ResearchPad - transportation-infrastructure https://www.researchpad.co Default RSS Feed en-us © 2020 Newgen KnowledgeWorks <![CDATA[Standardized on-road tests assessing fitness-to-drive in people with cognitive impairments: A systematic review]]> https://www.researchpad.co/article/elastic_article_15729 The on-road assessment is the gold standard because of its ecological validity. Yet existing instruments are heterogeneous and little is known about their psychometric properties. This study identified existing on-road assessment instruments and extracted data on psychometric properties and usability in clinical settings.MethodA systematic review identified studies evaluating standardized on-road evaluation instruments adapted for people with cognitive impairment. Published articles were searched on PubMed, CINHAL, PsycINFO, Web of Science, and ScienceDirect. Study quality and the level of evidence were assessed using the COSMIN checklist. The collected data were synthetized using a narrative approach. Usability was subjectively assessed for each instrument by extracting information on acceptability, access, cost, and training.ResultsThe review identified 18 published studies between 1994 and 2016 that investigated 12 different on-road evaluation instruments: the Performance-Based Driving Evaluation, the Washington University Road Test, the New Haven, the Test Ride for Practical Fitness to Drive, the Rhode Island Road Test, the Sum of Manoeuvres Score, the Performance Analysis of Driving Ability, the Composite Driving Assessment Scale, the Nottingham Neurological Driving Assessment, the Driving Observation Schedule, the Record of Driving Errors, and the Western University’s On-road Assessment. Participants were mainly male (64%), between 48 and 80 years old, and had a broad variety of cognitive disorders. Most instruments showed reasonable psychometric values for internal consistency, criterion validity, and reliability. However, the level of evidence was poor to support any of the instruments given the low number of studies for each.ConclusionDespite the social and health consequences of decisions taken using these instruments, little is known about the value of a single evaluation and the ability of instruments to identify expected changes. None of the identified on-road evaluation instruments seem currently adapted for clinical settings targeting rehabilitation and occupational priorities rather than road security alone.Study registrationPROSPERO registration number CRD42018103276. ]]> <![CDATA[Road lighting density and brightness linked with increased cycling rates after-dark]]> https://www.researchpad.co/article/elastic_article_14738 Cycling has a range of benefits as is recognised by national and international policies aiming to increase cycling rates. Darkness acts as a barrier to people cycling, with fewer people cycling after-dark when seasonal and time-of-day factors are accounted for. This paper explores whether road lighting can reduce the negative impact of darkness on cycling rates. Changes in cycling rates between daylight and after-dark were quantified for 48 locations in Birmingham, United Kingdom, by calculating an odds ratio. These odds ratios were compared against two measures of road lighting at each location: 1) Density of road lighting lanterns; 2) Relative brightness as estimated from night-time aerial images. Locations with no road lighting showed a significantly greater reduction in cycling after-dark compared with locations that had some lighting. A nonlinear relationship was found between relative brightness at a location at night and the reduction in cyclists after-dark. Small initial increases in brightness resulted in large reductions in the difference between cyclist numbers in daylight and after-dark, but this effect reached a plateau as brightness increased. These results suggest only a minimal amount of lighting can promote cycling after-dark, making it an attractive mode of transport year-round.

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<![CDATA[The influence of spouses and their driving roles in self-regulation: A qualitative exploration of driving reduction and cessation practices amongst married older adults]]> https://www.researchpad.co/article/elastic_article_14735 There is growing evidence to suggest the importance of self-regulatory practices amongst older adults to sustain mobility. However, the decision to self-regulate driving is a complex interplay between an individual’s preference and the influence of their social networks including spouse. To our best knowledge, the influence of an older adult’s spouse on their decisions during driving transition has not been explored.Materials and methodsThis qualitative descriptive study was conducted amongst married older adults aged 60 years and above. All interview responses were transcribed verbatim and examined using thematic approach and interpretative description method.ResultsA total of 11 married couples were interviewed. Three major themes emerged: [1] Our roles in driving; [2] Challenges to continue driving; and, [3] Our driving strategies to ensure continued driving. Older couples adopted driving strategies and regulated their driving patterns to ensure they continued to drive safely. Male partners often took the active driving role as the principal drivers, while the females adopted a more passive role, including being the passenger to accompany the principal drivers or becoming the co-driver to help in navigation. Other coping strategies include sharing the driving duties as well as using public transportation or mixed mode transportation.DiscussionOur findings suggest spouse play a significant role in their partners’ decision to self-regulate driving. This underscores a need to recognise the importance of interdependency amongst couples and its impact on their driving decisions and outcomes. ]]> <![CDATA[Analysis and modeling of coolants and coolers for specimen transportation]]> https://www.researchpad.co/article/N4e3aeb5c-7b13-42da-a06e-637c738940f8

Maintaining cold chain while transporting medical supplies and samples is difficult in remote settings. Failure to maintain temperature requirements can lead to degraded sample quality and inaccuracies in sample analysis. We performed a systematic analysis on different types of transport coolers (polystyrene foam, injection-molded, and rotational molded) and transport coolants (ice, cold packs, frozen water bottles) frequently in use in many countries. Polystyrene foam coolers stayed below our temperature threshold (6°C) longer than almost all other types of coolers, but were not durable. Injection-molded coolers were durable, but warmed to 6°C the quickest. Rotational molded coolers were able to keep temperatures below our threshold for 24 hours longer than injection molded coolers and were highly durable. Coolant systems were evaluated in terms of cost and their ability to maintain cold temperatures. Long lasting commercial cold packs were found to be less cost effective and were below freezing for the majority of the testing period. Frozen plastic water bottles were found to be a reusable and economical choice for coolant and were only below freezing briefly. Finally, we modeled the coolers performance at maintaining internal temperatures below 6°C and built a highly accurate linear model to predict how long a cooler will remain below 6°C. We believe this data may be useful in the planning and design of specimen transportation systems in the field, particularly in remote or resource limited settings.

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<![CDATA[Impact of law enforcement and increased traffic fines policy on road traffic fatality, injuries and offenses in Iran: Interrupted time series analysis]]> https://www.researchpad.co/article/N9254ca97-b759-40e9-8001-23227e05911a

Background

Road traffic law enforcement was implemented on 1st April 2011 (the first intervention) and traffic ticket fines have been increased on 1st March 2016 (the second intervention) in Iran. The aim of the current study was to evaluate the effects of the law enforcement on reduction in the incidence rate of road traffic fatality (IRRTF), the incidence rate of road traffic injuries (IRRTI) and the incidence rate of rural road traffic offenses (IRRRTO) in Iran.

Methods

Interrupted time series analysis was conducted to evaluate the impact of law enforcement and increased traffic tickets fines. Monthly data of fatality on urban, rural and local rural roads, injuries with respect to gender and traffic offenses namely speeding, illegal overtaking and tailgating were investigated separately for the period 2009–2016.

Results

Results showed a reduction in the incidence rate of total road traffic fatality (IRTRTF), the incidence rate of rural road traffic fatality (IRRRTF) and the incidence rate of urban road traffic fatality (IRURTF) by –21.44% (–39.3 to –3.59, 95% CI), –21.25% (–31.32 to –11.88, 95% CI) and –26.75% (–37.49 to –16, 95% CI) through the first intervention which resulted in 0.383, 0.255 and 0.222 decline in casualties per 100 000 population, respectively. Conversely, no reduction was found in the incidence rate of local rural road traffic fatality (IRLRRTF) and the IRRTI. Second intervention was found to only affect the IRURTF with –26.75% (–37.49 to –16, 95% CI) which led to 0.222 casualties per 100 000 population. In addition, a reduction effect was observed on the incidence rate of illegal overtaking (IRIO) and the incidence rate of speeding (IRS) with –42.8% (–57.39 to –28.22, 95% CI) and –10.54% (–21.05 to –0.03, 95% CI which implied a decrease of 415.85 and 1003.8 in monthly traffic offenses per 100 000 vehicles), respectively.

Conclusion

Time series analysis suggests a decline in IRTRTF, IRRRTF, and IRURTF caused by the first intervention. However, the second intervention found to be only effective in IRURTF, IRIO, and IRS with the implication that future initiatives should be focused on modifying the implementation of the traffic interventions.

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<![CDATA[Do railway lines affect the distribution of woodland birds during autumn?]]> https://www.researchpad.co/article/N5f69b466-8155-4760-b7fb-9a995be0d1c7

Research results on the impact of railway noise on birds show a variety of bird responses. These behaviours are often different from those exhibited by birds occupying habitats along tarred roads. Knowledge of this subject is still incomplete. We attempted to define the influence of a heavily transited railway line on bird communities at stopover sites near the tracks during the autumn migration period. Birds were counted using the point method at 45 observation points located at three distances (30 m, 280 m, 530 m) from the tracks. At each point we determined the habitat parameters and the intensity of noise. A total of 614 individuals from 29 species were recorded on the study plot. The results of our observations indicate that the railway line does not adversely affect woodland birds during the autumn migration. The results showed that the abundance of birds and the species richness were actually the highest near the railway line. Species foraging on invertebrates preferred the neighbourhood of the tracks. The number of the most common species did not differ widely in relation to distance from the tracks. These data may be helpful in planning and managing the environment in the context of bird conservation, protection from railway noise and collisions with trains.

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<![CDATA[Roads and livelihood activity choices in the Greater Serengeti Ecosystem, Tanzania]]> https://www.researchpad.co/article/5c8c1940d5eed0c484b4d270

Road development is occurring at an unprecedented rate in important conservation areas in tropical countries with limited understanding of how local people will adjust their livelihood activities in response. We use a discrete choice experiment to explore the effect of road development on respondents ex-ante preferences for changes in livelihood activities—crop and livestock production, hunting and trading bushmeat, and business and wage employment—under different incentives—provision of loans, livestock and crop extension services–in scenarios with reduced travel time to nearest district town in the Greater Serengeti Ecosystem in Tanzania. We test four hypotheses about the effects of roads with opposing implication for conservation. Hypothesis 1 predicts that increased market access will lead to intensification of crop and livestock production activities (achieved through extension services and loans), and Hypothesis 2 that market access will facilitate the development of non-farm Micro, Small and Medium Enterprises (MSME) providing new livelihood opportunities (e.g. business income and wage employment)–both reducing environmental pressure. Hypotheis 3 on the other hand predicts that improved market access will lead to extensification and expansion of crop and livestock production activities, while Hypotheis 4 suggests that it will encourage exploitation of environmental goods (here in the form of hunting and trading bushmeat and illegal grazing inside protected areas)–both increasing environmental pressure. We find increasing preferences for more cropland and more cattle as travel time to market is reduced but no preference for increased allocation of household members to hunting and trading bushmeat supporting hypothesis 3 while contradicting hypothesis 4. However, second-order effects might support hypothesis 4 as we find aversion towards decreasing effort invested in hunting and trading bushmeat. Preferences for increased cropland and livestock may furthermore interact to increase land use change and illegal grazing inside protected areas. Crop extension services had a negative modifying effect on preferences for more cropland (supporting hypothesis 1) while livestock extension services had a positive modifying effect on preferences for more cattle (contradicting hypothesis 1). Providing loans had a negative modifying effect on preferences for increasing cropland and number of cattle. Marginal rates of substitution suggest that 950,000 TSH borrowed at a 10% interest rate will reduce preferences for more cropland and cattle by 11.8 and 38.4% respectively. Crop extension services reduce preferences for more cropland by 27% whereas livestock extension services increase preferences for more cattle by 104%. Contradicting Hypothesis 2, we found no preference for increasing the number of households members engaged in business and wage employment in response to reduced travel time. Targeted efforts to increase the educational level as well as entrepreneurship skills in the GSE could promote engagement in the labour market and development of business enterprises diverting focus from traditional activities such as farming and livestock production and hence reducing pressure on the ecosystem.

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<![CDATA[Human traffic and habitat complexity are strong predictors for the distribution of a declining amphibian]]> https://www.researchpad.co/article/5c8acce2d5eed0c484990222

Invasive species and habitat modification threaten California's native pond-breeding amphibians, including the federally threatened California Red-legged Frog (Rana draytonii). The relative contributions of invasive species, including the American Bullfrog (Lithobates catesbeianus), and of habitat changes to these declines are disputed. I conducted a field study over several years in central California to examine the presence/absence of these two species at 79 breeding ponds to determine the predictive role for occupancy of factors including vegetation, pond characteristics, and measures of human activity. I used a boosted regression tree approach to determine the relative value of each predictor variable. Increased measures of human activity, especially proximity to trails and roads, were the best predictors for the absence of California Red-legged Frogs and California Newts. Historical factors and habitat conditions were associated with the extent and spread of the American Bullfrog. The extent and complexity of aquatic macrophytes and pond surface area were good predictors for the presence of these and other amphibian species. Surprisingly, invasive species played a relatively small role in predicting pond occupancy by the native species. These findings can inform conservation and restoration efforts for California Red-legged Frogs, which apparently persist best in small vegetated ponds in areas of low human disturbance.

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<![CDATA[An efficient resource utilization scheme within PMIPv6 protocol for urban vehicular networks]]> https://www.researchpad.co/article/5c8acc80d5eed0c48498f8b1

Recently, the mobility management of urban vehicular networks has become great challenges for researchers due to its unique mobility requirements imposed by mobile users when accessing different services in a random fashion. To provide a ubiquitous Internet and seamless connectivity, the Internet Engineering Task Force (IETF) has proposed a Proxy Mobile IPv6 (PMIPv6) protocol. This is meant to address the signaling of the mobility transparent to the Mobile Node (MN) and also guarantee session continuity while the MN is in motion. However, performing a handoff by tens of thousands of MNs may harm the performance of the system significantly due to the high signaling overhead and the insufficient utilization of so-called Binding Cash Entry (BCE) at the Local Mobility Anchor (LMA). To address these issues, we propose an efficient scheme within the PMIPv6 protocol, named AE-PMIPv6 scheme, to effectively utilize the BCE at the LMA. This is primarily achieved by merging the BCEs of the MNs, thus, reducing the signaling overhead. Better utilization of the BCEs has been attained by employing virtual addresses and addressing pool mechanisms for the purpose of binding information of the MNs that are moving together towards the same network at a specific time, during their handoff process. Results obtained from our simulation demonstrates the superiority of AE-PMIPv6 scheme over E-PMIPv6 scheme. The AE-PMIPv6 succeeds in minimizing the signaling overhead, reduces the handover time and at the same time efficiently utilize the buffer resources.

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<![CDATA[An open source algorithm to detect natural gas leaks from mobile methane survey data]]> https://www.researchpad.co/article/5c6dc9e7d5eed0c48452a459

The data collected by mobile methane (CH4) sensors can be used to find natural gas (NG) leaks in urban distribution systems. Extracting actionable insights from the large volumes of data collected by these sensors requires several data processing steps. While these survey platforms are commercially available, the associated data processing software largely constitute a black box due to their proprietary nature. In this paper we describe a step-by-step algorithm for developing leak indications using data from mobile CH4 surveys, providing an under-the-hood look at the choices and challenges associated with data analysis. We also describe how our algorithm has evolved over time, and the data-driven insights that have prompted these changes. Applying our algorithm to data collected in 15 cities produced more than 6100 leak indications and estimates of the leaks’ size. We use these results to characterize the distribution of leak sizes in local NG distribution systems. Mobile surveys are already an effective and necessary tool for managing NG distribution systems, but improvements in the technology and software will continue to increase its value.

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<![CDATA[Advantages offered by the double magnetic loops versus the conventional single ones]]> https://www.researchpad.co/article/5c6c7571d5eed0c4843cfdb2

Due to their simplicity and operating mode, magnetic loops are one of the most used traffic sensors in Intelligent Transportation Systems (ITS). However, at this moment, their potential is not being fully exploited, as neither the speed nor the length of the vehicles can be surely ascertained with the use of a single magnetic loop. In this way, nowadays the vast majority of them are only being used to measure traffic flow and count vehicles on urban and interurban roads. This is the reason why we presented in a previous paper the double magnetic loop, capable of improving the features and functionalities of the conventional single loop without increasing the cost or introducing additional complexity. In that paper, it was introduced their design and peculiarities, how to calculate their magnetic field and three different methods to calculate their inductance. Therefore, with the purpose of improving the existing infrastructure and providing it with greater potential and reliability, this paper will focus on justifying and demonstrating the advantages offered by these double loops versus the conventional ones. This will involve analyzing the magnetic profiles generated by the passage of vehicles over double loops and comparing them with those already known. Moreover, it will be shown how the vehicle speed, the traffic direction and many other data can be obtained more easily and with less margin of error by using these new inductance signatures.

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<![CDATA[Trace metals in Northern New England streams: Evaluating the role of road salt across broad spatial scales with synoptic snapshots]]> https://www.researchpad.co/article/5c6dc9bfd5eed0c48452a11b

Mobilization of trace metals from soils to surface waters can impact both human and ecosystem health. This study resamples a water sample archive to explore the spatial pattern of streamwater total concentrations of arsenic, cadmium, copper, lead, and zinc and their associations with biogeochemical controls in northern New England. Road deicing appears to result in elevated trace metal concentrations, as trace metal concentrations are strongly related to sodium concentrations and are most elevated when the sodium: chloride ratio is near 1.0 (~halite). Our results are consistent with previous laboratory and field studies that indicate cation exchange as a metal mobilization mechanism when road salt is applied to soils containing metals. This study also documents associations among sodium, chloride, dissolved organic carbon, iron, and metal concentrations, suggesting cation exchange mechanisms related to road deicing are not the only mechanisms that increase trace metal concentrations in surface waters. In addition to cation exchange, this study considers dissolved organic carbon complexation and oxidation-reduction conditions affecting metal mobility from soils in a salt-rich environment. These observations demonstrate that road deicing has the potential to increase streamwater trace metal concentrations across broad spatial scales and increase risks to human and ecosystem health.

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<![CDATA[Identifying developmental trajectories of worldwide road traffic accident death rates using a latent growth mixture modeling approach]]> https://www.researchpad.co/article/5c76fe61d5eed0c484e5b9a7

Road Traffic Accidents (RTA) are a major worldwide public health problem. The aim of this study was to use the growth mixture model for clustering countries on the basis of the mortality rate patterns of RTAs from 2007 to 2013. We obtained the data on RTA death rates from World Health Organization reports and Human Development Index (HDI) of United Nations Development Programme reports for the years 2007, 2010 and 2013. Simple Latent Growth Models (LGM) in 181 countries were applied to estimate overall RTA mortality rate growth trajectories and the latent growth mixture modeling utilized to cluster them. According to non-linear LGM, the overall mortality rate of RTAs showed a decrease from 2007 to 2010 followed by an increase from 2010 to 2013. The HDI covariate had a significant negative and positive effect on intercept and slope of the LGM, respectively. The extracted mixture model appeared to have seven classes with different trends in RTA mortality rates. The worldwide countries were clustered into seven classes. Further studies on each of the seven classes are suggested to provide recommendations for reducing the mortality rate of the RTAs. Additionally, increasing HDI in some countries could have a significant effect on reducing the RTA death rates.

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<![CDATA[Analysis of development and evolution rules of civil aviation in China based on life cycle theory]]> https://www.researchpad.co/article/5c76fe58d5eed0c484e5b913

The development of CAAC began in the early days of 1949. From a comparatively less popular means of transport to the world's second largest by volume, this means of transport has undergone major and minor changes in the last 70 years. It is not known whether there are significant laws in the process of development. For this reason, we analyze the statistical indicators of the development of civil aviation transport and select representative indicators, namely, the total turnover of transport, the number of routes, the number of aircraft, the number of transport aircraft, and the number of domestic city connections. At the same time, the life cycle theory is introduced, and the typical growth curve model is used to fit the data. It is found that the evolution life cycle of civil aviation in China can be divided into three stages: the first life cycle stage from 1950 to 1981, the second from 1982 to 2003, and the third from 2004 to 2017. Each life cycle follows the growth characteristics of occurrence, growth and maturity, and each life cycle has a time range of approximately 30 years. At present, China's civil aviation industry is in the period of rapid growth in the third life cycle. This industry is expected to reach maturity in approximately 2026 and then to begin to grow slowly. Relevant departments can adopt corresponding development strategies to guide the smooth development of civil aviation in accordance with the growth law of the development and evolution life cycle of civil aviation in China.

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<![CDATA[Mortality and morbidity in wild Taiwanese pangolin (Manis pentadactyla pentadactyla)]]> https://www.researchpad.co/article/5c648d1ad5eed0c484c81ffa

Globally, pangolins are threatened by poaching and illegal trade. Taiwan presents a contrary situation, where the wild pangolin population has stabilized and even begun to increase in the last two decades. This paper illustrates the factors responsible for causing mortality and morbidity in the wild Taiwanese pangolin (Manis pentadactyla pentadactyla) based on radio-tracking data of wild pangolins and records of sick or injured pangolins admitted to a Taiwanese wildlife rehabilitation center. Despite being proficient burrowers, results from radio-tracking show that Taiwanese pangolins are highly susceptible to getting trapped in tree hollows or ground burrows. Data from Pingtung Rescue Center for Endangered Wild Animals showed that trauma (73.0%) was the major reason for morbidity in the Taiwanese pangolin with trauma from gin traps being the leading cause (77.8%), especially during the dry season, followed by tail injuries caused by dog attacks (20.4%). Despite these threats, Taiwan has had substantial success in rehabilitating and releasing injured pangolins, primarily due to the close collaboration of Taiwanese wildlife rehabilitation centers over the last twenty years.

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<![CDATA[Physical co-presence intensity: Measuring dynamic face-to-face interaction potential in public space using social media check-in records]]> https://www.researchpad.co/article/5c6b26b0d5eed0c484289ea4

Urban public spaces facilitate social interactions between people, reflecting the shifting functionality of spaces. There is no commonly-held consensus on the quantification methods for the dynamic interplay between spatial geometry, urban movement, and face-to-face encounters. Using anonymized social media check-in records from Shanghai, China, this study proposes pipelines for quantifying physical face-to-face encounter potential patterns through public space networks between local and non-local residents sensed by social media over time from space to space, in which social difference, cognitive cost, and time remoteness are integrated as the physical co-presence intensity index. This illustrates the spatiotemporally different ways in which the built environment binds various groups of space users configurationally via urban streets. The variation in face-to-face interaction patterns captures the fine-resolution patterns of urban flows and a new definition of street hierarchy, illustrating how urban public space systems deliver physical meeting opportunities and shape the spatial rhythms of human behavior from the public to the private. The shifting encounter potentials through streets are recognized as reflections of urban centrality structures with social interactions that are spatiotemporally varying, projected in the configurations of urban forms and functions. The results indicate that the occurrence probability of face-to-face encounters is more geometrically scaled than predicted based on the co-location probability of two people using metric distance alone. By adding temporal and social dimensions to urban morphology studies, and the field of space syntax research in particular, we suggest a new approach of analyzing the temporal urban centrality structures of the physical interaction potentials based on trajectory data, which is sensitive to the transformation of the spatial grid. It sheds light on how to adopt urban design as a social instrument to facilitate the dynamically changing social interaction potential in the new data environment, thereby enhancing spatial functionality and the social well-being.

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<![CDATA[Railway underpass location affects migration distance in Tibetan antelope (Pantholops hodgsonii)]]> https://www.researchpad.co/article/5c61e8fbd5eed0c48496f58c

Wildlife crossings are designed to mitigate barrier effects of transportation infrastructure on wildlife movement. Most efforts in evaluating crossing efficiency focus on counting animal use. However, crossings placed at suboptimal locations may alter animals’ natural movement pattern and decrease population fitness, which cannot be reflected solely by counts of animal use. The long-distance migration of Tibetan antelope (Pantholops hodgsonii) is directly affected by the Qinghai-Tibet Railway (QTR). Using the Wubei wildlife underpass along the QTR, we evaluated how underpass placement affects migration routes and decreases movement efficiency. We calculated the net-squared displacement of each animal to identify migration segments (wintering, calving, and migrating) based on Argos tracking data. We used two corridor modeling methods to identify optimal routes that theoretically require less energy to travel between seasonal habitats. We calculated the distance from actual migration routes recorded by Argos to the modelled optimal routes. We found that antelopes stray farther away from the optimal routes as they approach Wubei, indicating that animals have to deviate from their optimal migration pathway to access the railway underpass. On average, antelopes prolong their migration distance by 86.19 km (SEM = 17.29 km) in order to access the underpass. Our study suggests crossing location can affect animal migrations even if structures facilitate animal crossing. To better conserve long-distance migrations, long-term studies using tracking data which evaluate optimal migration routes are needed. We suggest considering the location and structural characteristics in designing and improving wildlife crossings, which do not only facilitate utilization, but also optimize animal movement processes such as migration.

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<![CDATA[Multi-sensor movement analysis for transport safety and health applications]]> https://www.researchpad.co/article/5c5ca2c0d5eed0c48441ea09

Recent increases in the use of and applications for wearable technology has opened up many new avenues of research. In this paper, we consider the use of lifelogging and GPS data to extend fine-grained movement analysis for improving applications in health and safety. We first design a framework to solve the problem of indoor and outdoor movement detection from sensor readings associated with images captured by a lifelogging wearable device. Second we propose a set of measures related with hazard on the road network derived from the combination of GPS movement data, road network data and the sensor readings from a wearable device. Third, we identify the relationship between different socio-demographic groups and the patterns of indoor physical activity and sedentary behaviour routines as well as disturbance levels on different road settings.

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<![CDATA[Magnitude of road traffic accident related injuries and fatalities in Ethiopia]]> https://www.researchpad.co/article/5c59fea3d5eed0c4841351e4

Background

In many developing countries there is paucity of evidence regarding the epidemiology of road traffic accidents (RTAs). The study determines the rates of injuries and fatalities associated with RTAs in Ethiopia based on the data of a recent national survey.

Methods

The study is based on the secondary data of the Ethiopian Demographic and Health Survey conducted in 2016. The survey collected information about occurrence injuries and accidents including RTAs in the past 12 months among 75,271 members of 16,650 households. Households were selected from nine regions and two city administrations of Ethiopia using stratified cluster sampling procedure.

Results

Of the 75,271 household members enumerated, 123 encountered RTAs in the reference period and rate of RTA-related injury was 163 (95% confidence interval (CI): 136–195) per 100,000 population. Of the 123 causalities, 28 were fatal, making the fatality rate 37 (95% CI: 25–54) per 100,000 population. The RTA-related injuries and fatalities per 100,000 motor vehicles were estimated as 21,681 (95% CI: 18,090–25,938) and 4,922 (95% CI: 3325–7183), respectively. Next to accidental falls, RTAs were the second most common form of accidents and injuries accounting for 22.8% of all such incidents. RTAs contributed to 43.8% of all fatalities secondary to accidents and injuries. Among RTA causalities, 21.9% were drivers, 35.0% were passenger vehicle occupants and 36.0% were vulnerable road users including: motorcyclists (21.0%), pedestrians (12.1%) and cyclists (2.9%). Approximately half (47.1%) of the causalities were between 15–29 years of age and 15.3% were either minors younger than 15 years or seniors older than 64 years of age. Nearly two-thirds (65.0%) of the victims were males.

Conclusion

RTA-related causalities are extremely high in Ethiopia. Male young adults and vulnerable road users are at increased risk of RTAs. There is a urgent need for bringing road safety to the country's public health agenda.

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<![CDATA[Analysis of real crashes against metal roadside barriers]]> https://www.researchpad.co/article/5c61e8d9d5eed0c48496f253

Objective

Metal Road Safety Barriers (MRSB) are one of the devices implemented in roadsides to mitigate the consequences of run-off crashes. In Europe, they have to meet the requirements of the European Standard EN-1317-2. This article analyzes a set of run-off crashes against MRSB, for which an in-depth investigation has been performed, comparing them with the standard tests. It has been observed that in many of these real crashes, the barriers have not worked properly in spite of having passed these standard tests. This paper demonstrates which variables may be responsible for this, with the objective of helping to improve the current test standard through the analysis of new test variables.

Methods

Multidimensional Scaling, a dimension reduction multivariate statistical technique, has been used to better understand how real crashes compare to standard tests, using several impact variables at the same time. Then, a statistical analysis has been developed to show the influence of the “Relative orientation impact angle” on the performance of the MRSB.

Results

Most of the real crashes analyzed are close to “TB11” and “TB32” standard tests. In many of these real crashes, the “Relative orientation impact angle” is very different from the “Impact angle”, and in these situations, the vehicle is not safely redirected to the road concerning the so-called “Exit-Box”.

Conclusions

MRSB are not working properly in some situations that are not far from the standard tests. To handle this, it could be interesting to include the “Relative orientation impact angle” as a control variable in new versions of the EN-1317-2 tests to guarantee the behavior of the MRSB. These results can help to adapt some test variables from the EN-1317-2 to what is happening in crashes.

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