Childhood cancer in Switzerland: mortality from 1951 to 1984.

Cancer mortality among children in Switzerland was analysed using (1) age-specific and age-standardized (0-14) rates from 1951 to 1984 and (2) comparison of observed numbers of deaths over the period 1960-1984 with expected one obtained by application of age-specific rates for the period 1951-1959 to the population structure of subsequent 5-year calendar periods. Certified mortality fell about 60% for leukaemias, 21% for lymphomas, 66% for Wilms' tumours, 40% for bone sarcomas and 30% for other and unspecified sites. Thus, the overall decline in childhood cancer mortality in Switzerland was around 45%, slightly more marked in females (-48%) than in males (-42%), and more pronounced in younger children (over 50% before age 5). This corresponds to an absolute number of about 50 deaths from childhood cancer per year avoided in the early 1980s as compared with expected numbers computed on the basis of rates registered in the 1950s (30 deaths per year for leukaemias alone). The estimated total number of deaths avoided during the whole period 1960-1980 was 820 (430 leukaemias alone). Trends in childhood cancer mortality persisted steadily downwards in the early 1980s, suggesting that further progress is being achieved in the treatment of these neoplasms.

List��riose : ��tude cas t��moins en Suisse romande : hiver 1984/85

Le but de cette ��tude ��tait - d'��tablir un instrument d'enqu��te utilisable en cas d'��pid��mie; - de reconna��tre une ��ventuelle reprise de l'��pid��mie observ��e l'hiver pr��c��dent, et dans cette hypoth��se de r��colter des donn��es pour la recherche d'une source.

Traffic map, Iowa,1984.

Traffic volumes represented on this map are average volumes between major traffic generators: highway junctions, cities, recreational areas or high volume secondary roads.

Beltr��n Fortes, Jos��, Garc��a Garc��a, Miguel ��ngel y Rodr��guez Oliva, Pedro: Los sarc��fagos romanos de Andaluc��a Corpus Signorum Imperii Romani. Espa��a, I, 3. Murcia, 2006

Este libro es un nuevo fasc��culo del volumen I del proyecto CSIR-Espa��a, que a modo de corpus re��ne, con car��cter general y de modo minuciosamente sistem��tico, los sarc��fagos romanos decorados de Andaluc��a, cuyo mayor n��mero ya hab��a sido objeto de publicaci��n. La investigaci��n hist��rica e iconogr��fica sobre los sarc��fagos hispanos (en especial para los ejemplares paleocristianos) es deudora fundamentalmente de los estudios realizados por Sotomayor (1966: 77-99; 1975) y, m��s recientemente, por Koch (2000), adem��s de dos de los autores que firman este trabajo, que en los ��ltimos a��os se han detenido met��dicamente sobre los sarc��fagos b��ticos de tema profano (Beltr��n, 1999; Rodr��guez Oliva, 2001: 107-127).

The PEDRO (Pocketable Electronic Devices in Radiation Oncology) project: how clinical practice is changing among young radiation oncologists.

Purpose. To evaluate the impact of mobile devices and apps on the daily clinical activity of young radiation oncologists. Methods. A web-based questionnaire was sent to 382 young (≤40 years) members of the Italian Association of Radiation Oncology (AIRO). The 14 items investigated the diffusion of mobile devices (smartphones and/or tablets), their impact on daily clinical activity, and possible differences perceived by the participants over time. Results. A total of 158 questionnaires were available for statistical evaluation (response rate 41%). Up to 75% of respondents declared they used an electronic device during their clinical activity. Conversely, 82% considered the impact of smartphones/tables on daily practice low to moderate. Daily device use increased significantly from 2009 to 2012, with high daily use rates rising from 5% to 39.9%. Fulfillment of professional needs was declared by less than 42% of respondents and compliance with app indications by 32%. Almost all physicians desired in 2012 a comprehensive website concerning a variety of apps covering radiation oncologists' needs. Conclusions. Mobile devices are widely used by young Italian radiation oncologists in their daily clinical practice, while the indications so obtained are not always followed. Nevertheless, it would be important to verify the consistency of information found within apps, in order to avoid potential errors that might be detrimental to patients.

An illustration of the ALLOC 6B location-allocation analysis system, 1984

The programs included in this Discussion Paper no. 17 are Distance, Unravel, Retrench and Alloc 6B that deal with location-allocation analyses first published in 1973 by the Department of Geography, The University of Iowa.

Miquel de Garganta i Fabrega (Olot, 1903-1988)

Quan faltava poc m��s de tres mesos per al seu 85�� aniversari, ha mort, el 12 de setembre de 1988, a Olot, on havia nascut el 23 de desembre de 1903, el Dr. Miquel de Garganta i F��brega, historiador de la Bot��nica i membre d'una coneguda familia d'intellectuals de la Garrotxa.

Development of EDMI Calibration Baseline, HR-241, 1984

Electronic distance measuring instruments (EDMI) are used by surveyors in routine length measurements. The constant and scale factors of the instrument tend to change due to usage, transportation, and aging of crystals. Calibration baselines are established to enable surveyors to check the instruments and determine any changes in the values of constant and scale factors. The National Geodetic Survey (NGS) has developed guidelines for establishing these baselines. In 1981 an EDMI baseline at ISU was established according to NGS guidelines. In October 1982, the NGS measured the distances between monuments. Computer programs for reducing observed distances were developed. Mathematical model and computer programs for determining constant and scale factors were developed. A method was developed to detect any movements of the monuments. Periodic measurements of the baseline were made. No significant movement of the monuments was detected.

Roadway Lighting on Secondary Roads in Iowa, HR-251, 1984

There are approximately 800 installations of destination lighting at secondary road intersections in Iowa. Approximately 90% of these have only a single luminaire. The other installations have two luminaires. No warrants currently exist for justifying the use of this type of lighting. Previous research has examined the safety benefits from full lighting of rural intersections that generally serve substantially higher traffic volumes than secondary road intersections in Iowa. However, the safety benefit of destination lighting at intersections carrying relatively low volumes has not been the subject of previous research. The research reported here, sponsored by the Iowa Department of Transportation, was undertaken to identify locations where destination lighting could be expected to improve highway safety. If destination lighting were shown to reduce accident frequency, warrants for its use on secondary roads could be developed. An inventory of secondary road lighting installations in Iowa was assembled. From this inventory, two samples were constituted that would permit two separate comparisons of the accident experience with and without destination lighting. Before and after comparisons were made for the same locations if accident records were available for at least one full year both preceding and following the installation of destination lighting. Accident records for this purpose were available from a statewide computerized record system covering the period from 1977 through 1982. The accident experience at locations having destination lighting installed before 1978 was compared with a sample of comparable locations not having destination lighting. The sample of secondary road intersections used for the before and after comparison included 91 locations. The sample of continuously lighted locations included 102 intersections. Accident experience at these locations was compared with the experience at 102 intersections that were not lighted. The intersections included in these samples averaged only 0.31 accidents per year. The accident rate at secondary road intersections that had destination lighting did not differ significantly from the accident rate at intersections that were not lighted. This conclusion was derived from both comparisons, the before and after experience and the comparison of experience at intersections that were continuously lighted with that at unlighted locations. Furthermore, no significant differences were noted between lighted and unlighted locations in the proportion of accidents that occurred at night. The distribution of accidents by type also did not differ between unlighted intersections and those having destination lighting. It was not possible to formulate warrants for destination lighting since analyses directed toward identifying specific characteristics of an intersection that could be correlated with highway safety did not yield any useful relationships. However, it was noted that the average damages for night accidents that occurred at lighted intersections were lower than for accidents at unlighted intersections. Even in the absence of a more definitive demonstration of beneficial effects, destination lighting is perceived by officials in most of the counties having such installations as yielding desirable effects and is recognized as helpful to motorists in performing the guidance function in driving. Given this benefit and a relatively low cost (an average of $74 per year for one luminaire), and given that the subjective criteria that have been used in the past to justify the installation of destination lighting have led to a high degree of public acceptance and satisfaction, it is recommended that the same subjective criteria continue to be used in lieu of definitive warrants.

Submerged Vanes for Flow Control and Bank Protection in Streams, HR-255, 1984

This study was conducted for the purpose of evaluating a new concept for a bank-protection structure: The Iowa Vane . The underlying idea involves countering the torque exerted on the primary flow by its curvature and vertical velocity gradient, thereby eliminating or significantly reducing the secondary flow and thus reducing the undermining of the outer banks and the high-velocity attack on it. The new structure consists of an array of short, vertical, submerged vanes installed with a certain orientation on the channel bed. A relatively small number of vanes can produce bend flows which are practically uniform across the channel. The height of the vanes is less than half the water depth, and their angle with the flow direction is of the order of l0 degrees. In this study, design relations have been established. The relations, and the vanes' overall performance, have been tested in a laboratory model under different flow and sediment conditions. The results are used for the design of an Iowa-Vane bank protection structure for a section of East Nishnabotna River along U.S. Highway 34 at Red Oak, Iowa.

Perception and Interpretation of Advance Warning Signs on County Roads, HR-256, 1984

This research consisted of five laboratory experiments designed to address the following two objectives in an integrated analysis: (1) To discriminate between the symbol Stop Ahead warning sign and a small set of other signs (which included the word-legend Stop Ahead sign); and (2) To analyze sign detection, recognizability, and processing characteristics by drivers. A set of 16 signs was used in each of three experiments. A tachistoscope was used to display each sign image to a respondent for a brief interval in a controlled viewing experiment. The first experiment was designed to test detection of a sign in the driver's visual field; the second experiment was designed to test the driver's ability to recognize a given sign in the visual field; and the third experiment was designed to test the speed and accuracy of a driver's response to each sign as a command to perform a driving action. A fourth experiment tested the meanings drivers associated with an eight-sign subset of the 16 signs used in the first three experiments. A fifth experiment required all persons to select which (if any) signs they considered to be appropriate for use on two scale model county road intersections. The conclusions are that word-legend Stop Ahead signs are more effective driver communication devices than symbol stop-ahead signs; that it is helpful to drivers to have a word plate supplementing the symbol sign if a symbol sign is used; and that the guidance in the Manual on Uniform Traffic Control Devices on the placement of advance warning signs should not supplant engineering judgment in providing proper sign communication at an intersection.

Snow Removal on Iowa's Secondary Roads, HR-267, 1984

Snow removal on the 90,000 mile Iowa secondary road system is a major concern of county engineers. Rural residents rely almost entirely on motor vehicles for travel. They have come to expect passable roads during all types of weather and as most county engineers know, the public is less tolerant of problems in snow removal than in any other highway department function. To avoid snow removal problems, maintenance personnel begin preparation before the winter maintenance season. The slide tape presentation, "Snow Removal on Iowa's Secondary Roads", was developed to assist in training and retraining maintenance personnel each year prior to winter. The program covers preparation for winter, snow and ice removal, and after storm care of equipment.

Reducing the Adverse Effects of Transverse Cracking, HR-217, 1984

This research was initiated to identify methods of reducing the occurrence of transverse cracking. Eight (four repetitive) research sections were established to study three variations in the asphalt concrete pavement. The first variation was the comparison of low- and high-temperature-susceptible asphalt cement (AC) from two different sources. The second variable was to saw and seal transverse joints at spacings varying from 40 to 100 ft. The third variable was to increase the AC content in the asphalt treated base by 1 percent. The research sections were constructed with relatively few problems. Crack and joint surveys have been conducted on all research sections at intervals of less than 1 year since construction. No cracking was identified after the first winter season. The sawed joints also remained sealed through the first winter. At an age of approximately 1 1/2 years there was substantial cracking of the high-temperature-susceptible AC sections and substantial failure of the sealant material in the sawed joints. After almost 4 years, the asphalt pavement constructed with the high-temperature-susceptible AC produced a crack interval of 35 ft, the low-temperature-susceptible AC yielded an interval of 170 ft, and the low-temperature-susceptible AC with an increased AC content yielded an interval of 528 ft. The Pen-Vis number is an effective measure of temperature susceptibility of asphalt cements. The frequency of transverse cracking is affected by the temperature susceptibility of the AC. An increased AC content also reduces the frequency of transverse cracking.