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Trim the Clutter, Keep the Cheer
The holiday season brings warmth, joy and a touch of magic into our homes, but it also can bring excess clutter, waste and energy consumption, making it hard to feel festive. However, there are simple and creative ways to decorate sustainably without sacrificing the festive spirit. Baylor University human sciences and design professor Elise King, M.I.D., M.A., an expert in interior design and built environments, says embracing sustainable decorations, changing to energy-efficient lights, eliminating clutter and reducing waste can help maintain a tidy, eco-friendly home – and create a holiday atmosphere that resonates with joy and meaning. “The holidays can often feel busy and stressful, so it’s helpful to focus on traditions and decorations that bring joy and add meaning to the season,” King said. By taking simple steps to reuse materials, reduce energy consumption and focus on what matters most, families can celebrate the season with both heart and mindfulness, King said. Decorating sustainably One of the easiest ways to approach sustainable decorating is by reusing or repurposing materials you already have or finding decorations at resale shops. "Upcycling items from thrift stores or turning last year’s Christmas cards into garlands are simple and creative ideas," King said. “Beyond thriftiness, these practices add a personal and nostalgic touch to decorations.” King also said that it is important to consider the lifecycle of a product, beyond just being recyclable. "Also consider elements such as durability/longevity, manufacturing processes, transportation, energy consumption and disposal,” she said. “I recommend people make the best-informed decisions they can, while also remembering not to let it become overwhelming. Switch to LED Christmas lights Changing from incandescent to LED Christmas lights is good for both style and sustainability. LED lights reduce energy usage, are more durable and typically last longer than incandescent. Plus, they have come a long way over the past few years. “The criticism used to be that LEDs had a blue hue and were ‘cold’ compared to incandescent,” King said. “That isn’t really the case anymore. You have to be particular about what you purchase, but several companies offer lights that are virtually indistinguishable from vintage lights.” A clutter-free peaceful mindset While holiday decorations create a festive touch around the house, they can add to the clutter and busyness, which ultimately takes away the joy, King said. Decluttering and organization can help create a peaceful environment. “Most people enjoy Christmas decorations, but over the years we tend to accumulate a lot of them,” King said. “Sadly, for many, the thought of decorating for Christmas no longer brings feelings of excitement and joy. Instead, we dread going into the attic, dragging out the tree and boxes of ornaments, checking strands of lights, fixing broken bulbs, etc., only to know that we’ll have to put it all back in about a month. "Keep decorations that bring joy and let go of what no longer feels fulfilling can make a big difference in decreasing the excess while emphasizing what is important to you and your family," she said. By clearing both physical and mental space, families can better prioritize the activities and moments that truly matter. Reducing paper use It can be difficult to go fully paperless because of gift wrapping, but there are ways to reduce paper in the holidays from reusing materials or gifting experiences. “You can reuse paper shopping bags or even cut up the bags or other paper you have around the house and wrap gifts,” King said. Gifting experiences rather than physical items is another growing trend. “I find that many people are interested in receiving or gifting experiences, which can also reduce wrapping needs,” King said. “Not only does this minimize waste, but it also emphasizes shared moments over material possessions.” King noted that since COVID, there has been a trend to go paperless and people tend to be more comfortable with virtual communication and remote collaboration in general, which can also eliminate the need for Christmas cards and other paper products.
When it comes to transforming how organisations produce, consume, and reuse resources, Dr Luciano Batista, professor of operations management at Aston University, is a global pioneer. His research sits at the crossroads of innovation, digital transformation, and sustainability, tackling one of humanity’s most pressing challenges: our overconsumption of the planet’s resources. Reimagining the economy around renewal Dr Batista’s work focuses on circular supply chains —a model he helped establish at a time when 'closed-loop' systems dominated sustainability thinking. His early research laid the foundation for how businesses could move beyond recycling and linear take-make-dispose models, instead designing systems that reuse, restore, and regenerate. View his profile here From theoretical frameworks to real-world applications, his studies—such as comparative analyses of circular systems implemented by Tetra Pak in China and Brazil—demonstrate the measurable economic and environmental benefits of circularity in action. His 2022 Emerald Literati Award-winning paper introduced a methodology for mapping sustainable alternatives in food supply chains, earning international recognition for its real-world impact. A global voice for industrial symbiosis and circular innovation The influence of Dr Batista’s work reaches far beyond academia. He has advised the European Commission’s Circular Cities and Regions Initiative (CCRI) and contributed insights to policymakers through the UK All-Party Parliamentary Manufacturing Group. His expertise continues to inform national and regional strategies for sustainable production and industrial symbiosis —where one company’s waste becomes another’s resource. Today, he extends that impact globally as a visiting professor at the Massachusetts Institute of Technology (MIT), conducting research at the MIT Center for Transportation & Logistics on circular supply chain innovations, supported by Aston University’s study-leave programme. He also mentors future leaders in sustainability as part of Cambridge University’s Institute for Sustainability Leadership (CISL). Driving the next wave of sustainable transformation Looking ahead, Dr Batista is spearheading collaborations through Aston’s Centre for Circular Economy & Advanced Sustainability (CEAS), working with the Energy & Bioproducts Research Institute (EBRI) and West Midlands Combined Authority (WMCA) on projects developing biochar-based clean energy systems for urban districts. He is also advancing the social dimension of the circular economy—ensuring that the move toward sustainable production is inclusive and equitable. His Symposium on the Socially Inclusive Circular Economy, held at the 2025 Academy of Management Conference, has sparked new international research partnerships with Monash University (Australia) and the Vienna University of Economics and Business. A vision for a regenerative future At the heart of Dr Batista’s work is a simple but urgent truth: humanity is consuming resources at a rate our planet cannot sustain. Through his research and global collaborations, he is helping organisations, policymakers, and communities move toward a future where growth and sustainability coexist. “The transition to a circular economy is not optional—it is essential,” says Dr Batista. “Our goal must be to redesign systems that allow people, businesses, and ecosystems to thrive together.”
Ready or not, winter weather has decided to make an early cameo! So, the question is: are you actually ready for winter driving? CAA South Central Ontario (CAA SCO), Ministry of Transportation of Ontario (MTO), Ontario Provincial Police (OPP), and Toronto Police Service (TPS) have joined forces to encourage Ontario drivers to get ready now for the cold and snowy weather, before the next unexpected snow event hits. “Now is the ideal time for motorists to install winter tires, check their car battery, and ensure they have an emergency car kit packed,” says Nadia Matos, manager of external communications, CAA SCO. “These simple steps can help motorists confidently navigate winter roads. Ontario weather can be unpredictable, and snowstorms can hit without much notice, so it’s always best to ensure your vehicle is prepared beforehand.” Besides vehicle preparedness, driver behaviour is just as critical in ensuring safe driving operations in winter weather. “Road safety is everyone’s responsibility,” says Sergeant Murray Campbell of the Toronto Police Service. “As daylight hours shorten and visibility decreases, we encourage all road users to stay alert, watch out for one another, adjust their driving to match weather conditions, keep their vehicle lights on, and plan ahead to accommodate longer travel times.” This year, the organizations are focused on protecting motorists who may be caught in unexpected winter weather. “We always encourage motorists to drive according to the road and weather conditions,” says Sergeant Kerry Schmidt of the Ontario Provincial Police. “Drivers should also slow down and move over when approaching stopped emergency vehicles and tow trucks with their emergency lights flashing while they are assisting vehicles and motorists in need of help. It is also unsafe and illegal to try to pass a full echelon of snowplows that are clearing all lanes of a highway during winter events.” Before heading out on the road this winter, MTO encourages motorists to download and use the 511 app to check the weather and road conditions before they leave home. The 511 app can be found at 511on.ca or in the app store on their mobile devices. For a safer trip this winter, motorists can also follow these additional safety tips: • Install winter tires for better traction. On cold and snowy roads, winter tires can help reduce your braking distance by up to 25 per cent. Members can call CAA before Dec. 20 to have our mobile tire service change them at home for a fee. • Test your car battery. If necessary, replace it before it fails. CAA SCO will test Members’ batteries free of cost during a service call. • Pack a fully stocked emergency car kit. The kit should include a flashlight, extra batteries, warning devices (e.g., flares, reflective vests/strips), a first aid kit, blankets, jumper cables, non-perishable food and water, and a phone charger. Be sure to always keep an ice scraper, small shovel, and snow brush handy in your car. • Service your vehicle. Have your brakes checked, oil changed, and top up your windshield washer fluid and any other fluids that are getting low. • Always keep your gas tank at least half full. Cold weather causes condensation in the system, which can lead to a fuel line freeze-up and prevent the car from starting. • Check your lighting system. Ensuring you have full lighting is very important in the winter months. Check your headlights and signal lights to ensure they work correctly.
Motor vehicle crashes remain one of the leading causes of death among teenagers. For the youngest drivers, getting behind the wheel marks freedom but also comes with measurable risk. At the University of California, Irvine, Dr. Federico Vaca, professor and executive vice chair of emergency medicine, is determined to change that trajectory. “Driving licensure among our youngest drivers remains a major life milestone, and it allows for newfound freedom and opportunity for not only youth but their parents as well. At the same time, learning to drive and licensure come at a time when youth are rapidly moving through life with new transitions in school, with friends, and likely exposure to alcohol and drugs,” he says. “Our priority … is to examine the complexities of young driver behavior and to thoroughly understand crash injury risk and crash prevention among this special group of drivers.” Vaca’s work is at the intersection of health, transportation science and policy. A fellow of the Association for the Advancement of Automotive Medicine and a researcher at UC Irvine’s Institute of Transportation Studies, he previously served as a medical fellow at the U.S. Department of Transportation’s National Highway Traffic Safety Administration in Washington, D.C. His long-standing goal is to prevent the injuries he has seen and treated in emergency departments and trauma centers through rigorous research, using the findings to inform and advance evidence-based programs and policies that save lives on the road. Innovating safety science UC Irvine is home to a new hub for understanding and preventing crash injuries among young drivers, the Brain, Body & Behavior Driving Simulation Lab, founded by Vaca and his interdisciplinary team. At the heart of the B3DrivSim Lab is a high-fidelity, half-cab driving simulator capable of replicating real-world conditions with precision. It uses advanced software to design customized driving scenarios – from complex roadway environments to the inclusion of such human elements as distraction and fatigue – all while capturing real-time video and driving behavior as well as vehicle control metrics. This integration of medicine, behavioral science and engineering enables researchers to measure how developmental and socioecological factors shape driver decisions in unique and consequential ways. The B3DrivSim Lab also represents a growing mentorship ecosystem at UC Irvine. In mid-June, the facility welcomed Siwei Hu, a postdoctoral scholar who earned a Ph.D. in civil and environmental engineering, with a focus on transportation studies, at UC Irvine. Hu works closely with Vaca to combine engineering and modeling analytics with behavioral and crash risk insights. The half-cab driving simulator uses advanced software to replicate real-world conditions and design customized driving scenarios – from complex roadway environments to the inclusion of such human elements as distraction and fatigue – all while capturing real-time video and driving behavior as well as vehicle control metrics. Steve Zylius / UC Irvine From the lab to policy Beyond simulation, Vaca’s latest National Institutes of Health-funded study, separate from his lab’s work, takes this philosophy to the national level. His project, “Modeling a National Graduated-BAC Policy for 21- to 24-Year-Old Drivers,” explores whether lowering the legal blood alcohol limit for young adults could reduce alcohol-related crashes and deaths. “When you turn 21, at that very moment, the application of several alcohol-related prevention laws changes in the blink of an eye,” Vaca says. “Before that, the minimum legal drinking age and zero-tolerance laws are in place to protect young drivers from alcohol-impaired driving. Effectively, the second you turn 21, those prevention policies don’t apply, and you’re suddenly allowed to have a much higher blood alcohol concentration in your body that’s intimately tied to serious and fatal crash risk. It’s a very dangerous disconnect.” The study will use national crash data, behavioral surveys and system dynamics modeling to examine how a “graduated BAC policy” might bridge that gap, giving young adult drivers a safer transition into full legal responsibility and saving many more lives. Bridging science, education and prevention Earlier this year, Vaca and his B3DrivSim team joined prevention program educators, policymakers, engineers and law enforcement professionals in Anaheim at a Ford Driving Skills for Life event, part of a Ford Philanthropy-sponsored national effort teaching teens hands-on safe driving techniques – from hazard recognition to impaired-driving awareness. Speaking to more than 130 high school students and their parents from local and distant communities, Vaca emphasized the connection among driving, independence, opportunity and responsibility. That message aligns with his broader initiative, Youth Thriving in Life Transitions with Transportation, which introduces high school students to traffic safety and transportation science and their role in promoting health, education and employment in early adulthood. By linking research and real-world experience, the project empowers youth to see mobility as a foundation for opportunity with safety as its cornerstone. With overall young driver crash fatalities rising 25 percent nationally over the last decade and a 46 percent increase in fatal crashes where a young driver had a BAC of ≥ .01/dL, Vaca’s work represents a crucial step toward reversing that trend. Through a combination of clinical insight and prevention, transportation and data science underscored by community collaboration, he and his team are redefining how researchers and policymakers think about youth driver safety.
Multi-university AI research may revolutionize wildfire evacuation
As wildfires grow wilder, the University of Florida and two other universities are developing large language models to make evacuations safer and more efficient. Armed with a nearly $1.2 million National Science Foundation grant, UF, Johns Hopkins University and the University of Utah are creating these AI-based models to simulate human behavior during evacuations – information that will help emergency managers shape more effective evacuation plans. “Strengthening wildfire resilience requires accurate modeling and a deep understanding of collective human behavior during evacuations,” said UF project lead Xilei Zhao, Ph.D., an associate professor with the Engineering School of Sustainable Infrastructure and Environment. “There is a critical need for simulation models that can realistically capture how civilians, incident commanders and public safety officials make protective decisions during wildfires.” Xilei Zhao focuses on developing and applying data and computational science methods to tackle problems in transportation and resilience. View her profile here Existing simulation models face limitations, particularly with reliable predictions under various wildfire scenarios. New AI models can simulate how diverse groups of people behave and interact during the hurried scramble to seek safety. Zhao’s team is developing a convergent AI framework for wildfire evacuation simulations powered by psychological theory-informed large language models. The project will produce simulation methods to promote teaching, training and learning, and support wildfire resilience by allowing public safety officials to use open-access tools. “This research seeks to be a transformative step toward improving the behavioral realism, prediction accuracy and decision-support capability of wildfire evacuation simulation models,” Zhao said. Zhao partnered with John Hopkins professor Susu Xu, Ph.D., and University of Utah professors Thomas Cova, Ph.D., and Frank Drews, Ph.D. The preliminary results of the study were recently presented at the 63rd Annual Meeting of the Association for Computational Linguistics. “In that paper, we started to train the model on the survey data we collected to see how we can accurately predict people's evacuation decisions with LLMs,” Zhao said. Research objectives include extending the Protective Action Decision Model for civilians and public safety officials, developing psychological theory-informed large language model agents for protective modeling and generating a realistic synthetic population as input for the simulation platform. The team also plans to develop learning-based simulations and predict human behavior under scenarios such as fire spread, warning and infrastructure damage. This research comes at a critical time, as the number of wildfires has significantly increased globally. About 43% of the 200 most damaging fires occurred in the last decade leading up to 2023, according to a recent study in Science. The intensity, size and volume of wildfires are threatening more urban areas. “If you go into the urban area, many people do not have cars, or they need additional mobility support,” Zhao said. “For example, the LA fires impacted nursing homes with a lot of elderly people, many of whom are immobile or lack the ability to drive. That's a big problem. This would be very relevant to them.” The large language models will provide important context for evacuation planning as well as real-time decision making. “We envision this tool being used during planning,” Zhao said, “so emergency managers can test different kinds of scenarios to determine how to draw the evacuation zones, where to issue the orders first and how to design the communications messaging.” This is important research and critical as wildfires become more common across North America. If you're a reporter looking to connect and learn more - then let us help. Xilei Zhao is available to speak with media - simply click on her icon now to arrange an interview today.
The Sky’s the Limit: Researching surface impacts to improve the durability of aircraft
Associate professor Ibrahim Guven, Ph.D. from the Department of Mechanical and Nuclear Engineering is conducting a research project funded by the Department of Defense (DoD) that explores building aircraft for military purposes and civilian transportation that can travel more than five times the speed of sound. Guven’s role in this project is to consider the durability of aircraft surfaces against elements such as rain, ice, and debris. His research group is composed of Ph.D. students who assist with the study and has collaborated with other institutions, including the University of Minnesota, Stevens Institute of Technology and the University of Maryland. Why did you get involved with this research project? The intersection of need and our interests decides what we research. I’m interested in physics and have been working on methods to strengthen aircraft exteriors against the elements for 12 years. We started with looking at sand particle impact damage, and then we graduated from that to studying raindrop impact because that’s a more challenging problem. Sand impact is not as challenging in terms of physics. A liquid and a solid behave differently under impact conditions. The shape of the raindrop changes prior to the impact due to the shock layer ahead of the aircraft. Researching this impact requires simulating the raindrop-shock layer interaction that gives us the shape of the droplet at the time of contact with the aircraft surface. Unlike with sand, analyzing raindrop impact starts at that point, which requires accurate modeling of the pressure being applied. As the aerospace community achieves faster speeds, there’s a need to understand what will affect a flight’s safety and the aircraft’s structural integrity. That need is what I’m helping to fulfill. Were there any challenges you and your research group faced while working on this study? How did you overcome them? Finding data was hard. I’m a computational scientist, meaning I implement mathematical differential equations that govern physics to write computer code that predicts how something will behave. My experiments are virtual, so to ensure that my models work well, I need experimental data for validation. However, conducting experiments on this problem is extremely challenging. That’s the roadblock. Currently, we refer to data from the seventies and eighties. Beyond that, this kind of information is not available. We are working to generate data that my computational methods need for their validation. An example is the nylon bead impact experiment. Some researchers found that if you shoot a nylon bead at a target, it leads to damage similar to that from a raindrop of the same size. It is much easier and cheaper to shoot nylon beads compared to the experiments involving raindrops. However, this similarity vanishes as we go into higher velocities. How do you typically gather data for a project of this nature? We are working with a laboratory under the U.S. Navy. They can accelerate specimens to relevant speeds, meaning they can shoot them into the air at the desired velocity. A colleague at Stevens Institute of Technology also came up with a droplet levitator. He uses acoustic waves emitted by tiny speakers to play a certain sound at a certain frequency to create enough air pressure to suspend droplets midair. To an untrained eye, it looks like magic. They levitate droplets and use a railgun to shoot our samples at the droplets. Our samples hitting the droplets are stand-ins for the aircraft surface material. Once this is done successfully, they shoot a sample with high-speed cameras that can take ten million frames per second. As a result, we get a good, high-fidelity picture of this impact event. That is the type of data I’m seeking, and this is how I get it from my collaborators. What was your overall experience working with the students in your research group? I like to think it was positive. I try to be a nice advisor and give them space to explore, fail, and bring their own ideas. Even if I feel like we’re at a dead-end, I step back and let them figure it out. My role is to help them grow. Teach them, train them and help them along the way. That’s the experience. Did you notice any personal changes in your students during this project? Yeah, I have. When they’re just out of their undergraduate programs, confidence is lacking sometimes. You see them become more sure of themselves as they learn more and more. Often, regardless of whether English is their native language or not, writing is a big issue for every student. How one presents ideas in written form is a persistent problem in engineering. I see the most growth in that area. Again, an advisor has to be a guide and also have patience. Eventually, after working on multiple paper drafts, I can see tremendous improvement. You must allow them to see their shortcomings. It’s important to work with students to refine how they frame a problem, explain it to a wide audience in concise terms, and use neutral language without leading them to certain conclusions. Why do you think that this research is important? Somebody has to do it, right? I believe that I’m the right person because of my background. Personally, I think if this research makes for safer travel conditions, and if I have something to offer, then why not? If we can accurately simulate what happens in these conditions, we can use our methods to test out designs for damage mitigation. For example, we can perform simulations with different surface materials for the aircraft to see if using a different material or layered coating system leads to less damage. In a bigger picture, we’re working on a very narrow problem in our field, but we don’t know how useful that’s going to be in 10, 15 or 30 years from now. Whatever we study and put out there in terms of publications, it may help some other researcher in a different context many years later. This could be space research, modeling an atmosphere on a different planet, or something that is related to our bodies. There are parts of physics in this problem that do not necessarily only apply to high-speed flight. It could be many different things. One has to understand that what is studied may seem obscure today, but because the universe is more or less governed by the same physics, everything should be put in a theoretical framework, done right and shared with the community. People may learn things that could become relevant in the future. It’s not uncommon. What is another subject that you plan to study? The next natural step is coming up with strategies to mitigate damage in these scenarios. If avoiding a risk is not an option, can we actually come up with a solution? We have to determine how to modify an aircraft’s design to prevent a catastrophe. Another extension of my research would be to examine the landing of spacecraft on dusty planetary bodies. During landing on Earth, aircraft approach and reach the ground very smoothly. On the other hand, a spacecraft comes down slowly and needs a lot of reverse propulsion for a soft landing. As it does, it kicks up a large amount of dust, which blows back and hits the spacecraft. Taking into account the damage that occurs due to particle impact is a direct connection to my work. This again is an open area, and because we have ambitions to have a permanent presence on dusty places like the moon and Mars, we have to nail down the concept of landing safely. That is where my research could help.
Delaware INBRE Summer Scholars Complete Biomedical Research Projects at ChristianaCare
Eight undergraduate scholars recently completed a 10-week immersion in biomedical research through the Delaware IDeA Network of Biomedical Research Excellence (INBRE) Summer Scholars Program at ChristianaCare. Their projects, spanning oncology, emergency medicine and community health, culminated in a capstone presentation and celebration on August 13 at Christiana Hospital. This year’s cohort included students from University of Delaware, Delaware State University and Delaware Technical Community College, as well as Delaware residents attending college out of state. Each student was paired with expert mentors from across ChristianaCare, contributing to research designed to improve patient care and outcomes. In addition to their primary projects, the scholars explored ChristianaCare’s advanced facilities such as the Gene Editing Institute Learning Lab, gaining hands-on exposure to cutting-edge methods in biomedical research. “This year’s DE-INBRE program at ChristianaCare was a one-of-a-kind experience,” said Susan Smith, Ph.D., RN, program director of Technology Research & Education at ChristianaCare and the INBRE site principal investigator. “We brought together undergraduates from various academic backgrounds and immersed them in real, hands-on biomedical research with some of our most accomplished investigators. “Watching these students go from a little unsure on day one to confidently presenting their own findings by the end of the summer was inspiring, and proof that programs like this are building the next generation of biomedical researchers in Delaware.” Delaware INBRE is a statewide initiative funded by the National Institutes of Health to strengthen Delaware’s biomedical research infrastructure. It supports undergraduate research training, faculty development and core facility investments across partner institutions. At ChristianaCare, the program offers students immersive, hands-on research experiences guided by seasoned investigators, equipping them with the skills, mentorship and exposure essential for careers in science and medicine. Madeline Rowland, a Delaware resident and rising senior at Williams College in Massachusetts, collaborated with Hank Chen, senior medical physicist at the Helen F. Graham Cancer Center & Research Institute, to evaluate tattoo-free, surface-guided radiation therapy for breast cancer patients. She also worked with leaders of ChristianaCare’s Center for Virtual Health to explore how different patient populations experience virtual primary care. Rowland praised the program for the research skills and knowledge she gained as well as the meaningful relationships she built with mentors, health care professionals and fellow scholars she might not have otherwise met. “Dr. Chen and the whole Radiation team really adopted me into the department,” Rowland said. “From sitting on the CT simulation table in my first week to working on my project, I felt fully welcomed. I’ve learned so much, and the people I’ve met made this summer unforgettable.” Chen was recognized as the program’s inaugural “Mentor of the Summer” for his exceptional dedication and thoughtful approach to teaching. Having now mentored INBRE scholars for three years, Chen has a personal connection to the program. His own daughter participated as an undergraduate and recently began her general surgery residency after graduating from Sidney Kimmel Medical College at Thomas Jefferson University in Philadelphia. For Chen, mentoring represents an investment in health care’s future. “The greatest asset of any institution is its talent,” he explained. “When you welcome students into your environment, you draw good people to your field, and patients ultimately benefit from that.” Naana Twusami, a rising senior at Delaware State University, spent her summer with the Oral & Maxillofacial Surgery and Hospital Dentistry Department. She examined social determinants of health in facial trauma patients, analyzing how factors like income, education, transportation and insurance status influence recovery. “Being here showed me that things like income or transportation can matter just as much as the medical care itself,” she said. “The INBRE Summer Scholars Program gave me a real look at how health care works, and how places like ChristianaCare are helping shape where it’s headed.” Amy Minsker, continuing medical education manager, Academic Affairs, served as manager of the summer scholars program. Read more on news.christianacare.org.
This article is republished from The Conversation under a Creative Commons license. Read the original article here. The last few weeks of summer, heading into Labor Day weekend, can sometimes mean vacations and driving more miles on the road for all people, including teens. Traffic crashes are the No. 1 cause of death for teens, and the crash rate for teen drivers is disproportionately higher than the share of licensed teen drivers. In addition to this grim statistic, summer is the riskiest time for teen drivers. The 100 deadliest days represent the period from Memorial Day to Labor Day when the number of fatal crashes involving teen drivers dramatically increases. A third of each year’s teen driver crashes occur during the summer. We are scholars who research transportation safety and teen driver behavior. Our expertise helps us understand that these 100 days are not just a statistical fluke – they reflect a dangerous intersection of factors such as inexperience and a propensity to take risks. What makes summer different? Regardless of the season, some teen drivers engage in risky behaviors that increase their likelihood of a fatal crash, such as getting distracted, driving with friends in the vehicle, driving under the influence, not wearing seat belts and a lack of hazard awareness. Teens also have more free time in the summer, since most aren’t in school. Combined with the longer days and better weather, teens drive more over the summer. More time on the road means more risk, especially for inexperienced drivers. Teens may also be more likely to drive after dark during the summer, in comparison to more experienced drivers. But nighttime driving is also when visibility is reduced and crash risks are higher, particularly for teens who haven’t fully developed the skills necessary for night driving. This increased exposure, in addition to teens’ general risky driving tendencies, contributes to the 100 deadliest days for teen drivers. The increased crash risk for teens over the summer isn’t equally distributed either. Crashes with teen drivers that lead to serious injuries are more likely to occur with male drivers, in rural areas, for those of lower socioeconomic status and for those with disorders, such as attention deficit and hyperactivity disorder. Teaching young drivers Driver’s education programs are the formal method to teach teen drivers the rules of the road. In driver’s education programs, teens receive information about driver and road safety though classroom and behind-the-wheel instruction in preparation for the licensing exam. Some states require teens to complete a driver’s education course if they want to receive a license under the age of 18. Of teens who have a license, nearly 80% of them have gone through some form of driver’s education. Though driver’s education programs can be helpful, their effects are not equally felt. In some states, teens and their guardians must pay out of pocket for driver’s education courses to obtain a license. This makes driver’s education and, as a consequence, obtaining a driver’s license inequitable. There are also driving school deserts – areas where the poverty rate is 20% or above and there are no behind-the-wheel driver education courses within a 10- to 15-minute drive. This makes driver education courses inaccessible. Many of these driving school deserts happen to be in areas with high populations of minorities. Over 20 years ago, graduated driver licensing was introduced to reduce teen crash rates. This is a phased licensing system wherein teen drivers are restricted in terms of when, where and with whom they can drive until they turn 18. Such a system allows teens to gradually learn and gain experience with driving over time. Graduated driver licensing has been implemented in all 50 states, and it has been shown to reduce teen driver crash rates. However, its effectiveness is limited to those who participate in the system. A large number of teens are unlicensed and are of low socioeconomic status. Many of these unlicensed teens forgo the entire process and remain unlicensed but still drive, well into their 20s when the graduated driver licensing restrictions are lifted. Making summer safer There are two things people can do to turn the 100 deadliest days into the 100 safest days. First, it is important that communities offer free supplementary training programs for teen drivers, because becoming a safe and responsible teen driver shouldn’t be limited to those with resources. As one example, in collaboration with industry partners, we have developed a program called Risk-ATTEND. It is a free, online, evidence-based program that teaches teen drivers how to anticipate risks while driving. Our research has shown that programs such as these can improve teen driving skills and may be especially effective for teen drivers in high-poverty areas. Second, our research has shown that parents and guardians still play an important role in influencing teen driver behavior. Studies show that teens mirror the behaviors they observe: If they see adults text and drive, they’re more likely to do the same. Once teenagers become old enough to drive, it is also important to establish rules and guidelines about expectations to establish clarity and accountability. Written agreements or checklists can address high-risk conditions such as nighttime driving, driving with other young passengers, phone use and adherence to speed limits. Systems to help monitor and enforce rules have been shown to be effective in improving teen driver behavior. One such program is Checkpoints, which is a Connecticut-based program in which families agree to limit teen driving during high-risk conditions. Teens face consequences for violating these limits, such as a temporary loss of driving privileges. However, the limits are gradually lifted as they gain driving experience. More than rules matter Ultimately, preventing crashes in the summer and beyond extends beyond mere adherence to regulations. Avoiding them fundamentally hinges on cultivating a robust safety culture that emphasizes a collective commitment to risk reduction and continuous improvement in driving practices. For teens, the summer months present unique challenges and opportunities. Drawing on best practices, such as training programs, teens can build essential skills in varied conditions before gaining full, unsupervised privileges.
LSU Veterinary Teams Recall Courage, Loss, and Lasting Change from Hurricane Katrina Animal Rescues
From that tragedy came transformative change, with new animal evacuation protocols and policies, including the creation of the federal Pet Evacuation and Transportation Standards (PETS) Act, which requires state and local disaster plans to include provisions for pets and service animals. LSU School of Veterinary Medicine played a pivotal role in this evolution. In the days and months after Katrina, LSU Vet Med faculty, staff, and students worked alongside state officials, military units, and volunteers from across the nation to rescue, treat, and shelter thousands of animals. Two decades later, Katrina’s scars remain, but so does the resilience of the people and animals who lived through it. Their stories serve as a reminder that in even the darkest moments, compassion can spark lasting change. Rescue in a War Zone Dr. Jenny Sones (then veterinary student): I had been working at LSU Vet Med for five years when Katrina hit. LSU Vet Med put out an ‘all hands on deck’ call to employees. All of our hospital wards were turned into an ER. We opened our homes to complete strangers who came to help. It was organized chaos. Many animals came to us looking like corpses with a heartbeat because they’d been in the flood waters so long. I worked all day at LSU Vet Med, where we saw the sickest, most injured patients, and worked at Lamar Dixon evenings and weekends. Twenty years later, the images are so vivid in my mind. I took a horse trailer on a rescue mission into New Orleans with two students and a state veterinarian escort one week after Katrina hit. The scene looked like a war zone, helicopters everywhere, buildings burning, gunshot sounds. Every area we saw was looted. The stench was awful. There were people on the overpasses who had been there for a week. We were there to rescue animals. Military, Louisiana National Guard, and police brought the animals to us where our trailer was parked on an overpass. We picked up a few strays on our way out. The animals we rescued were so scared. Some had been in the flood waters a long time and were soaking wet and foul smelling. Their skin was sloughing off and they were emaciated. Amazingly, none of the dogs, cats, or horses were aggressive—maybe because they were in shock or they were grateful. We treated them all at Lamar Dixon, washed them with Dawn dishwashing soap and applied betadine. Sick ones were transported by trailer to LSU Vet Med. They were very dark times and very good times too. We were able to get the New Orleans French Quarter mules out to Lamar Dixon. Their caretaker crew stayed with them. They hooked up the mules, still in good shape because they weren’t in the flood waters, and they gave workers short rides around the Lamar Dixon grounds. It was such rewarding work. We were exhausted but in the best way. It would have been easy to get caught up in the devastation if we didn’t focus on our purpose to help animals. You can’t fix everything, but you can fix what’s in front of you. If you can survive the devastation of Katrina, you can survive anything. From Classroom to Crisis Dr. Jenny Sones (then veterinary student): In August 2005, I was starting my second year of veterinary school at LSU. I had no idea that life was about to change so drastically. School was cancelled, and electricity was out most places except at the vet school. My colleagues set up temporary housing in our study rooms and other places throughout the vet school. We then began to learn of the effects of Katrina on our veterinary species—dogs, cats, horses, and more. These precious creatures were the reason why we studied, crammed, and signed up to endure the rigors of veterinary school. It was time to close the books and help! Although we were not licensed veterinarians yet, we were keen to provide aid in any way we could. I, along with lots of my classmates, volunteered at Parker Coliseum on the LSU campus, where displaced small animals were seeking refuge, and at Lamar Dixon, which became the shelter for large animals and small animals. We spend many hours doing anything we could, cleaning litter boxes, refilling water bowls, changing bedding, administering medications, and assisting the heroic volunteer veterinarians working tirelessly to treat the injured, sick, and rescued. Lots of important lessons were learned during Katrina. Many animals were not reunited with their owners. That's when I learned the value of microchipping to permanently identify animals, gained an appreciation for animal search and rescue, and the value of quick response. (Sones is now CSU Equine Reproduction Laboratory reproduction specialist.) Mapping Rescues by Hand Ashley Stokes (former faculty member): It was unlike anything I’ve ever experienced. I was researching and teaching at LSU Vet Med in 2005. LSU Vet Med stepped up in so many ways. We started receiving calls from citizens and local authorities at the vet school almost immediately after the storm. They needed help with resources—animal rescue, food, and water. They had to leave New Orleans quickly. I particularly remember a call from someone from south of Belle Chase, La., who had left horses, cattle, and two dogs in the house and needed help. It was surreal to see the devastation, houses floating, there in the Delta. We were making real-time decisions to help their animals. They’d lost so much, and for some, their animals were all they had left. We put a paper map of Louisiana on the wall and put pins in the locations that called for assistance. We covered all of New Orleans and surrounding areas, including the north shore and extending west to Baton Rouge. We took the callers’ information and sent teams of staff, students, and volunteers to different locations with donated trailers, hay, water, and other resources for rescue. We continued rescues for months after the storm. We were there for people for the long haul. The whole experience was transformational in my life. What I learned from Katrina became part of my own career and what I continue to do. There were beautiful moments, especially seeing how resilient and helpful people could be. I saw every day how the community came together and were absolute bright lights. Positive came from tragedy. (Stokes is now dean of UC Davis College of Agricultural & Environmental Sciences.) The Boxer on the Third Floor Dr. Neil Henderson (alumnus): When Katrina hit, the Louisiana Veterinary Medical Association sent out a request for help from veterinarians. I got to the Lamar Dixon Center on Day 5 after Katrina hit. St. Bernard Parish was where I spent most of my time helping. It was literally destroyed. One day, while we were making our rounds, a man came running up to me and said that he just remembered that while the storm was coming through—he was on the third story of a building looking out of the window—he noticed a dog swimming around frantically with nowhere to go. He opened a window for it with the hopes that it would swim inside the building to safety. Seven or eight days later, with the temperature well into the upper 90s, the man came up to me and asked me to go into the building to see if I could find the dog. I did not have much hope but went anyway. There, on the third floor of the building, I found the dog, a boxer, alive. She was in surprisingly good shape. The man was ecstatic to see the dog and could not believe that it made it inside the building to safety. I stayed for five days helping animals, and my late father (Dr. Robert Henderson, class of 1977) came after that for five more days. (Henderson is the owner of the Pine Ridge Veterinary Center in Stonewall, La.) Article originally posted here.
Supply Chain Report: Logistics Leaders Predict Tight Capacity, High Prices Through Mid-2026
The Logistics Managers’ Index rose for the second consecutive month due to rising costs as the economy remains uncertain, according to researchers at Florida Atlantic University and four other schools. May’s index read in at 59.4, up slightly from April’s reading of 58.8. The reading is up 3.8 from the year prior. A score above 50 indicates that the logistics industry is expanding, while a score below 50 indicates that the industry is shrinking. Costs, particularly inventory costs, led to this month’s expansion. Inventory costs rose to 78.4, the highest level since October 2022, while inventory levels were only 51.5. The gap between the two suggests that many inventories are sitting stagnant. “The persistent uncertainty with respect to tariffs seems to be causing upward pressure on inventory costs, likely because of stockpiling effects,” said Steven Carnovale, Ph.D., associate professor of supply chain management in the College of Business. “The previous pause on tariffs opened up an opportunity to stockpile, which is also likely reflected in the rise in warehousing utilization and costs, as well as the rise in upstream warehouse utilization.” The LMI, a survey of director-level and above supply chain executives, measures the expansion or contraction of the logistics industry using eight unique components: inventory levels, inventory costs, warehousing capacity, warehousing utilization, warehousing prices, transportation capacity, transportation utilization and transportation prices. Along with FAU, researchers at Arizona State University, Colorado State University, Rutgers University and the University of Nevada at Reno calculated the LMI using a diffusion index. Warehousing readings also point to further uncertainty among firms on the direction of the U.S. economy and tariff policy. Warehousing capacity was flat at 50, while warehousing costs and warehousing utilization read at 72.1 and 62.5, respectively. The readings suggest that inventories are sitting longer amid slower consumer demand and firms have been holding goods in anticipation of future tariff changes. “At a certain point, the see-saw effect of increased/decreased tariffs is likely going to lead to firms stockpiling when tariffs come down, and likely be forced to sit on excess inventory,” Carnovale said. “In this case, the decision will be: are the holding costs of excess inventory less than the (potential) future tariffs? And to what degree will these increased prices pass through to consumers?” Overall, respondents expect inventory levels to increase in the year ahead, with capacity growing tighter and costs expanding, highlighting the overall sentiment that trade issues and uncertainty will be wrapped up by the end of the year. Looking to know more - we can help. Steven is a supply chain strategist specializing in interfirm networks, risk management and global sourcing/production networks. He is available to speak with media. Simply click on his icon now to arrange an interview today
