The mortality of birds resulting from collisions and electrocutions with overhead lines, such as power lines and phone lines, among others, has been implicated in the decline of various avian species globally. Specifically, overhead line collisions pose a significant threat to the conservation of the Canarian houbara bustard (Chlamydotis undulata fuertaventurae), an endangered subspecies endemic to the Canary Islands. This study centers on the postmortem findings of Canarian houbara bustards that have collided with overhead lines, providing insights into the post-collision outcomes for these birds. A complete standardized necropsy of nine Canarian houbara bustards revealed that trauma was the cause of death in all cases. The most notable gross lesions associated with trauma included bone fractures, soft tissue lacerations, hemorrhages, luxations, and hemocoelom. The inguinal area, chest, and wings were the body regions more frequently affected. A histopathology, immunohistochemistry, and entomology analysis confirmed that numerous birds survived the initial trauma. We concluded that when a houbara bustard collides with an overhead line, it frequently survives the initial trauma, with a survival time ranging from minutes to hours. The histopathology, immunohistochemistry, or entomologic analysis may be helpful to approximate the timing interval between trauma and death.

Postural stabilization is essential to effectively interact with our environment. Humans preemptively adjust their posture to counteract impending disturbances, such as those encountered during interactions with moving objects, a phenomenon known as anticipatory postural adjustments (APAs). APAs are thought to be influenced by predictive models that incorporate object motion via retinal motion and extra-retinal signals. Building on our previous work that examined APAs in relation to the perceived momentum of moving objects, here we explored the impact of object motion within different visual field sectors on the human capacity to anticipate motion and prepare APAs for contact between virtual moving objects and the limb. Participants interacted with objects moving towards them under different gaze conditions. In one condition, participants fixated on either a central point (central fixation) or left-right of the moving object (peripheral fixation), while in another, they followed the moving object with smooth pursuit eye movements (SPEM). We found that APAs had the smallest magnitude in the central fixation condition and that no notable differences in APAs were apparent between the SPEM and peripheral fixation conditions. This suggests that the visual system can accurately perceive motion of objects in peripheral vision for posture stabilization. Using Bayesian Model Averaging, we also evaluated the contribution of different gaze variables, such as eye velocity and gain (ratio of eye and object velocity) and showed that both eye velocity and gain signals were significant predictors of APAs. Taken together, our study underscores the roles of oculomotor signals in modulation of APAs.

BACKGROUND: In confined waters, ships run a high risk of groundings, contact, sinkings and near misses. In such waters the maritime traffic is dense, the waterway is narrow, the depth is limited, and tides and currents are constantly changing.
METHODS: From 2009-2019, 75 accidents were investigated in the estuary of the Seine. Weather conditions and perceived fatigue were studied. From May to June 2020, 114 seafarers, 34 pilots and 80 captains, responded to a questionnaire focusing on the use of Pilot Portable Units (PPU) and Electronic Chart Display Information Systems (ECDIS).
RESULTS: The 75 accidents corresponded to an average of 6.8 ± 3.2 accidents per year. Groundings were the most frequent accidents (35%, n = 26) followed by contact accidents with the quayside (25%, n = 19), between ships or tugs while manoeuvring (8%, n = 6) or while sailing (1%, n = 1). There was no loss of vessels nor fatalities of crew members. In poor weather conditions, there were 76% more accidents than in normal conditions (4.4 ± 2.5 accidents/10,000 movements versus 2.5 ± 1.9 accidents/10,000 movements, p < 0.03). Almost all the accidents (96%) were related to human errors of judgment (81%), or negligence (53%), or both (39). Perceived fatigue was probably in cause in 6 accidents. Only 3 accidents were related to mechanical causes. Through the questionnaires, 69% of the pilots complained of difficulties in mastering the devices and software. They felt distracted by alarms which affected their attention while navigating. They requested training on a simulator. Concerning ship captains, 83% felt comfortable with ECDIS devices yet only 20% were able to configure the ECDIS correctly.
CONCLUSIONS: In the Seine estuary, 75 accidents occurred within the 11 year-study. Risk factors were poor weather conditions and human error. PPU and ECDIS were considered as useful tools in the prevention of accidents. However, pilots and captains requested more thorough training in their use.

OBJECTIVE: Naturally extracted polysaccharides, such as guar gum, are promising candidates for environmentally friendly flotation reagents. It is hypothesized that the kinetics of collision of sub- to millimeter gas bubbles with a hydrophobic graphite surface, and the stability of thin liquid film formed between the bubble and surface is affected by an adsorbed layer of guar gum.
METHODS: A combination of gravimetric (quartz crystal microbalance with dissipation) and imaging (atomic force microscopy) techniques was used to investigate the adsorption of guar gum on graphite surface, while high-speed camera imaging allowed for direct observation of the bubble collision process with guar gum-modified graphite surfaces with millisecond resolution.
RESULTS: Atomic force microscope topography images revealed a guar gum concentration-dependent interconnected network of guar gum molecules adsorbed at graphite surface. These adsorbed molecules at low surface coverage, changed the wettability of the graphite surface, resulting in a film drainage time longer by an order of magnitude, while at higher surface coverage successfully prevented bubble attachment to the graphite surface. Most importantly, the adsorbed layer changed the strength of the bubble\'s bouncing off the graphite surface. This enhanced bubble bouncing can be correlated with the film drainage time and used to predict a successful bubble-particle attachment.

An overview is provided of behavioral research into human steering and collision avoidance including the processing of optic flow, optical looming and the role of the human mobile gaze system. A consideration is then made of the issues that may occur for autonomous vehicles (AV) when they move from grid-type road networks into complex inner-city streets and interact with human drivers, pedestrians and cyclists. Comparisons between human processing and AV processing of these interactions are made. This raises issues as to whether AV control systems need to mimic human visual processing more closely and highlights the need for AV systems to develop a \"theory of road users\" that allows attribution of intent to other drivers, cyclists or pedestrians. Guidelines for the development of a \"theory of road users\" for AVs are suggested.

Assessing postural control is important for the assessment of motor function after concussion. Data used for postural control assessment typically do not take the sport played, age, or sex of the athlete into consideration. It is plausible these variables may be significant when making return-to-play decisions.
This study used the BTrackS database to examine differences in postural control in athletes playing different types of sports and across sex and age.
BTrackS data from 9093 high school to college-aged athletes (aged 14-22 years) were examined employing a One-way ANOVA with a post-hoc test to compare CoP path length between sport types. A moderation analysis was used to test interaction effects of sex and age on a CoP/BMI ratio.
Significant differences were observed between sport types, F(3,9089) = 42.4, p <.001, η2 = 0.014. Post hoc tests indicated that collision (M = 25.0, SD = 7.6) sport athletes exhibited significantly higher CoP measures compared to the contact (M = 23.4, SD = 7.4), limited contact (M = 22.9, SD = 6.9), and non-contact (M = 23.0, SD = 7.4) athletes. There was no difference between other sport types (p >.20). A significant mean sex difference (Mmale = 0.924, Mfemale = 0.898, p <.001) and a quadratic association with age, (β = -0.042, p <.001) was observed. Further, magnitude of those age differences decreased with age (β = 0.011, p <.001). An interaction of age and sex was significant for linear (β = 0.020, p <.001) and quadratic terms (β = -0.006, p <.001).
Athletes exhibited different postural control when the type of sport, age, and sex was taken into consideration. This data possess clinical significance as this suggests that normative postural control data for collision sport athletes should be derived from data based upon type of sport played, age, and sex of the athlete.

BACKGROUND: Impaired driving is a public health issue, yet little is known concerning the prevalence of substance use in drivers involved in off-road vehicle crashes. The goal of the present study was to describe the demographics and prevalence of alcohol and drug use in drivers of off-road vehicle crashes.
METHODS: In this observational substudy, we collected clinical and toxicological data on all moderately or severely injured off-road vehicle drivers who had blood samples obtained within 6 h of the crash. Clinical data were extracted from patients\' medical charts and toxicology analyses were performed for blood alcohol, cannabinoids, recreational drugs, and impairing medications.
RESULTS: Thirty-three injured drivers met the inclusion criteria. The mean age was 37.6 ± 13.4 years and 79% were male. Blood alcohol was detected in 58% of drivers and 42% of these were above the legal limit. Tetrahydrocannabinol was positive in 12% of drivers, and 18% were positive for recreational drugs. Opiates were detected in 21% of drivers. Overall, 85% were positive for at least one substance and 39% tested positive for multiple substances.
CONCLUSIONS: This study presents the first evidence of alcohol and drug use in off-road vehicle drivers after cannabis legalization in Canada. Our results show that over half of drivers in off-road vehicle crashes test positive for alcohol and 30% tested positive for THC, cocaine, or amphetamines. Opiates are also commonly detected in off-road vehicle drivers. Emergency department (ED) visits resulting from drug driving of off-road vehicles serve as an opportunity for screening, initiating treatment, and connecting patients to interventions for substance use disorders.
UNASSIGNED: CONTEXTE: La conduite avec facultés affaiblies est un problème de santé publique, mais on sait peu de choses sur la prévalence de la toxicomanie chez les conducteurs impliqués dans des accidents de la route. L’objectif de la présente étude était de décrire la démographie et la prévalence de la consommation d’alcool et de drogues chez les conducteurs de véhicules hors route. MéTHODES: Dans le cadre de cette sous-étude observationnelle, nous avons recueilli des données cliniques et toxicologiques sur tous les conducteurs de véhicules hors route ayant subi des blessures modérées ou graves qui avaient reçu des échantillons de sang dans les 6 heures suivant l’accident. Les données cliniques ont été extraites des dossiers médicaux des patients et des analyses toxicologiques ont été effectuées pour l’alcool dans le sang, les cannabinoïdes, les drogues récréatives et les médicaments pour les facultés affaiblies. RéSULTATS: Trente-trois conducteurs blessés répondaient aux critères d’inclusion. L’âge moyen était de 37,6 13,4 ans et 79 % étaient des hommes. L’alcool dans le sang a été détecté chez 58 % des conducteurs et 42 % d’entre eux dépassaient la limite légale. Le tétrahydrocannabinol était positif chez 12 % des conducteurs et 18 % étaient positifs aux drogues récréatives. Des opiacés ont été détectés chez 21 % des conducteurs. Dans l’ensemble, 85 % étaient positifs pour au moins une substance et 39 % étaient positifs pour plusieurs substances.
CONCLUSIONS: Cette étude présente les premières preuves de la consommation d’alcool et de drogues chez les conducteurs de véhicules hors route après la légalisation du cannabis au Canada. Nos résultats montrent que plus de la moitié des conducteurs de véhicules hors route ont un résultat positif au test de dépistage de l’alcool et 30 % ont un résultat positif au test de dépistage du THC, de la cocaïne ou des amphétamines. Les opiacés sont également couramment détectés chez les conducteurs de véhicules hors route. Les visites aux services d’urgence (SU) découlant de la conduite de véhicules hors route avec facultés affaiblies par la drogue constituent une occasion de dépistage, d’amorcer un traitement et de mettre les patients en contact avec des interventions pour les troubles liés à la consommation de substances.

This study sought to assess the validity of contact involvement (CI) detection using microsensor technology (MST, Catapult Vector) within the context of a Tier One national rugby union (RU) squad, consisting of 44 players. Sensitivity of MST units to detect CI and scrums was assessed in eight test matches, by comparison with match data obtained by video analysis. This paper is the first to assess the sensitivity of MST to the full range of skilled CI which occur in RU, including evaluating \"non-performance\" collisions, such as incidental collisions or foul play. Sensitivity to tackles made (52.9-84.9%) and ruck hits (53.3-87.2%) was lower than previous research, although ball carries (71.9-93.5%) showed broadly similar sensitivity to established results. The sensitivity of the MST to detect scrums was substantially lower than previous findings, with large positional variation evident (51.4-91.5%). Further refinement of MST software should be considered in order to facilitate valid monitoring of RU performance and injury risk. An additional finding was that video analysis generally demonstrated satisfactory intrarater reliability. This result supports the use of video analysis as a reliable method of assessing RU performance, including CI.

With the substantial increase in many large whale populations, paired with the rise in global shipping and recreational vessel activity, it is not surprising that negative interactions between whales and vessels are increasing. Here, the collision risk between migrating groups of humpback whales (Megaptera novaeangliae) and vessels was assessed by determining if changes in their movement trajectories in response to an oncoming vessel translated to vessel avoidance. It was assumed groups would implement an escape response strategy, using cues such as the vessel speed, trajectory, proximity, and received level of noise to inform their response magnitude. However, many groups were unresponsive to an approaching vessel such that the vessel had to take evasive action. This study shows that humpback whales are not likely to take sufficient avoidance action when there is a potential for a vessel and whale to collide. Therefore, when developing a risk management strategy, mitigation measures that reduce the encounter rate between whales and vessels are likely to be the most effective.

It is extremely unusual for multiple tumors to arise from different cell types and occur at the same time inside the brain. It is still unknown whether or not the coexistence of meningioma and glioblastoma is connected in any way or if their simultaneous appearance is merely a coincidence.
We conduct a comprehensive literature review on cases of concurrent meningioma and glioblastoma occurrence to elucidate the underlying concepts that may constitute this coexistence.
We searched for articles on the topic of glioblastoma coexisting with meningioma in Google Scholar, PubMed, and Scopus. First, the initial literature searches were conducted for study selection and the data collection processes. After evaluating the title and abstract, the papers were selected.
We analyzed 21 studies describing 23 patients who had both glioblastoma and meningioma. There were ten male patients (47.6 %) and thirteen female patients (61.9 %). The mean age of patients at diagnosis was 61 years old (the range 30 to 86). In 17 cases, both tumors were in the same hemisphere (80.9 %). In 5 cases, they were in the other hemisphere (23.8 %), and in one case, the glioblastoma was in the left hemisphere and the olfactory meningioma was In 5 cases, they were in the other hemisphere (23.8 %), and in one case, the glioblastoma was in the left hemisphere and the olfactory meningioma was in the anterior cranial fossa. In 61.9 % of cases, headache was the predominant symptom.
Understanding the unique challenges posed by the coexistence of glioblastoma and meningioma is crucial for developing effective treatment strategies. Further investigation into the underlying molecular mechanisms and genetic factors involved in this rare occurrence could pave the way for personalized therapies tailored to each patient\'s specific needs.