Children (0-18 years) with maltreatment histories are vulnerable to experiencing difficulties across multiple domains of functioning, including educational outcomes that encompass not only academic achievement but also mental well-being. The current literature review adopted Slade and Wissow's model to examine (1) the link between childhood maltreatment and academic achievement, (2) the link between childhood maltreatment and mental health outcomes (i.e., emotional and behavioral difficulties), and (3) the bidirectional relationship between childhood academic achievement and mental health. In addition, we reviewed variables that might influence or help explain the link between childhood maltreatment and educational outcomes, drawing on developmental perspectives and Bronfenbrenner's ecological model. Finally, whenever possible, we presented findings specific to maltreated children in out-of-home care to highlight the unique challenges experienced by this population. Results indicated that children with maltreatment histories often experience impairments in both their academic performance (e.g., special education, grade retention, lower grades) and mental well-being (e.g., anxiety, low mood, aggression, social skills deficits, poor interpersonal relationships). These impairments appeared to be particularly pronounced among maltreated children in out-of-home care. Findings, albeit sparse, also indicated that mental health difficulties are negatively associated with children's academic achievement and, similarly, that academic achievement deficits are linked with mental health problems. The link between childhood maltreatment and educational outcomes may be partly explained through the disruption of key developmental processes in children, such as attachment, emotion regulation, and sense of agency. As well, maltreatment characteristics and the functioning of various systems in which children are embedded (e.g., family, school, child welfare) can serve to positively or negatively influence the educational outcomes of maltreated children. The theoretical, research, and applied implications stemming from the findings are considered.

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The Strengths and Difficulties Questionnaire (SDQ) is used increasingly internationally in child welfare as a tool for mental-health screening, referral and outcome measurement. This study compared the SDQ scores, based on ratings by foster parents or other caregivers, of 492 young people aged 11-15 years and living in out-of-home care in Ontario, Canada, with normative SDQ scores, based on parental ratings, of a large sample of young people aged 11-15 years from the British general population. Of the Ontario looked-after young people, 57% were male and 43% female, with 86% residing in foster homes and 14% in group homes. As expected, a considerably higher proportion of the Ontario looked-after sample had SDQ scores in the at-risk range, compared with the British normative sample. The findings suggested that the SDQ is likely to prove useful as a mental health measurement tool in Canadian child welfare services.

Truck-related crash occurrences in Manhattan, New York City, are analyzed during four time blocks: morning peak (AMP, 6:00 to 10:00 a.m.), midday (MD, 10:00 a.m. to 3:00 p.m.), afternoon peak (PMP, 3:00 to 7:00 p.m.), and nighttime (NT, 7:00 p.m. to 6:00 a.m.). The results of zero-inflated negative binomial models indicate that both the built environment and traffic flows contribute to temporal variation in truck-related crash occurrences. More specifically, tracts with larger populations and higher employment in the finance, insurance, and health care sectors tend to have fewer crashes at night. In contrast, larger household sizes and the retail, professional services, education, and accommodation industry sectors are associated with increased NT crash occurrences. In addition, if 1,000 trucks were shifted from AMP to the NT, the average tract would experience a net increase of truck crashes of 0.2160; the net increase would be 0.1948 if the trucks were shifted from the PMP to the NT. Shifting trucks from the MD to the NT reduces the count by 0.0267; this result suggests that this strategy might provide the best safety benefits. When possible induced nontruck demand is accounted for, even the largest impact on safety (during the PMP) increased crashes by only 3.56%. These findings fill the void of studies that focused on the influence of temporal effects on truck crash occurrences in congested urban settings.

The main objective of this paper is to provide an overview of the technologies available for use in unassisted off-hour deliveries (i.e., deliveries made outside of regular business hours without the presence of receiving staff). The focus is on technologies that monitor and provide access, on some level, to the establishment and those that lessen or eliminate the noise created by delivery trucks and equipment. This paper also touches on the costs and benefits to companies that use unassisted off-hour deliveries and, ultimately, the question of who should cover the costs of the technologies. This issue is tied to the discussion of policy implications and how the public sector can help increase the adoption of these delivery programs.