Taxi Cab Syndrome: A Review of the Extensive Genitourinary Pathology Experienced by Taxi Cab Drivers and What We Can Do to Help

This review consolidates knowledge regarding the extensive genitourinary pathology experienced by taxi cab drivers. Taxi cab, livery, truck, and other drivers all objectively and subjectively may have more voiding dysfunction, infertility, urolithiasis, bladder cancer, and urinary infections as compared with nonprofessional drivers; this is called taxi cab syndrome. Together with governmental and medical assistance, simple interventions—such as education, the addition of taxi relief stations, and possibly the use of sanitary urinary collection devices—to curb the progression of genitourinary disease in taxi drivers should be prospectively studied. It is postulated that many of these interventions may also benefit other groups of occupationally related infrequent voiders.Key words: Taxi cab syndrome, Infrequent voiders syndrome, Occupational hazard, Voiding dysfunction, Prostodynia, Infertility, UrolithiasisIn New York City, where taxi cabs flow like erythrocytes in a vast net of arteries, the drivers, New York’s backbone, often do not have sufficient flow themselves. This article demonstrates how the lack of adequate and accessible bathroom facilities in New York likely accounts for most of the genitourinary pathology that taxi drivers have. In fact, drivers represent only one of many occupations that contribute to voiding dysfunction as a result of inadequate bathroom access or other factors that lead to the inability to void regularly throughout the workday. These drivers represent the ultimate case study on how, using simple interventions, those who move us through New York City at an often bewildering speed may be helped.In the aptly worded article by Gany and colleagues,¹ “Every disease…man can get can start in this cab,” the cardiovascular risk factors of New York City taxi cabs are described in great detail. Gany and colleagues followed a cohort of South Asian immigrant taxi drivers, holding focus groups and administering surveys about the drivers’ perceptions of their own cardiovascular health. Musculoskeletal pain, diabetes, hypertension, vision problems, stress, obesity, and constipation were pervasive throughout the group. Additionally, urinary tract issues such as kidney problems, bladder dysfunction, and prostatism were noted. One of the participants attributed his onset of kidney problems to intentional infrequent urination, and said this was mostly “because you don’t have facilities at most places where you can stand and urinate.” Two other drivers with diabetes-induced polyuria also attributed their severe problem with this issue.¹     

Identification of Constrained Cancer Driver Genes Based on Mutation Timing

Cancer drivers are genomic alterations that provide cells containing them with a selective advantage over their local competitors, whereas neutral passengers do not change the somatic fitness of cells. Cancer-driving mutations are usually discriminated from passenger mutations by their higher degree of recurrence in tumor samples. However, there is increasing evidence that many additional driver mutations may exist that occur at very low frequencies among tumors. This observation has prompted alternative methods for driver detection, including finding groups of mutually exclusive mutations and incorporating prior biological knowledge about gene function or network structure. Dependencies among drivers due to epistatic interactions can also result in low mutation frequencies, but this effect has been ignored in driver detection so far. Here, we present a new computational approach for identifying genomic alterations that occur at low frequencies because they depend on other events. Unlike passengers, these constrained mutations display punctuated patterns of occurrence in time. We test this driver–passenger discrimination approach based on mutation timing in extensive simulation studies, and we apply it to cross-sectional copy number alteration (CNA) data from ovarian cancer, CNA and single-nucleotide variant (SNV) data from breast tumors and SNV data from colorectal cancer. Among the top ranked predicted drivers, we find low-frequency genes that have already been shown to be involved in carcinogenesis, as well as many new candidate drivers. The mutation timing approach is orthogonal and complementary to existing driver prediction methods. It will help identifying from cancer genome data the alterations that drive tumor progression.     

CanDrA: Cancer-Specific Driver Missense Mutation Annotation with Optimized Features

Driver mutations are somatic mutations that provide growth advantage to tumor cells, while passenger mutations are those not functionally related to oncogenesis. Distinguishing drivers from passengers is challenging because drivers occur much less frequently than passengers, they tend to have low prevalence, their functions are multifactorial and not intuitively obvious. Missense mutations are excellent candidates as drivers, as they occur more frequently and are potentially easier to identify than other types of mutations. Although several methods have been developed for predicting the functional impact of missense mutations, only a few have been specifically designed for identifying driver mutations. As more mutations are being discovered, more accurate predictive models can be developed using machine learning approaches that systematically characterize the commonality and peculiarity of missense mutations under the background of specific cancer types. Here, we present a cancer driver annotation (CanDrA) tool that predicts missense driver mutations based on a set of 95 structural and evolutionary features computed by over 10 functional prediction algorithms such as CHASM, SIFT, and MutationAssessor. Through feature optimization and supervised training, CanDrA outperforms existing tools in analyzing the glioblastoma multiforme and ovarian carcinoma data sets in The Cancer Genome Atlas and the Cancer Cell Line Encyclopedia project.     

卡车与卡车前部碰撞驾驶员与前排乘车人损伤特征的研究

目的：研究道路交通事故卡车与卡车前部碰撞驾乘人员损伤特征,分析比较驾乘人员的损伤及损伤分布特点。方法：应用统计学方法对2001年-2010年昆明地区卡车与卡车200例前部碰撞人员损伤的法医学鉴定资料进行系统分析性研究。结果：1.驾驶员易发生损伤的部位是下肢、头颈部,其次为胸、腹部损伤。驾驶员易发生右下肢的损伤及骨折。驾驶员易发生颅骨骨折和肋骨骨折。2.前排乘车人员易发生损伤的部位是上肢、头颈部,其次为下肢,而胸腹部损伤较少见。前排乘车人员易发生上肢的损伤及双侧尺桡骨的骨折。前排乘车人员左侧头颈部受伤的几率大于驾驶员的相对部位。前排乘车人员易发生右肱骨骨折。结论：1.与前排乘车人相比,驾驶员易造成胸部、腹部及盆部、右侧下肢的损伤及右股骨胫腓骨的骨折,发生双侧上肢的体表损伤及尺桡骨骨折均明显少。在身体体表出现胸部、腹部及盆部多部位连续的损伤,有助于提高认定卡车驾驶员的准确性。2.与驾驶员相比,前排乘车人易形成左侧头颈部的损伤,上肢双侧尺桡骨骨折,右侧肱骨的骨折。当损伤位于身体左侧头颈部且有右侧肱骨的骨折,有助于提高认定卡车前排乘车人的准确性。     

Prevalence and Factors Associated with Road Traffic Crash among Taxi Drivers in Mekelle Town,Northern Ethiopia, 2014: A Cross Sectional Study

Objectives

The 2013 World Health Organization Status Report on Road Safety estimated that approximately 1.24 million deaths occur annually due to road traffic crashes with most of the burden falling on low- and middle-income countries. The objective of this research is to study the prevalence of road traffic crashes in Mekelle, Tigray, Northern Ethiopia and to identify risk factors with the ultimate goal of informing prevention activities and policies.

Methods

This study used a cross-sectional design to measure the prevalence and factors associated with road traffic crashes among 4-wheeled minibus (n = 130) and 3-wheeled Bajaj (n = 582) taxi drivers in Mekelle, Ethiopia. Bivariate and multivariate logistic regression were used to evaluate the association between risk factors and drivers’ involvement in a road traffic crash within the 3 years prior to the survey.

Findings

Among the 712 taxi drivers, 26.4% (n = 188) of them reported involvement in a road traffic crash within the past 3 years. Drivers who listened to mass media had decreased likelihood of road traffic crash involvement (AOR = 0.51, 0.33–0.78), while speedy driving (AOR = 4.57, 3.05–7.44), receipt of a prior traffic punishment (AOR = 4.57, 2.67–7.85), and driving a mechanically faulty taxi (AOR = 4.91, 2.81–8.61) were strongly associated with road traffic crash involvement. Receiving mobile phone calls while driving (AOR = 1.91, 1.24–2.92) and history of alcohol use (AOR = 1.51, 1.00–2.28) were also associated with higher odds of road traffic crash involvement.

Conclusion

The results of this study show that taxi drivers in Mekelle habitually place themselves at increased risk of road traffic crashes by violating traffic laws, especially related to speedy driving, mobile phone use, and taxi maintenance. This research can be used to support re-evaluation of the type, severity, and enforcement of traffic violation penalties.     

Are invasive species drivers of native species decline or passengers of habitat modification? A case study of the impact of the common myna (Acridotheres tristis) on Australian bird species

Habitat modification and invasive species are significant drivers of biodiversity decline. However, distinguishing between the impacts of these two drivers on native species can be difficult. For example, habitat modification may reduce native species abundance, while an invasive species may take advantage of the new environment. This scenario has been described as the driver‐passenger model, with ‘passengers’ taking advantage of habitat modification and ‘drivers’ causing native species decline. Therefore, research must incorporate both habitat modification and invasive species impact to successfully investigate native species decline. In this paper, we used the common myna (Acridotheres tristis) as a case study to investigate the driver‐passenger model. We investigated changes in bird abundance, over 2 years, in relation to different habitat types and common myna abundance. We hypothesized that the common myna is both a passenger of habitat change and a driver of some bird species decline. Our results indicated that the abundance of many native species is greater in high tree density nature reserves, while the common myna was uncommon in these areas. Common myna abundance was almost three times higher in urban areas than nature reserves and declined rapidly as tree density in nature reserves increased. Our findings indicated that the common myna is primarily a passenger of habitat change. However, we also observed negative associations between common myna abundance and some bird species. We stress the importance of simultaneously investigating both invasive species impact and habitat modification. We suggest habitat restoration could be a useful tool for both native species recovery and invasive species control. Understanding the drivers of native species decline will help inform impact mitigation and direct further research.     

Searching for preventive measures of cardiovascular events in aged Japanese taxi drivers--the daily rhythm of cardiovascular risk factors during a night duty day

Previous studies have shown that Japanese taxi drivers are exposed to more risk factors and have a higher mortality rate due to cardiovascular disease than other occupational groups. We investigated the effect of night taxi driving with a view to preventing acute events of cardiovascular disease among aged taxi drivers. Twenty-nine taxi drivers (41-67 years old) were examined for urine normetanephrine/creatinine, von Willebrand factor, anti-thrombin III, t-plasminogen activator-plasminogen activator inhibitor 1-complex, hematocrit, blood glucose and blood pressure in the morning and at midnight during a duty day and in the following morning. At the same time, the blood pressure and blood glucose of 46 taxi drivers (43-67 years old) in the morning after a night duty with little sleep and in the morning after daytime work and subsequent night sleep were compared. The results obtained indicate that the aggravation of sympathetic nervous system functions with disturbed circadian rhythms, increased blood coagulation and blood concentration, endothelial injury and the elevation of blood glucose at midnight or the next morning were induced by their night work. These conditions are supposed to favour acute vascular events in aged taxi drivers. Preventive measures considered include social support for anticoagulant food and water intake, short exercise and walking as well as taking a rest and a nap during night work.     

Respiratory symptoms and lung function in taxi drivers and manual workers

The aim of this study, was to determine the prevalence of some respiratory symptoms and possible diseases among taxi drivers and manual workers. This prospective study was performed on 165 Pakistani male drivers, (mean age: 34.5±7.8 years) and 165 Pakistani male manual workers not exposed to dust or fumes, without occupational exposure to driving employed in the Water and Electricity Department and recruited as controls (mean age: 34.6±7.6 years and mean height and weight 169.8±6.0 cm and 71.9±10.9 kg). The data on chronic respiratory symptoms showed that taxi drivers had higher prevalence of symptoms than manual workers, being significantly greater for asthma (RR=1.72; 95% CI=1.00–2.88,P=0.037); allergic rhinitis (RR=2.41; 95% CI=1.46–3.94,P=0.0006); dyspnea (RR=2.13; 95% CI=1.22–3.71,P=0.009); and nasal catarrh (RR=2.19; 95% CI=1.22–3.91,P=0.0106). Thirty percent of taxi drivers and 27% of manual workers were smokers, there was no significant differences in the prevalence of chronic respiratory symptoms between smokers and non-smokers. Lung function parameters in the taxi drivers were significantly lower than in manual workers group (P<0.0001) except PEF parameter. When comparing the measured mean values of lung function parameters in the drivers among smokers and nonsmokers, there was no significant differences between smokers and nonsmokers. Also, a comparison of ventilatory capacity of paired predicted values with measured normal values showed statistically significant differences between predicted and measured values for taxi drivers and manual workers for FVC, FEV₁, FEF_25–75 and PEF parameters except for FEV₁/FVC test in manual workers. In conclusion, the results of the present study provide evidence regarding effects of such as carbon monoxide, nitrogen dioxide, sulfur dioxide and gases exposures on taxi drivers and long-term driving, which may be associated with the development of chronic respiratory symptoms and lung function impairment.     

Contribution of alcohol to deaths in road traffic accidents in Tayside 1982-6

In Britain the precise number and relative proportions of deaths among drivers, passengers, and pedestrians in road traffic accidents related to alcohol are not known. These data were obtained in Tayside by cross matching police accident records with blood alcohol concentrations at necropsy. Of 71 alcohol-related deaths 30 were the drivers (or motorcyclists) themselves, nine were their passengers, 23 were pedestrians with raised blood alcohol concentrations, and nine were innocent victims.The high blood alcohol concentrations of the intoxicated drivers, passengers, and pedestrians, which may point to alcoholism, suggest that publicity campaigns will be of little value in reducing the number of deaths in road traffic accidents related to alcohol. The time at which these accidents occurred was related to licensing hours, and this should be taken into account when considering changes in licensing laws.     

Distinguishing driver and passenger mutations in an evolutionary history categorized by interference

In many biological scenarios, from the development of drug resistance in pathogens to the progression of healthy cells toward cancer, quantifying the selection acting on observed mutations is a central question. One difficulty in answering this question is the complexity of the background upon which mutations can arise, with multiple potential interactions between genetic loci. We here present a method for discerning selection from a population history that accounts for interference between mutations. Given sequences sampled from multiple time points in the history of a population, we infer selection at each locus by maximizing a likelihood function derived from a multilocus evolution model. We apply the method to the question of distinguishing between loci where new mutations are under positive selection (drivers) and loci that emit neutral mutations (passengers) in a Wright-Fisher model of evolution. Relative to an otherwise equivalent method in which the genetic background of mutations was ignored, our method inferred selection coefficients more accurately for both driver mutations evolving under clonal interference and passenger mutations reaching fixation in the population through genetic drift or hitchhiking. In a population history recorded by 750 sets of sequences of 100 individuals taken at intervals of 100 generations, a set of 50 loci were divided into drivers and passengers with a mean accuracy of >0.95 across a range of numbers of driver loci. The potential application of our model, either in full or in part, to a range of biological systems, is discussed.     

Quantitative assessment of ribosome drop-off in E. coli

Premature ribosome drop-off is one of the major errors in translation of mRNA by ribosomes. However, repeated analyses of Ribo-seq data failed to quantify its strength in E. coli. Relying on a novel highly sensitive data analysis method we show that a significant rate of ribosome drop-off is measurable and can be quantified also when cells are cultured under non-stressing conditions. Moreover, we find that the drop-off rate is highly variable, depending on multiple factors. In particular, under environmental stress such as amino acid starvation or ethanol intoxication, the drop-off rate markedly increases.     

Talent in the taxi: a model system for exploring expertise

While there is widespread interest in and admiration of individuals with exceptional talents, surprisingly little is known about the cognitive and neural mechanisms underpinning talent, and indeed how talent relates to expertise. Because many talents are first identified and nurtured in childhood, it can be difficult to determine whether talent is innate, can be acquired through extensive practice or can only be acquired in the presence of the developing brain. We sought to address some of these issues by studying healthy adults who acquired expertise in adulthood. We focused on the domain of memory and used licensed London taxi drivers as a model system. Taxi drivers have to learn the layout of 25 000 streets in London and the locations of thousands of places of interest, and pass stringent examinations in order to obtain an operating licence. Using neuropsychological assessment and structural and functional magnetic resonance imaging, we addressed a range of key questions: in the context of a fully developed brain and an average IQ, can people acquire expertise to an exceptional level; what are the neural signatures, both structural and functional, associated with the use of expertise; does expertise change the brain compared with unskilled control participants; does it confer any cognitive advantages, and similarly, does it come at a cost to other functions? By studying retired taxi drivers, we also consider what happens to their brains and behaviour when experts stop using their skill. Finally, we discuss how the expertise of taxi drivers might relate to the issue of talent and innate abilities. We suggest that exploring talent and expertise in this manner could have implications for education, rehabilitation of patients with cognitive impairments, understanding individual differences and possibly conditions such as autism where exceptional abilities can be a feature.     

A Global Airport-Based Risk Model for the Spread of Dengue Infection via the Air Transport Network

The number of travel-acquired dengue infections has seen a consistent global rise over the past decade. An increased volume of international passenger air traffic originating from regions with endemic dengue has contributed to a rise in the number of dengue cases in both areas of endemicity and elsewhere. This paper reports results from a network-based risk assessment model which uses international passenger travel volumes, travel routes, travel distances, regional populations, and predictive species distribution models (for the two vector species, Aedes aegypti and Aedes albopictus) to quantify the relative risk posed by each airport in importing passengers with travel-acquired dengue infections. Two risk attributes are evaluated: (i) the risk posed by through traffic at each stopover airport and (ii) the risk posed by incoming travelers to each destination airport. The model results prioritize optimal locations (i.e., airports) for targeted dengue surveillance. The model is easily extendible to other vector-borne diseases.     

Chromosomal passengers and the (aurora) ABCs of mitosis

Chromosomal passengers are proteins that move from centromeres to the spindle midzone during mitosis. Recent experiments show that the passengers inner centromere protein (INCENP) and aurora-B kinase are in a macromolecular complex that might also contain a third passenger, survivin. The chromosomal passenger complex functions throughout mitosis in chromosome condensation and segregation, and at the end of mitosis, in the completion of cytokinesis.     

An advanced taxi movement model in the working day movement for delay-tolerant networks

Vehicle safety communications is an important technology for preventing automobile accidents. The number of neighbor nodes is important in the automobile industry, which is becoming increasingly more customer-oriented. The Opportunistic Network Environment (ONE) simulator is a specialized tool for the simulation of a routing protocol in a delay-tolerant network (DTN). Various movement models, including random waypoint, working day movement, and post-disaster movement, have been studied. DTN is a network suggested for communication between networks with significantly varied delay times. In order to raise the accuracy of simulation results in DTNs, a movement model that considers an actual situation is very important. As for the ONE simulator, a working day movement model shows actual movement patterns of people among various movement models. For types of transportation, a road, a vehicle and a bus are provided, but a real-life situation is not provided for a taxi. A taxi moves to a destination via the shortest route when there is a customer; otherwise, it moves at fast speeds randomly. Such movement can generate various communication situations and packet transmission in a DTN. Therefore, this paper aims to design an advanced taxi movement model.     

Driving and subsidiary behavior of taxi drivers working alternate-day shifts.

A field study on taxi drivers working alternate-day shifts of prescribed duration of 16 hr of work revealed that most of them actually worked longer for 16 hr 50 min on the average, starting from 7:00 and ending later than 2:00. The mean hourly income greatly increased in hours later than 22:00 due to the increased fare per hire and higher speed, so that these hours were regarded by the drivers as the most important period of the day. This resulted in retarded mean bedtime of 5:31 after the shift end and in reduced sleep. The total rate of subsidiary activities of the drivers decreased during the middle of the day, but increased towards the shift end. Those activities having a relatively low rate at the beginning, such as subsidiary lower limb movements, shoulder-neck movements, and yawning, remarkably increased in the late evening and midnight hours. These activities increased even during frequent driving operations and tended to relate with each other, often recurring in bursts especially while feeling drowsy. The incentive wage system of the drivers thus accounts not only for the extraordinarily long working hours but also for intensified night work.     

Environmentally‐contingent behaviour of invasive plants as drivers or passengers

Invasive plants are often regarded as drivers that actively reduce diversity and alter ecosystem processes such as succession. Alternatively, invaders may be passengers that simply colonize openings produced by anthropogenic disturbance and are present only temporarily. Here we test whether the behaviour of invasive species as drivers or passengers is contingent on disturbance and nutrient availability. We created twelve experimental environments (three levels of annual disturbance × four levels of nitrogen availability) for 18 years in a grassland at the northern edge of the North American Great Plains. Out of 19 invasive species initially present, two perennials (Bromus inermis, a grass, and Cirsium arvense, a forb) acted as drivers, maintaining or increasing dominance, maintaining low species richness, and forming an invader‐ dominated successional sequence. Behaviour as drivers was environmentally contingent: Bromus behaved as a driver only in less disturbed environments, and the tendency of Cirsium to behave as a driver increased significantly with both disturbance and nitrogen availability. Most invasive species (90%), however, consistently behaved as passengers, disappearing or becoming rare. The importance of disturbance and fertility for starting invasions is well‐known, but our study shows that these factors also contribute to the behaviour of some invaders as drivers. The emergence of drivers and invader‐dominated successional sequences suggests that, as rates of invasion, disturbance and eutrophication continue to increase with human activity, invasive species that act as drivers may form low‐diversity communities that persist for decades.     

Injuries to occupants in cargo areas of pickup trucks.

Transporting passengers in the cargo area of pickup trucks is a public health safety issue in the United States. Our study compared crashes involving passengers in the cargo area with those involving passengers in the cab. We obtained data for all injury events of pickup occupants for 1990 from the California Highway Patrol. A total of 702 traffic reports coded as having passengers riding in pickup truck beds involved 1,685 passengers in the cargo area and 865 in the cab. Significantly more events involving passengers in the cargo area occurred in summer in rural areas and were noncollisions than did events with only cab passengers. Crashes with passengers in the cargo area resulted in death in 5% of passengers. Of the drivers, 81% were male and 22% were younger than 20 years. Among the 1,685 passengers in the cargo area, 65% were male, 36% were younger than 15 years, and 30% were ages 15 to 19 years. Passengers in the cargo area were more frequently ejected and more seriously injured than their counterparts in the cab. Legislation to restrict travel in truck beds and the design of restraints for this area are some measures that may reduce the risk of injury.     

Integration of preference heterogeneity into sustainable nature conservation: From practice to policy

The aim of this work is to assess and understand the social drivers that determine the willingness to pay for sustainable management measures to preserve a Natura 2000 area. These social drivers of the support for nature conservation were then included in the design of economic instrument to support nature conservation. In a contingent valuation exercise, the local population in the Cabezo de la Jara and Rambla de Nogalte protected areas (SE Spain) stated their willingness to pay for sustainable management measures aimed at their conservation. Among the socio-demographics, environmental attitudes and experiential drivers, income and environmental commitment were found to be the only significant drivers in support of nature conservation, revealing preference heterogeneity. Economic instruments, specifically green taxes and user fees, are proposed, taking into account the sources of heterogeneity in order to ensure financial support for the measures and greater social acceptability. Hence, our research adds to the existing literature through the design of an economic instrument to support nature conservation, considering preference heterogeneity.     

Estimating the size of the active translocation pore of an autotransporter

Autotransporters (ATs) are large virulence factors secreted by Gram-negative bacteria. The passenger domain, carrying the virulence functions, is transported across the bacterial outer membrane in a step that is facilitated by a C-terminal β-domain. This domain folds into a β-barrel with a central aqueous pore of ～1 nm inner diameter according to crystal structures. However, these static dimensions are not compatible with the observed secretion of passengers that may contain natural short-spaced disulfide bonds or artificially fused folded elements. Here, we have systematically analyzed the dimensions of the active AT passenger translocator by inserting peptides of different length and structural complexity in the passenger of the AT hemoglobin protease. The peptides were introduced in a short loop protruding from the main structure and flanked by two single cysteines. Our results show that the attained secondary structure may be more critical for secretion than the length of peptide inserted. Furthermore, the data suggest that, during passenger translocation, at least four extended polypeptides or an extended polypeptide and an α-helix are accommodated in the translocator, indicating that the diameter of the active translocation pore is up to 1.7 nm. If the β-domain functions as the translocator, it must be forced into an expanded conformation during passenger translocation.