Identification of Microthoracius mazzai (Phthiraptera: Anoplura) as an economically important parasite of alpacas

The hematophagous sucking louse Microthoracius mazzai Werneck, 1932, is redescribed and identified as a parasite of alpacas, Lama pacos L. Specimens were collected on animals 10-14 mo old, located on a large community farm at 4,600 m above sea level in the Peruvian Andes. In total, 26 scanning electron microscope (SEM) figures are included that highlight salient and differential characteristics, especially the unique elongated spindle-shaped head, which is almost as long as its abdomen. Alpacas, 1 of the 4 species of South American camelids, are important for their production of high-quality wool in the Andes Mountain range countries, especially Peru and Bolivia; to a lesser degree Chile; and more recently Argentina, where breeding and disease control programs are receiving increased technical support. Information is given on the prevalence of lice infestations in the flock, clinical signs, and economic losses. We report the efficacy of moxidectin (SC, 200 mcg/kg, b.w.) in a repeated treatment program of 7-10 d, which is currently used for mange control in these ruminants.     

Critical older driver errors in a national sample of serious U.S. crashes

Objective

Older drivers are at increased risk of crash involvement per mile traveled. The purpose of this study was to examine older driver errors in serious crashes to determine which errors are most prevalent.

Methods

The National Highway Traffic Safety Administration’s National Motor Vehicle Crash Causation Survey collected in-depth, on-scene data for a nationally representative sample of 5470 U.S. police-reported passenger vehicle crashes during 2005–2007 for which emergency medical services were dispatched. There were 620 crashes involving 647 drivers aged 70 and older, representing 250,504 crash-involved older drivers. The proportion of various critical errors made by drivers aged 70 and older were compared with those made by drivers aged 35–54.

Results

Driver error was the critical reason for 97% of crashes involving older drivers. Among older drivers who made critical errors, the most common were inadequate surveillance (33%) and misjudgment of the length of a gap between vehicles or of another vehicle’s speed, illegal maneuvers, medical events, and daydreaming (6% each). Inadequate surveillance (33% vs. 22%) and gap or speed misjudgment errors (6% vs. 3%) were more prevalent among older drivers than middle-aged drivers. Seventy-one percent of older drivers’ inadequate surveillance errors were due to looking and not seeing another vehicle or failing to see a traffic control rather than failing to look, compared with 40% of inadequate surveillance errors among middle-aged drivers. About two-thirds (66%) of older drivers’ inadequate surveillance errors and 77% of their gap or speed misjudgment errors were made when turning left at intersections. When older drivers traveled off the edge of the road or traveled over the lane line, this was most commonly due to non-performance errors such as medical events (51% and 44%, respectively), whereas middle-aged drivers were involved in these crash types for other reasons. Gap or speed misjudgment errors and inadequate surveillance errors were significantly more prevalent among female older drivers than among female middle-aged drivers, but the prevalence of these errors did not differ significantly between older and middle-aged male drivers. These errors comprised 51% of errors among older female drivers but only 31% among older male drivers.

Conclusions

Efforts to reduce older driver crash involvements should focus on diminishing the likelihood of the most common driver errors. Countermeasures that simplify or remove the need to make left turns across traffic such as roundabouts, protected left turn signals, and diverging diamond intersection designs could decrease the frequency of inadequate surveillance and gap or speed misjudgment errors. In the future, vehicle-to-vehicle and vehicle-to-infrastructure communications may also help protect older drivers from these errors.     

Trends in older driver crash involvement rates and survivability in the United States: An update

Objective

Previous research has shown that fatal crash involvement rates per licensed driver aged 70 and older declined significantly more per year in the United States than rates for middle-aged drivers aged 35–54 during 1997–2008, and per vehicle mile traveled from 1995–1996 to 2001–2002. Analyses of police-reported crash data during 1997–2005 indicated that the greater declines for older drivers were due to decreases in crash involvement and in the risk of dying in the crashes that occurred. The current study examined if trends in crash rates, crash involvements, and survivability persisted into more recent years.

Methods

Trends for drivers 70 and older were compared with trends for drivers aged 35–54 for U.S. national fatal passenger vehicle crash involvements per 100,000 licensed drivers during 1997–2012 and for U.S. national fatal passenger vehicle crash involvements per vehicle miles traveled in 1995–1996, 2001–2002, and 2008. Using police-reported crash data during 1997–2008 from 20 U.S. states, trends in involvement rates in non-fatal crashes of various severities per 100,000 licensed drivers and changes in the odds of death and the odds of death or serious injury in a crash were compared between older and middle-aged drivers.

Results

During 2007–2012, declines in national fatal crash involvement rates per licensed driver were similar for drivers 70 and older and middle-aged drivers (18 percent each). However, when considering the entire study period, fatal crash involvement rates continued to reflect a substantially larger decline for drivers 70 and older than for middle-aged drivers (42 vs. 30 percent per licensed driver during 1997–2012, 39 vs. 26 percent per vehicle mile traveled from 1995–2006 to 2008). When analyses of police-reported crash data were extended through 2008, non-fatal injury crash involvement rates per licensed driver declined more for older than for middle-aged drivers (39 vs. 30 percent), and unlike in prior research, average annual declines were significantly larger for drivers 80 and older. Property damage-only crash involvement rates similarly declined significantly more for older than for middle-aged drivers (15 vs. 3 percent). Drivers 70 and older in 1997 were 3.5 times more likely than middle-aged drivers to die in a crash, and this ratio declined to 3.2 by 2008.

Conclusions

Although declines in fatal crash involvement rates in recent years have not differed between older and middle-aged drivers, this did not undo earlier gains for older drivers. The recent slowing in the relative magnitude of the decline for older drivers may be related to the differential effect of the U.S. recession on fatal crash involvements of drivers in these age groups. The decreased likelihood of being involved in a crash of any severity and increased survivability when a crash occurred held when examining data through 2008, and for drivers 80 and older, significant declines in crash involvement relative to middle-aged drivers extended to non-fatal injury crashes.     

Producing and processing self-propelled motion in infancy.

Three experiments investigated 5- through 8-month-olds' ability to encode self-propelled and caused motion and examined whether processing of motion onset changes when crawling begins. Infants were habituated (Experiments 1 and 2) or familiarized (Experiment 3) with simple causal and noncausal launching events. They then viewed the caused-to-move and self-propelled objects from the events both stationary and side-by-side, and their preferential looking to the objects was assessed. Results revealed that 5- and 6-month-olds displayed a different pattern of looking than did 8-month-olds. More notably, noncrawling 7-month-olds and 7-month-olds with crawling experience also demonstrated such a differential pattern. These data suggest that processing of motion onset changes in concert with the commencement of self-locomotion. Findings are discussed in reference to the mechanisms underlying infants' ability to recognize self-propelled motion and the scope of the relationship between action production and action perception in infancy. (PsycINFO Database Record (c) 2010 APA, all rights reserved)