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To determine the effects of exercise training modality on glucose tolerance in men with untreated abnormal glucose regulation, 26 untrained men (age 54 +/- 9 years; mean +/- SD) with either non-insulin-dependent diabetes mellitus (N = 8), impaired glucose tolerance (IGT) (N = 12) or hyperinsulinemia with normal glucose tolerance (N = 6) were studied before and after 20 wk of either strength training (ST) (N = 8), aerobic (treadmill walk/jog) training (AT) (N = 8), or no exercise (control group; N = 10). Plasma concentrations of glucose and insulin were measured after a 12-14 hr fast and during a standard oral glucose tolerance test (OGTT) before and after training. The ST program significantly reduced total plasma glucose area (mmol.l-1.120 min-1) under the OGTT curve (1348 +/- 251 vs 1190 +/- 329, p < 0.05), and plasma glucose levels (mmol.l-1) at 60 min (p < 0.05), 90 min (P < 0.05), and 120 min (p < 0.05) after glucose ingestion. Strength training also lowered the total plasma insulin area (pmol.l-1.120 min-1) under the OGTT curve (60082 +/- 25467 vs 46727 +/- 11273, p < 0.05) as well as plasma insulin levels (pmol.l-1) at fasting (p < 0.05) and at 90 min (p < 0.01) and 120 min (p < 0.05) after glucose ingestion. All men with IGT (four in each training group) normalized their glucose tolerance following the training. There were no significant differences in OGTT results between ST and AT and no changes were observed in the control group.(ABSTRACT TRUNCATED AT 250 WORDS)

Posted speed limit and police-reported injury codes are commonly used by researchers to approximate vehicle impact and occupant injury severity. In-depth crash investigations, however, produce more precise measures of crash and injury severity: change in velocity (delta-V) for crash severity and Abbreviated Injury Scale (AIS) scores for injury severity. A comparison of data from police crash reports with that gathered by National Automotive Sampling System (NASS) investigators highlighted the inadequacy of speed limit and police injury codes as proxies for delta-V and AIS injury severity. In general, delta-V increased with speed limit and higher values of AIS were associated with higher police-coded injury severity, but there were a number of anomalies. In particular, 49% of the drivers coded by police as having incapacitating injuries actually had sustained no more than minor injuries. This overstatement of injury severity was less frequent among male (44%) and elderly (37%) drivers than among female (53%) and nonelderly (50%) drivers. Also, 79% of the investigated vehicles that crashed on roads posted at 60 mph (96 km/h) or higher experienced a delta-V less than 25 mph (40 km/h). Safety studies depending on data from only police reports to establish injury or crash severity therefore could produce erroneous results.

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The present study confirms the results of the earlier study. There are significant reductions in single-vehicle crash rates when passenger vehicles are equipped with ESC. In addition, ESC leads to reductions in severe multiple-vehicle crashes.

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Objective: To summarize fatal motor vehicle crash deaths in the United States by time of day, day of week, month, and season, and to determine why some days of the year tend to experience a relatively high number of deaths. Method: Crash deaths were identified and categorized using the Fatality Analysis Reporting System. Days of the year with relatively high crash deaths were compared to the two days that occurred exactly one week before and one week after. Results: On average, motor vehicle crashes in the United States result in more than 100 deaths per day, but there is much day-to-day variability. During 1986-2002 the single day fatality count ranged from a low of 45 to a high of 252. Summer and fall months experience more crash deaths than winter and spring, largely due to increased vehicle travel. July 4 (Independence Day) has more crash deaths on average than any other day of the year, with a relatively high number of deaths involving alcohol. January 1 (New Year's Day) has more pedestrian crash deaths on average, plus it has the fifth largest number of deaths per day overall, also due to alcohol impairment. On other days the high numbers of deaths are likely due to increases in holiday or recreational travel. Conclusion: Every day of the year results in many crash deaths, but certain days stand out as particularly risky. The temporal and geographic spread of crash deaths, as well as the view of driving as a routine task, inures the public to this continuing problem. Innovative strategies are needed both to raise awareness and to work toward a solution.