injuries were more severe for intoxicated motorcyclists, even those with BAC ≤ 0.03%, which is within the legal limit. [ABSTRACT FROM AUTHOR]

Background: Most studies have focused on injuries sustained by intoxicated drivers themselves, but few have examined the effect of drunk driving on injury outcomes among VRUs (vulnerable road users) in developing countries. This study aims to evaluate the effect of drunk driving on fatal injuries among VRUs (pedestrians, cyclists, or motorcyclists).Methods: The data were extracted from the National Taiwan Traffic Crash Dataset from January 1, 2011, to December 31, 2019. Crashes involving one motorized vehicle and one VRU were considered. This study examines the effect of drunk driving by estimating multivariate logistic regression models of fatal injuries among VRUs after controlling for other variables.Results: Among 1,416,168 casualties, the fatality rate of VRUs involved in drunk driving was higher than that of general road users (2.1% vs. 0.6%). Drunk driving was a significant risk factor for fatal injuries among VRUs. Other risk factors for fatal injuries among VRUs included VRU age ≥ 65 years (adjusted odds ratio [AOR]: 5.24, 95% confidence interval [CI]: 5.53-6.07), a nighttime accident (AOR: 4.52, 95% CI: 4.22-4.84), and being hit by a heavy-duty vehicle (AOR: 2.83, 95% CI: 2.26-3.55). Subgroup analyses revealed a linear relationship between driver blood alcohol concentration (BAC) and the risk of fatal injury among motorcyclists. Motorcyclists exhibited the highest fatality rate when they had a BAC ≤ 0.03% (AOR: 3.54, 95% CI: 3.08-4.08).Conclusion: Drunk driving was associated with a higher risk of fatality for all VRUs. The risk of fatal injury among motorcyclists was linearly related to the BAC of the drunk drivers. Injuries were more severe for intoxicated motorcyclists, even those with BAC ≤ 0.03%, which is within the legal limit. [ABSTRACT FROM AUTHOR]

This paper examines pedestrian anatomical injuries and crash characteristics in back-to-traffic and facing-traffic crashes. Pedestrian crashes involving pedestrians walking along streets (i.e. with their backs to traffic or facing traffic) have been overlooked in literature. Although this is not the most frequent type of crash, the crash consequence to pedestrians is a safety concern. Combining Taiwan A1A2 police-reported accident data and data from the National Health Insurance Database from years 2003-2013, this paper examines anatomical injuries and crash characteristics in back-to-traffic and facing-traffic crashes. There were a total of 830 and 2267 pedestrian casualties in back-to-traffic and facing-traffic crashes respectively. The injuries sustained by pedestrians and crash characteristics of these two crash types were compared with those of other crossing types of crashes (nearside crash, nearside dart-out crash, offside crash, and offside dart-out crash). Odds of various injuries to body regions were estimated using logistic regressions. Key findings include that the percentage of fatalities in back-to-traffic crashes is the highest; logistic models reveal that pedestrians in back-to-traffic crashes sustained more head, neck, and spinal injuries than did pedestrians in other crash types, and unlit darkness and non-built-up roadways were associated with an increased risk of pedestrian head injuries. Several crash features (e.g. unlit darkness, overtaking manoeuvres, phone use by pedestrians and drivers, and intoxicated drivers) are more frequently evident in back-to-traffic crashes than in other types of crashes. The current research suggests that in terms of crash consequence, facing traffic is safer than back to traffic. Copyright © 2016 John Wiley & Sons, Ltd. [ABSTRACT FROM AUTHOR]

A sustainable transport strategies for Tabuk City in the Saudi Arabia has been developed using the Analytical Hierarchy Process (AHP) using travel data collected from Tabuk City. A number of transport policies and strategies have been tested for inclusion in the developed system. The top five strategies which were ranked highest amongst these by the respondents are policies that are targeting: clean environment, altering travel behaviour, shifting to more sustainable modes of transport, charging motorists for entering the city centre and charging motorists to enter the city if the revenue raised was spent on tackling environmental pollution caused by transport. The population have been classified according to gender, age, income and family structure groups. The strategy of promoting clean environment policies were high priority while for example, charging motorists to enter the city if the revenue raised was spent on tackling environmental pollution policies were not popular for any group. Priority ranking of transport sustainability at preand post-implementation stages of the transportation measure are important to provide recommendations for implementation. The strength of this approach is mainly in its ability to perform decision making under limited, heterogeneous data coming from multiple stakeholders which is presented in terms of different types of user group in our case study. This research can be further enhanced by testing further population groups and increasing the sample size. [ABSTRACT FROM PUBLISHER]

Abstract: On board, chassis dynamometer, and traffic micro-simulation emission measurement approaches are common ways of determining vehicle emission factors. Results from these various approaches are, however, significantly affected by factors such as the driving cycle, and engine size used. These variations are examined. Significant deviations in emission factors from regulatory standard are found for different driving cycle conditions and engine sizes for motorcycles in Edinburgh. Emissions of CO and HC measured using a chassis dynamometer over the Edinburgh motorcycle driving cycle, are found to differ from the results when using other measurement approaches. [ABSTRACT FROM AUTHOR]

Abstract: Research suggested that motorists’ right-of-way (ROW) violation in automobile–motorcycle gap-acceptance accidents at priority (i.e., stop-/yield-controlled) T-intersections has been a safety concern to motorcyclists. This study examines the characteristics of automobile–motorcycle gap-acceptance accidents that occurred at such locations. British Stats19 accident injury database during 1991–2005 are examined in detail. Automobile–motorcycle gap-acceptance accidents are classified into three crash scenarios: approach-turn, angle crossing, and angle merging crashes. Mixed (random parameters) logit models are estimated to investigate the contributory factors to motorists’ ROW violation in these three crash types. Crash features are also compared among gap-acceptance accidents and other crash scenarios. The methodological approach adopted allows for the individuals within the observations to have different parameter estimates as opposed to a single parameter representing all observations (i.e., accounts for unobserved heterogeneity potentially relating to roadway/environmental characteristics, and motorist behaviours). It was found that motorcycles’ ROW was more likely to be violated on non-built-up roads, and in diminished light conditions, with non-uniform effects across the observations. Elderly/female motorists appeared to be over-represented in gap-acceptance crashes. Implications of the findings are discussed. [Copyright &y& Elsevier]

Background: Motorcycle full-coverage helmet use may reduce fatalities and head injuries.Methods: This retrospective cohort study extracted injury data from eight level-I trauma centres in Taiwan and performed a questionnaire survey to investigate injuries sustained by motorcyclists for the period between January 2015 and June 2017.Results: As many as 725 patients participated in the questionnaire survey and reported their helmet types or phone use during crashes. The results of multivariate logistic models demonstrated that nonstandard helmet (half or open-face helmet) use was associated with an increased risk of head injuries and more severe injuries (injury severity score ≥ 8). Drunk riding and phone use appeared to be two important risk factors for head injuries and increased injury severity. Anaemia was also found to be a determinant of head injuries."Conclusions: Compared to full-coverage helmets, nonstandard provide less protection against head injuries and increased injury severity among motorcyclists. [ABSTRACT FROM AUTHOR]

Literature has suggested that angle/rear-end collisions would arise from the reality that motorists and motorcyclists tended to accelerate aggressively in response to the remaining seconds of green signal countdown device (GSCD). One safety concern, while GSCD has gradually been removed for safety in Taiwan, is pedestrian green signal countdown device (PGSCD) that is used by approaching motorists and motorcyclists that may adopt the information to travel aggressively – an unintended consequence that is detrimental to safety. Research has reported that there appeared no negative effect of PGSCD on motorist behaviours but the effect on motorcyclists’ behaviours has been rarely investigated. Using video/speed cameras, the current research investigates motorcyclists’ RLV (red-light violation) behaviours. The descriptive analyses indicate that the percentage of RLV at PGSCD intersection is higher than that at typical intersection, and the violating motorcycles appear to have higher travelling speeds at PGSCD intersection. Several interaction terms were examined with the binary logit framework, and the results reveal that several factors are associated with RLV, notably male/young riders, moped/large motorcycle users, higher approaching speeds of motorcycles, those with tropical helmets, and lower traffic volume. Similar determinants of early-start behaviours (for those waiting at reds and could view the PGSCDs for the crossing pedestrians at the same time) were identified. Implications of the research findings, the concluding remarks, and recommendations for future research are finally provided. [ABSTRACT FROM AUTHOR]

Severe dry mouth in patients with Sjögren's Syndrome, or radiation therapy for patients with head and neck cancer, significantly compromises their oral health and quality of life. The current clinical management of xerostomia is limited to palliative care as there are no clinically-proven treatments available. Previously, our studies demonstrated that mouse bone marrow-derived mesenchymal stem cells (mMSCs) can differentiate into salivary progenitors when co-cultured with primary salivary epithelial cells. Transcription factors that were upregulated in co-cultured mMSCs were identified concomitantly with morphological changes and the expression of acinar cell markers, such as α-amylase (AMY1), muscarinic-type-3-receptor(M3R), aquaporin-5(AQP5), and a ductal cell marker known as cytokeratin 19(CK19). In the present study, we further explored inductive molecules in the conditioned media that led to mMSC reprogramming by high-throughput liquid chromatography with tandem mass spectrometry and systems biology. Our approach identified ten differentially expressed proteins based on their putative roles in salivary gland embryogenesis and development. Additionally, systems biology analysis revealed six candidate proteins, namely insulin-like growth factor binding protein-7 (IGFBP7), cysteine-rich, angiogenetic inducer, 61(CYR61), agrin(AGRN), laminin, beta 2 (LAMB2), follistatin-like 1(FSTL1), and fibronectin 1(FN1), for their potential contribution to mMSC transdifferentiation during co-culture. To our knowledge, our study is the first in the field to identify soluble inductive molecules that drive mMSC into salivary progenitors, which crosses lineage boundaries. [ABSTRACT FROM AUTHOR]

• National Taiwan Traffic Crash Dataset for the period from 2011 to 2015 were used in this study. • Alcohol-involved and un-helmeted riders were approximately 18 times more likely to sustain fatal injuries than sober and helmeted riders. • The other risk factors of motorcyclist fatalities include head-on crashes and approach-turn motorcycle crashes. Alcohol-involved riders tend to engage in other risk-taking behaviours such as un-helmeted riding which could further increases injury severity. The combined effect of alcohol-involved and un-helmeted riding on fatal injuries is rarely investigated. This study investigated the interaction effect between blood alcohol concentration and helmet use on fatal injuries. This study used the National Taiwan Traffic Crash Dataset for the period from 2011 to 2015. Data on road crashes involving a motorcycle and an automobile were extracted and analysed. Multiple logistic regression models were used to calculate the adjusted odds ratio (AOR). We calculated an interaction effect for blood alcohol concentration and helmet use based on STROBE guidelines. There were a total of 669,292 motorcyclist casualties; among these casualties, 3459 (0.5 %) motorcyclists sustained fatal injuries. Alcohol-involved riders were 9.47 times (AOR = 9.47; 95 % CI = 8.75–10.25) more likely than sober ones to sustain fatal injuries. Alcohol-involved and un-helmeted riders were approximately 18 times (AOR = 18.1; CI: 15.9–20.4) more likely to sustain fatal injuries than sober and helmeted riders. Riders involved in head-on crashes and approach-turn motorcycle crashes had an increased probability of sustaining fatal injuries by 240 % (AOR = 3.4; 95 % CI = 2.91–4.09) and 132 % (AOR = 2.3; 95 % CI = 2.016–2.67), respectively. This study found that alcohol-involved riding acts synergistically with un-helmeted riding to increase motorcyclist injury severity. [ABSTRACT FROM AUTHOR]