AbstractWith a lot of uncertainty, unclear, and frequently changing management protocols, COVID-19 has significantly impacted the orthopaedic surgical practice during this pandemic crisis. Surgeons around the world needed closed introspection, contemplation, and prospective consensual recommendations for safe surgical practice and prevention of viral contamination. One hundred orthopaedic surgeons from 50 countries were sent a Google online form with a questionnaire explicating protocols for admission, surgeries, discharge, follow-up, relevant information affecting their surgical practices, difficulties faced, and many more important issues that happened during and after the lockdown. Ten surgeons critically construed and interpreted the data to form rationale guidelines and recommendations. Of the total, hand and microsurgery surgeons (52%), trauma surgeons (32%), joint replacement surgeons (20%), and arthroscopy surgeons (14%) actively participated in the survey. Surgeons from national public health care/government college hospitals (44%) and private/semiprivate practitioners (54%) were involved in the study. Countries had lockdown started as early as January 3, 2020 with the implementation of partial or complete lifting of lockdown in few countries while writing this article. Surgeons (58%) did not stop their surgical practice or clinics but preferred only emergency cases during the lockdown. Most of the surgeons (49%) had three-fourths reduction in their total patients turn-up and the remaining cases were managed by conservative (54%) methods. There was a 50 to 75% reduction in the number of surgeries. Surgeons did perform emergency procedures without COVID-19 tests but preferred reverse transcription polymerase chain reaction (RT-PCR; 77%) and computed tomography (CT) scan chest (12%) tests for all elective surgical cases. Open fracture and emergency procedures (60%) and distal radius (55%) fractures were the most commonly performed surgeries. Surgeons preferred full personal protection equipment kits (69%) with a respirator (N95/FFP3), but in the case of unavailability, they used surgical masks and normal gowns. Regional/local anesthesia (70%) remained their choice for surgery to prevent the aerosolized risk of contaminations. Essential surgical follow-up with limited persons and visits was encouraged by 70% of the surgeons, whereas teleconsultation and telerehabilitation by 30% of the surgeons. Despite the protective equipment, one-third of the surgeons were afraid of getting infected and 56% feared of infecting their near and dear ones. Orthopaedic surgeons in private practice did face 50 to 75% financial loss and have to furlough 25% staff and 50% paramedical persons. Orthopaedics meetings were cancelled, and virtual meetings have become the preferred mode of sharing the knowledge and experiences avoiding human contacts. Staying at home, reading, and writing manuscripts became more interesting and an interesting lifestyle change is seen among the surgeons. Unanimously and without any doubt all accepted the fact that COVID-19 pandemic has reached an unprecedented level where personal hygiene, hand washing, social distancing, and safe surgical practices are the viable antidotes, and they have all slowly integrated these practices into their lives. Strict adherence to local authority recommendations and guidelines, uniform and standardized norms for admission, inpatient, and discharge, mandatory RT-PCR tests before surgery and in selective cases with CT scan chest, optimizing and regularizing the surgeries, avoiding and delaying nonemergency surgeries and follow-up protocols, use of teleconsultations cautiously, and working in close association with the World Health Organization and national health care systems will provide a conducive and safe working environment for orthopaedic surgeons and their fraternity and also will prevent the resurgence of COVID-19.

Low saline water flooding (LSWF) had proved to be an efficient method for enhanced oil recovery in clay-bearing hydrocarbon reservoirs, but the interaction mechanisms among in-situ rocks-fluids and injection fluids within the reservoir-are not yet known properly. Understanding the molecular level interaction among these components is critical for designing and field scale implementation of LSWF in clay-bearing crystalline reservoir rocks, which is very limited in the existing literature. A weathered amphibolite rock and one dead crude oil from the Bakrol field (Cambay basin, India) have been used in this study. The presence of clay minerals in the weathered amphibolite rock was observed using a polarising microscope and characterised by the X-ray diffraction (XRD) and Fourier transform infrared (FTIR) techniques. The crude oil and its fractionated SARA components have been extensively studied by spectroscopic techniques for their characterisation. The interaction study among the rock powder, hydrocarbon crude oil and saline water has been performed in the present work for gaining better insight for designing the injection fluid for LSWF. The weathered amphibolite rock powder was mixed with the dead crude oil and kept for 30 days in room temperature (T) and pressure (P) for proper interaction. The XRD, FTIR and cation exchange capacity results clearly demonstrated the incorporation of crude oil components in the interlayer surfaces of clay minerals. The oil removal efficiency, from the oil-treated rock powder of three saline water samples having NaCl concentration of 3000, 5000 and 8000 ppm, was investigated using the UV-Vis and fluorescence spectroscopies. The low saline NaCl water is capable of removing the maximum amount of polar components from the oil-treated rock powder. These molecular level insights are valuable for designing effective injection fluid for enhancing the oil recovery from the clay-rich crystalline reservoir rock.

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Recent decades have seen growing ownership and use of motor vehicles in sub-Saharan Africa (SSA). Although, compared with developed countries, SSA countries still have relatively few cars and those cars are concentrated in the largest cities, problems associated with motoring are a growing concern in the region.These include congestion, pollution, and road traffic deaths. They arise in part because when making decisions about whether to drive, when to drive and what type of vehicle to drive, people generally only consider the private costs and benefits of their decisions and not the costs and benefits for wider society. These differences between private and social costs and benefits are termed 'externalities' by economists.Taxes can be used to better align the private costs and benefits of motoring with the social costs and benefits. This report sets out some key issues and policy options for 'green' motor taxes in SSA. It provides an overview of the principles of motor taxation, describes the policy context in SSA, and discusses the potential for policy options that could improve existing tax systems in the region. Principles of motoring taxationThe externalities associated with motor vehicles -including congestion, local air pollution, road traffic fatalities and global climate change -are associated with the use of a vehicle and may vary substantially based on the time and place of driving, as well as the fuel efficiency and other characteristics of vehicles. Thus, the ideal tax would vary with time, place and emissions to account for all of these costs at once. However, such a tax is not administratively feasible in practice. Among feasible taxes, fuel taxes and congestion charges are relatively well targeted at pollution and congestion, respectively, though congestion charges have relatively high set-up and running costs. Vehicle ownership taxes that vary with emissions and location can also help to address local externalities such as particulate pollution and congestion. They do, however, involve collecting taxes from potentially millions of vehicle owners, which may be challenging. Taxes on vehicle purchase 'Green' motor taxation: issues and options  The Institute for Fiscal Studies, September 2021 'Green' motor taxation: issues and options  The Institute for Fiscal Studies, September 2021 8 Key findings1 With the exception of relatively high-income nations in southern Africa, countries in SSA have few vehicles on average (26 per 1,000 people) relative to the rest of the world (182 per 1,000 people). However, economic growth and rising household incomes mean that this number is growing and is likely to continue doing so.2 Despite the low number of vehicles per capita, the social costs of 'Green' motor taxation: issues and options  The Institute for Fiscal Studies