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Data from 44 societies are used to explore sex segregation by field of study. Contrary to accounts linking socioeconomic modernization to a "degendering" of public-sphere institutions, sex typing of curricular fields is stronger in more economically developed contexts. The authors argue that two cultural forces combine in advanced industrial societies to create a new sort of sex segregation regime. The first is gender-essentialist ideology, which has proven to be extremely resilient even in the most liberal-egalitarian of contexts; the second is self-expressive value systems, which create opportunities and incentives for the expression of "gendered selves." Multivariate analyses suggest that structural features of postindustrial labor markets and modern educational systems support the cultivation, realization, and display of gender-specific curricular affinities.

Cities are increasingly recognised as essential actors of climate change policy. Over the past 20 years, local governments around the world have developed a range of climate change policies. In low- and middle-income countries, most cities have prioritised adaptation to the noticeable impacts of cli- mate change. In recent years, some cities have also started to include mitigation actions by cutting greenhouse gas emissions. Today, numerous projects and programmes are underway to support these cities in their endeavours to tackle the impacts of climate change. In particular, international agencies and city networks offer methodologies to assist city governments with systematic action plans. In light of prevailing power relations and differences in access to and control over resources, such as land, credit and capital, women and men often have different vulnerabilities and capacities to respond to climate change. These gender differentials as well as the diverse impacts of policies on women and men are especially important at local levels. While in international climate policy, it is widely acknowledged that gender dimensions need to be addressed, most local governments do not pay attention to the diverse impacts of climate policies on women and men (see for instance: Alber, 2010; GenderCC, 2009; UNFCCC, 2012). This handbook is an effort to close this gap. It indicates ways for local governments to integrate the gender dimensions of climate change into the various stages of policy-making. The focus is on low- and middle-income countries. The handbook is not meant to be exhaustive, but rather a starting point which introduces gender concepts and gender dimensions of climate change as well as resources, tools and ideas for action to climate policy decision-makers, consultants and practitioners in local governments. Moreover, it shall assist women’s groups and other civil society and community- based organisations to get involved in local climate policy and to advocate for a gender-sensitive approach.

OBJECTIVE: Motor vehicle crashes are the leading cause of death for 15-to 20-year-olds. In 2004, nearly 8,000 15to 20-year-old drivers were killed in crashes. Epidemiologic studies repeatedly identify overrepresentation of young males in fatal crashes. Recent studies of young females and risk-taking behaviors (drug use, violent crime, risky sexual behavior) show unfavorable trends. The objective of this study is to study the extent of contribution of young female drivers to national fatal crashes over and to uncover unfavorable trends linked to risky driving behavior.

METHODS: Data from the National Highway Traffic Safety Administration's Fatal Analysis Reporting System (FARS) on drivers in crashes with one or more fatalities during 1995-2004 were studied. Five age groups were used: 16, 17, 18, 19-20, and 21-24 years. Linear regression was used to measure trends over time. The regression results represent differences in proportions and changes in proportion of crashes that fell into specified categories. The FARS multiple imputation data sets was used to estimate the proportion of drivers with positive blood alcohol, and variance estimates were corrected for the imputation procedure.

RESULTS: In all, 139,000 fatal crashes involving the noted age groups occurred over 10 years. Safety restraint use: Females had more safety restraint use (by 17.8%) but a smaller increase in use over time. Driver's license validity: The percentage of valid licensure decreased over the study for young males and females both in the general population and among drivers in fatal crashes. Single-vehicle crashes: A lower proportion of female drivers (8.9% fewer) were involved in single-vehicle fatal crashes. This proportion changed little over the study period. Alcohol use: Females had a 16.7% lower proportion than males of alcohol involvement in fatal crashes. This lower proportion was seen throughout the age groups. When accounting for change over the study period, female drivers had a similar to male increase in alcohol-involved fatal crashes. Presence of peer passengers: Female drivers were less likely to have age peers as passengers.

CONCLUSIONS: While young male drivers surpass young females in number of fatal crashes, there are unfavorable trends linked to crash fatalities in young females. Our results suggest a smaller increase in safety restraint use, proportional decrease in license validity, and an increase in rate of alcohol-involved fatal crashes that approaches that seen in young males. These findings have considerable implications for future traffic safety social marketing campaigns, programs, and interventions.

Objectives
To investigate the rate of helmet use among motorcycle drivers in Hai Duong province of Vietnam during winter/spring 2005, and to compare the rates of helmet use by road types.
Method
Population‐based observational surveys.

Results
16 560 motorcyclists were observed across 37 road sites (incorporating 5 road categories). The overall weighted average of helmet use for motorcyclists was 29.94%, with male drivers more likely to wear helmets than female drivers (odds ratio (OR) 1.64, 95% confidence interval (CI) 1.53 to 1.76). Male pillion passengers were less likely to wear helmets than female pillion passengers (OR 0.78, 95% CI 0.72 to 0.85). The number of adult drivers using helmets is larger as compared with that of young drivers (OR 8.56, 95% CI 5.93 to 12.19). The rates of helmet use were significantly higher (p

Conclusion
Helmet legislation has increased the rate of helmet use by motorcycle drivers on compulsory roads. Elsewhere, rate of helmet use is very low, indicating that in the absence of legislation and enforcement, motorcyclists in Vietnam will not wear a helmet.