Sample records for higher impact speeds
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Ramsey, Elijah W.; Hodgson, M.E.; Sapkota, S.K.; Nelson, G.A.
2001-01-01
An empirical model was used to relate forest type and hurricane-impact distribution with wind speed and duration to explain the variation of hurricane damage among forest types along the Atchafalaya River basin of coastal Louisiana. Forest-type distribution was derived from Landsat Thematic Mapper image data, hurricane-impact distribution from a suite of transformed advanced very high resolution radiometer images, and wind speed and duration from a wind-field model. The empirical model explained 73%, 84%, and 87% of the impact variances for open, hardwood, and cypress-tupelo forests, respectively. These results showed that the estimated impact for each forest type was highly related to the duration and speed of extreme winds associated with Hurricane Andrew in 1992. The wind-field model projected that the highest wind speeds were in the southern basin, dominated by cypress-tupelo and open forests, while lower wind speeds were in the northern basin, dominated by hardwood forests. This evidence could explain why, on average, the impact to cypress-tupelos was more severe than to hardwoods, even though cypress-tupelos are less susceptible to wind damage. Further, examination of the relative importance of wind speed in explaining the impact severity to each forest type showed that the impact to hardwood forests was mainly related to tropical-depression to tropical-storm force wind speeds. Impacts to cypress-tupelo and open forests (a mixture of willows and cypress-tupelo) were broadly related to tropical-storm force wind speeds and by wind speeds near and somewhat in excess of hurricane force. Decoupling the importance of duration from speed in explaining the impact severity to the forests could not be fully realized. Most evidence, however, hinted that impact severity was positively related to higher durations at critical wind speeds. Wind-speed intervals, which were important in explaining the impact severity on hardwoods, showed that higher durations, but not the highest wind speeds, were concentrated in the northern basin, dominated by hardwoods. The extreme impacts associated with the cypress-tupelo forests in the southeast corner of the basin intersected the highest durations as well as the highest wind speeds. ?? 2001 Published by Elsevier Science Inc.
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2013-01-01
The dynamic impact response of giant buckyball C720 is investigated by using molecular dynamics simulations. The non-recoverable deformation of C720 makes it an ideal candidate for high-performance energy absorption. Firstly, mechanical behaviors under dynamic impact and low-speed crushing are simulated and modeled, which clarifies the buckling-related energy absorption mechanism. One-dimensional C720 arrays (both vertical and horizontal alignments) are studied at various impact speeds, which show that the energy absorption ability is dominated by the impact energy per buckyball and less sensitive to the number and arrangement direction of buckyballs. Three-dimensional stacking of buckyballs in simple cubic, body-centered cubic, hexagonal, and face-centered cubic forms are investigated. Stacking form with higher occupation density yields higher energy absorption. The present study may shed lights on employing C720 assembly as an advanced energy absorption system against low-speed impacts. PMID:23360618
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Nie, Jin; Yang, Jikuang
2014-10-01
Like pedestrians, bicyclists are vulnerable road users, representing a population with a high risk of fatal and severe injuries in traffic accidents as they are unprotected during vehicle collisions. The objective of this study is to investigate the kinematics response of bicyclists and the correlation of the injury severity with vehicle impact speed. Twenty-four car-bicyclist cases with detailed information were selected for accident reconstruction using mathematical models, which was implemented in the MADYMO program. The dynamic response of bicyclists in the typical impact configuration and the correlation of head impact conditions were analyzed and discussed with respect to the head impact speed, time of head impact and impact angle of bicyclists to vehicle impact speed. Furthermore, the injury distribution of bicyclists and the risk of head injuries and fractures of lower limbs were investigated in terms of vehicle impact speed. The results indicate that wrap-around distance (WAD), head impact speed, time of head impact, head impact angle, and throw-out distance (TOD) of the bicyclists have a strong relationship with vehicle impact speed. The vehicle impact speed corresponding to a 50% probability of head AIS 2+ injuries, head AIS 3+ injuries, and lower limb fracture risk for bicyclists is 53.8km/h, 58.9km/h, and 41.2km/h, respectively. A higher vehicle impact speed produces a higher injury risk to bicyclist. The results could provide background knowledge for the establishment or modification of pedestrian regulations considering bicyclist protection as well as being helpful for developing safety measures and protection devices for bicyclists. Copyright © 2014 Elsevier Ltd. All rights reserved.
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Effect of twist on transverse impact response of ballistic fiber yarns
Song, Bo; Lu, Wei -Yang
2015-06-15
A Hopkinson bar was employed to conduct transverse impact testing of twisted Kevlar KM2 fiber yarns at the same impact speed. The speed of Euler transverse wave generated by the impact was measured utilizing a high speed digital camera. The study included fiber yarns twisted by different amounts. The Euler transverse wave speed was observed to increase with increasing amount of twist of the fiber yarn, within the range of this investigation. As a result, the higher transverse wave speeds in the more twisted fiber yarns indicate better ballistic performance in soft body armors for personal protection.
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Pedestrian fatality and impact speed squared: Cloglog modeling from French national data.
Martin, Jean-Louis; Wu, Dan
2018-01-02
The present study estimates pedestrians' risk of death according to impact speed when hit by a passenger car in a frontal collision. Data were coded for all fatal crashes in France in 2011 and for a random sample of 1/20th of all road injuries for the same year and weighted to take into account police underreporting of mild injury. A cloglog model was used to optimize risk adjustment for high collision speeds. The fit of the model on the data was also improved by using the square of the impact speed, which best matches the energy dissipated in the collision. Modeling clearly demonstrated that the risk of death was very close to 1 when impact speeds exceeded 80 km/h. For speeds less than 40 km/h, because data representative of all crashes resulting in injury were used, the estimated risk of death was fairly low. However, although the curve seemed deceptively flat below 50 km/h, the risk of death in fact rose 2-fold between 30 and 40 km/h and 6-fold between 30 and 50 km/h. For any given speed, the risk of death was much higher for more elderly subjects, especially those over 75 years of age. These results concern frontal crashes involving a passenger car. Collisions involving trucks are far less frequent, but half result in the pedestrian being run over, incurring greater mortality. For impact speeds below 60 km/h, the shape of the curve relating probability of death to impact speed was very similar to those reported in recent rigorous studies. For higher impact speeds, the present model allows the curve to rise ever more steeply, giving a much better fit to observed data. The present results confirm that, when a pedestrian is struck by a car, impact speed is a major risk factor, thus providing a supplementary argument for strict speed limits in areas where pedestrians are highly exposed.
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A two-factor theory for concussion assessment using ImPACT: memory and speed.
Schatz, Philip; Maerlender, Arthur
2013-12-01
We present the initial validation of a two-factor structure of Immediate Post-Concussion Assessment and Cognitive Testing (ImPACT) using ImPACT composite scores and document the reliability and validity of this factor structure. Factor analyses were conducted for baseline (N = 21,537) and post-concussion (N = 560) data, yielding "Memory" (Verbal and Visual) and "Speed" (Visual Motor Speed and Reaction Time) Factors; inclusion of Total Symptom Scores resulted in a third discrete factor. Speed and Memory z-scores were calculated, and test-retest reliability (using intra-class correlation coefficients) at 1 month (0.88/0.81), 1 year (0.85/0.75), and 2 years (0.76/0.74) were higher than published data using Composite scores. Speed and Memory scores yielded 89% sensitivity and 70% specificity, which was higher than composites (80%/62%) and comparable with subscales (91%/69%). This emergent two-factor structure has improved test-retest reliability with no loss of sensitivity/specificity and may improve understanding and interpretability of ImPACT test results.
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Survival of fossils under extreme shocks induced by hypervelocity impacts.
Burchell, M J; McDermott, K H; Price, M C; Yolland, L J
2014-08-28
Experimental data are shown for survival of fossilized diatoms undergoing shocks in the GPa range. The results were obtained from hypervelocity impact experiments which fired fossilized diatoms frozen in ice into water targets. After the shots, the material recovered from the target water was inspected for diatom fossils. Nine shots were carried out, at speeds from 0.388 to 5.34 km s(-1), corresponding to mean peak pressures of 0.2-19 GPa. In all cases, fragmented fossilized diatoms were recovered, but both the mean and the maximum fragment size decreased with increasing impact speed and hence peak pressure. Examples of intact diatoms were found after the impacts, even in some of the higher speed shots, but their frequency and size decreased significantly at the higher speeds. This is the first demonstration that fossils can survive and be transferred from projectile to target in hypervelocity impacts, implying that it is possible that, as suggested by other authors, terrestrial rocks ejected from the Earth by giant impacts from space, and which then strike the Moon, may successfully transfer terrestrial fossils to the Moon.
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Survival of fossils under extreme shocks induced by hypervelocity impacts
Burchell, M. J.; McDermott, K. H.; Price, M. C.; Yolland, L. J.
2014-01-01
Experimental data are shown for survival of fossilized diatoms undergoing shocks in the GPa range. The results were obtained from hypervelocity impact experiments which fired fossilized diatoms frozen in ice into water targets. After the shots, the material recovered from the target water was inspected for diatom fossils. Nine shots were carried out, at speeds from 0.388 to 5.34 km s−1, corresponding to mean peak pressures of 0.2–19 GPa. In all cases, fragmented fossilized diatoms were recovered, but both the mean and the maximum fragment size decreased with increasing impact speed and hence peak pressure. Examples of intact diatoms were found after the impacts, even in some of the higher speed shots, but their frequency and size decreased significantly at the higher speeds. This is the first demonstration that fossils can survive and be transferred from projectile to target in hypervelocity impacts, implying that it is possible that, as suggested by other authors, terrestrial rocks ejected from the Earth by giant impacts from space, and which then strike the Moon, may successfully transfer terrestrial fossils to the Moon. PMID:25071234
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Variability in clubhead presentation characteristics and ball impact location for golfers' drives.
Betzler, Nils F; Monk, Stuart A; Wallace, Eric S; Otto, Steve R
2012-01-01
The purpose of the present study was to analyse the variability in clubhead presentation to the ball and the resulting ball impact location on the club face for a range of golfers of different ability. A total of 285 male and female participants hit multiple shots using one of four proprietary drivers. Self-reported handicap was used to quantify a participant's golfing ability. A bespoke motion capture system and user-written algorithms was used to track the clubhead just before and at impact, measuring clubhead speed, clubhead orientation, and impact location. A Doppler radar was used to measure golf ball speed. Generally, golfers of higher skill (lower handicap) generated increased clubhead speed and increased efficiency (ratio of ball speed to clubhead speed). Non-parametric statistical tests showed that low-handicap golfers exhibit significantly lower variability from shot to shot in clubhead speed, efficiency, impact location, attack angle, club path, and face angle compared with high-handicap golfers.
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Evaluation of cricket helmet performance and comparison with baseball and ice hockey helmets.
McIntosh, A S; Janda, D
2003-08-01
Protective helmets in sport are important for reducing the risk of head and facial injury. In cricket and other sports with projectiles, national test standards control the minimum helmet performance. However, there are few field data showing if helmets are effective in reducing head injury. (a) To examine the performance of cricket helmets in laboratory tests; (b) to examine performance with regard to test standards, game hazards, and helmet construction; (c) to compare and contrast these findings with baseball and ice hockey helmets. Impact tests were conducted on a selection of helmet models: five cricket, two baseball, and two ice hockey. Ball to helmet impacts at speeds of 19, 27, 36, and 45 m/s were produced using an air cannon and a Hybrid III dummy headform and neck unit. Free fall drop tests with a rigid headform on to a selection of anvils (flat rigid, flat deformable, and hemispherical rigid) were conducted. Resultant headform acceleration was measured and compared between tests. At the lower speed impacts, all helmets produced a good reduction in headform acceleration, and thus injury risk. At the higher speed impacts, the effectiveness was less. For example, the mean maximum headform accelerations for all cricket helmets at each speed were: 67, 160, 316, and 438 g for 19, 27, 36, and 45 m/s ball speeds respectively. Drop tests on to a hemispherical anvil produced the highest accelerations. The variation in performance increased as the magnitude of the impact energy increased, in both types of testing. The test method used for baseball helmets in which the projectile is fired at the helmet may be superior to helmet drop tests. Cricket helmet performance is satisfactory for low speed impacts, but not for impacts at higher, more realistic, speeds. Baseball and ice hockey helmets offer slightly better relative and absolute performance at the 27 m/s ball and puck impacts.
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NASA Astrophysics Data System (ADS)
Li, Lei; Yang, Lin; Zhang, Li-Jie; Jiang, Yin
2012-11-01
The impact of ground heating on flow fields in street canyons under different ambient wind speed conditions was studied based on numerical methods. A series of numerical tests were performed, and three factors including height-to-width (H/W) ratio, ambient wind speed and ground heating intensity were taken into account. Three types of street canyon with H/W ratios of 0.5, 1.0 and 2.0, respectively, were used in the simulation and seven speed values ranging from 0.0 to 3.0 m s-1 were set for the ambient wind speed. The ground heating intensity, which was defined as the difference between the ground temperature and air temperature, ranged from 10 to 40 K with an increase of 10 K in the tests. The results showed that under calm conditions, ground heating could induce circulation with a wind speed of around 1.0 m s-1, which is enough to disperse pollutants in a street canyon. It was also found that an ambient wind speed threshold may exist for street canyons with a fixed H/W ratio. When ambient wind speed was lower than the threshold identified in this study, the impact of the thermal effect on the flow field was obvious, and there existed a multi-vortex flow pattern in the street canyon. When the ambient wind speed was higher than the threshold, the circulation pattern was basically determined by dynamic effects. The tests on the impact of heating intensity showed that a higher ground heating intensity could strengthen the vortical flow within the street canyon, which would help improve pollutant diffusion capability in street canyons.
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Impact of ground speed and varying seeding rates on meter performance
USDA-ARS?s Scientific Manuscript database
Achieving optimum planter performance is an important requirement for obtaining higher crop yields. Planter performance depends on several factors but meter speed is an important one which is a function of ground speed, seeding rate and row spacing. A study was conducted to evaluate the influence of...
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Hutchinson, T Paul; Anderson, Robert W G; Searson, Daniel J
2012-01-01
Tests are routinely conducted where instrumented headforms are projected at the fronts of cars to assess pedestrian safety. Better information would be obtained by accounting for performance over the range of expected impact conditions in the field. Moreover, methods will be required to integrate the assessment of secondary safety performance with primary safety systems that reduce the speeds of impacts. Thus, we discuss how to estimate performance over a range of impact conditions from performance in one test and how this information can be combined with information on the probability of different impact speeds to provide a balanced assessment of pedestrian safety. Theoretical consideration is given to 2 distinct aspects to impact safety performance: the test impact severity (measured by the head injury criterion, HIC) at a speed at which a structure does not bottom out and the speed at which bottoming out occurs. Further considerations are given to an injury risk function, the distribution of impact speeds likely in the field, and the effect of primary safety systems on impact speeds. These are used to calculate curves that estimate injuriousness for combinations of test HIC, bottoming out speed, and alternative distributions of impact speeds. The injuriousness of a structure that may be struck by the head of a pedestrian depends not only on the result of the impact test but also the bottoming out speed and the distribution of impact speeds. Example calculations indicate that the relationship between the test HIC and injuriousness extends over a larger range than is presently used by the European New Car Assessment Programme (Euro NCAP), that bottoming out at speeds only slightly higher than the test speed can significantly increase the injuriousness of an impact location and that effective primary safety systems that reduce impact speeds significantly modify the relationship between the test HIC and injuriousness. Present testing regimes do not take fully into account the relationship between impact severity and variations in impact conditions. Instead, they assess injury risk at a single impact speed. Hence, they may fail to differentiate risks due to the effects of bottoming out under different impact conditions. Because the level of injuriousness changes across a wide range of HIC values, even slight improvements to very stiff structures need to be encouraged through testing. Indications are that the potential of autonomous braking systems is substantial and needs to be weighted highly in vehicle safety assessments.
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Arun, Mike W J; Umale, Sagar; Humm, John R; Yoganandan, Narayan; Hadagali, Prasanaah; Pintar, Frank A
2016-09-01
The objective of the current study was to perform a parametric study with different impact objects, impact locations, and impact speeds by analyzing occupant kinematics and injury estimations using a whole-vehicle and whole-body finite element-human body model (FE-HBM). To confirm the HBM responses, the biofidelity of the model was validated using data from postmortem human surrogate (PMHS) sled tests. The biofidelity of the model was validated using data from sled experiments and correlational analysis (CORA). Full-scale simulations were performed using a restrained Global Human Body Model Consortium (GHBMC) model seated on a 2001 Ford Taurus model using a far-side lateral impact condition. The driver seat was placed in the center position to represent a nominal initial impact condition. A 3-point seat belt with pretensioner and retractor was used to restrain the GHBMC model. A parametric study was performed using 12 simulations by varying impact locations, impacting object, and impact speed using the full-scale models. In all 12 simulations, the principal direction of force (PDOF) was selected as 90°. The impacting objects were a 10-in.-diameter rigid vertical pole and a movable deformable barrier. The impact location of the pole was at the C-pillar in the first case, at the B-pillar in the second case, and, finally, at the A-pillar in the third case. The vehicle and the GHBMC models were defined an initial velocity of 35 km/h (high speed) and 15 km/h (low speed). Excursion of the head center of gravity (CG), T6, and pelvis were measured from the simulations. In addition, injury risk estimations were performed on head, rib cage, lungs, kidneys, liver, spleen, and pelvis. The average CORA rating was 0.7. The shoulder belt slipped in B- and C-pillar impacts but somewhat engaged in the A-pillar case. In the B-pillar case, the head contacted the intruding struck-side structures, indicating higher risk of injury. Occupant kinematics depended on interaction with restraints and internal structures-especially the passenger seat. Risk analysis indicated that the head had the highest risk of sustaining an injury in the B-pillar case compared to the other 2 cases. Higher lap belt load (3.4 kN) may correspond to the Abbreviated Injury Scale (AIS) 2 pelvic injury observed in the B-pillar case. Risk of injury to other soft anatomical structures varied with impact configuration and restraint interaction. The average CORA rating was 0.7. In general, the results indicated that the high-speed impacts against the pole resulted in severe injuries, higher excursions followed by low-speed pole, high-speed moving deformable barrier (MDB), and low-speed MDB impacts. The vehicle and occupant kinematics varied with different impact setups and the latter kinematics were likely influenced by restraint effectiveness. Increased restraint engagement increased the injury risk to the corresponding anatomic structure, whereas ineffective restraint engagement increased the occupant excursion, resulting in a direct impact to the struck-side interior structures.
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Research on mechanical and sensoric set-up for high strain rate testing of high performance fibers
NASA Astrophysics Data System (ADS)
Unger, R.; Schegner, P.; Nocke, A.; Cherif, C.
2017-10-01
Within this research project, the tensile behavior of high performance fibers, such as carbon fibers, is investigated under high velocity loads. This contribution (paper) focuses on the clamp set-up of two testing machines. Based on a kinematic model, weight optimized clamps are designed and evaluated. By analyzing the complex dynamic behavior of conventional high velocity testing machines, it has been shown that the impact typically exhibits an elastic characteristic. This leads to barely predictable breaking speeds and will not work at higher speeds when acceleration force exceeds material specifications. Therefore, a plastic impact behavior has to be achieved, even at lower testing speeds. This type of impact behavior at lower speeds can be realized by means of some minor test set-up adaptions.
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Wang, Xinghua; Peng, Yong; Yi, Shengen
2017-11-01
To investigate the differences of the head impact responses between bicyclists and motorcyclists in vehicle collisions. A series of vehicle-bicycle and vehicle-motorcycle lateral impact simulations on four vehicle types at seven vehicle speeds (30, 35, 40, 45, 50, 55 and 60 km/h) and three two-wheeler moving speeds (5, 7.5 and 10 km/h for bicycle, 10, 12.5 and 15 km/h for motorcycle) were established based on PC-Crash software. To further comprehensively explore the differences, additional impact scenes with other initial conditions, such as impact angle (0, π/3, 2π/3 and π) and impact position (left, middle and right part of vehicle front-end), also were supplemented. And then, extensive comparisons were accomplished with regard to average head peak linear acceleration, average head impact speed, average head peak angular acceleration, average head peak angular speed and head injury severity. The results showed there were prominent differences of kinematics and body postures for bicyclists and motorcyclists even under same impact conditions. The variations of bicyclist head impact responses with the changing of impact conditions were a far cry from that of motorcyclists. The average head peak linear acceleration, average head impact speed and average head peak angular acceleration values were higher for motorcyclists than for bicyclists in most cases, while the bicyclists received greater average head peak angular speed values. And the head injuries of motorcyclists worsened faster with increased vehicle speed. The results may provide even deeper understanding of two-wheeler safety and contribute to improve the public health affected by road traffic accidents.
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Accelerations and Passenger Harness Loads Measured in Full-Scale Light-Airplane Crashes
NASA Technical Reports Server (NTRS)
Eiband, A. Martin; Simpkinson, Scott H.; Black, Dugald O.
1953-01-01
Full-scale light-airplane crashes simulating stall-spin accidents were conducted to determine the decelerations to which occupants are exposed and the resulting harness forces encountered in this type of accident. Crashes at impact speeds from 42 to 60 miles per hour were studied. The airplanes used were of the familiar steel-tube, fabric-covered, tandem, two-seat type. In crashes up to an impact speed of 60 miles per hour, crumpling of the forward fuselage structure prevented the maximum deceleration at the rear-seat location from exceeding 26 to 33g. This maximum g value appeared independent of the impact speed. Restraining forces in the seatbelt - shoulder-harness combination reached 5800 pounds. The rear-seat occupant can survive crashes of the type studied at impact speeds up to 60 miles per hour, if body movement is restrained by an adequate seatbelt-shoulder-harness combination so as to prevent injurious contact with obstacles normally present in the cabin. Inwardly collapsing cabin structure, however, is a potential hazard in the higher-speed crashes.
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Impacts of monetary incentive measures on the acceptability for intelligent speed adaptation (ISA)
NASA Astrophysics Data System (ADS)
Matsuo, Kojiro; Sugihara, Mitsuru; Yamazaki, Motohiro; Mimura, Yasuhiro; Kanno, Komei; Sugiki, Nao
2017-10-01
In Japan, Mandatory Intelligent Speed Adaptation (ISA) or Voluntary ISA could be a new paradigm for urban driving speed management such as traffic calming in community streets, once it is widely disseminated. This study aims to analyze the impacts of various monetary incentive measures and individual attributes on the acceptability for several ISA installation. We conducted a stated preference (SP) surveys for the subjects who had attended in a 5-month Advisory ISA field experiment. Then we applied disaggregate model analyses to the response data. The main results were: that the acceptability for Advisory ISA is highest followed by Voluntary ISA and then Mandatory ISA; that the acceptability for ISA that operates only on community streets is high; that the acceptability becomes higher as the age of the subjects becomes higher; and that the acceptability becomes higher as the amount of the monetary incentive becomes greater, but the marginal effect becomes lower. In conclusions, the monetary incentive measures for disseminating Voluntary ISA seems to be practical.
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Huang, Tzu-Ya; Liang, Chih-Kuang; Shen, Hsiu-Chu; Chen, Hon-I; Liao, Mei-Chen; Chou, Ming-Yueh; Lin, Yu-Te; Chen, Liang-Kung
2017-08-21
The impact of dynapenia on the complexity of care for residents of long-term care facilities (LTCF) remains unclear. The present study evaluated associations between dynapenia, care problems and care complexity in 504 residents of Veterans Care Homes (VCHs) in Taiwan. Subjects with dynapenia, defined as low muscle strength (handgrip strength <26 kg), were older adults with lower body mass index (BMI), slow gait speed, and higher numbers of Resident Assessment Protocol (RAP) triggers. After adjusting for age, education, BMI, and Charlson's comorbidity index (CCI), only age, education, BMI and gait speed were independently associated with higher numbers of RAP triggers, but not dynapenia or handgrip strength (kg). Dividing subjects into groups based on quartiles of gait speed, those with gait speed ≤0.803 m/s were significantly associated with higher complexity of care needs (defined as ≥4 RAP triggers) compared to the reference group (gait speed >1 m/s). Significantly slow gait speed was associated with RAP triggers, including cognitive loss, poor communication ability, rehabilitation needs, urinary incontinence, depressed mood, falls, pressure ulcers, and use of psychotropic drugs. In conclusion, slow gait speed rather than dynapenia is a simple indicator for higher complexity of care needs of older male LTCF residents.
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NASA Astrophysics Data System (ADS)
Buchmann, N. A.; Cierpka, C.; Kähler, C. J.; Soria, J.
2014-11-01
The paper demonstrates ultra-high-speed three-component, three-dimensional (3C3D) velocity measurements of micron-sized particles suspended in a supersonic impinging jet flow. Understanding the dynamics of individual particles in such flows is important for the design of particle impactors for drug delivery or cold gas dynamic spray processing. The underexpanded jet flow is produced via a converging nozzle, and micron-sized particles ( d p = 110 μm) are introduced into the gas flow. The supersonic jet impinges onto a flat surface, and the particle impact velocity and particle impact angle are studied for a range of flow conditions and impingement distances. The imaging system consists of an ultra-high-speed digital camera (Shimadzu HPV-1) capable of recording rates of up to 1 Mfps. Astigmatism particle tracking velocimetry (APTV) is used to measure the 3D particle position (Cierpka et al., Meas Sci Technol 21(045401):13, 2010) by coding the particle depth location in the 2D images by adding a cylindrical lens to the high-speed imaging system. Based on the reconstructed 3D particle positions, the particle trajectories are obtained via a higher-order tracking scheme that takes advantage of the high temporal resolution to increase robustness and accuracy of the measurement. It is shown that the particle velocity and impingement angle are affected by the gas flow in a manner depending on the nozzle pressure ratio and stand-off distance where higher pressure ratios and stand-off distances lead to higher impact velocities and larger impact angles.
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Krishna Rao, Dasari V; Ramu, Chatadi T; Rao, Joginapally V; Narasu, Mangamoori L; Bhujanga Rao, Adibhatla Kali S
2008-09-01
The impact of different levels of agitation speed, carbondioxide and dissolved oxygen concentration on the key parameters and production of rhG-CSF in Escherichia coli BL21(DE3)PLysS were studied. Lower carbondioxide concentrations as well as higher agitation speeds and dissolved oxygen concentrations led to reduction in the acetate concentrations, and enhanced the cell growth, but inhibited plasmid stability and rhG-CSF expression. Similarly, higher carbondioxide concentrations and lower agitation speeds as well as dissolved oxygen concentrations led to enhanced acetate concentrations, but inhibited the cell growth and protein expression. To address the bottlenecks, a two-stage agitation control strategy (strategy-1) and two-stage dissolved oxygen control strategy (strategy-2) were employed to establish the physiological and metabolic conditions, so as to improve the expression of rhG-CSF. By adopting strategy-1 the yields were improved 1.4-fold over constant speed of 550 rpm, 1.1-fold over constant dissolved oxygen of 45%, respectively. Similarly, using strategy-2 the yields were improved 1.6-fold over constant speed of 550 rpm, 1.3-fold over constant dissolved oxygen of 45%, respectively.
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Hayward, Christopher S; Salamonsen, Robert; Keogh, Anne M; Woodard, John; Ayre, Peter; Prichard, Roslyn; Kotlyar, Eugene; Macdonald, Peter S; Jansz, Paul; Spratt, Phillip
2015-09-01
Left ventricular assist devices are crucial in rehabilitation of patients with end-stage heart failure. Whether cardiopulmonary function is enhanced with higher pump output is unknown. 10 patients (aged 39±16 years, mean±SD) underwent monitored adjustment of pump speed to determine minimum safe low speed and maximum safe high speed at rest. Patients were then randomized to these speed settings and underwent three 6-minute walk tests (6MWT) and symptom-limited cardiopulmonary stress tests (CPX) on separate days. Pump speed settings (low, normal and high) resulted in significantly different resting pump flows of 4.43±0.6, 5.03±0.94, and 5.72±1.2 l/min (P<.001). There was a significant enhancement of pump flows (greater at higher speed settings) with exercise (P<0.05). Increased pump speed was associated with a trend to increased 6MWT distance (P=.10); and CPX exercise time (p=.27). Maximum workload achieved and peak oxygen consumption were significantly different comparing low to high pump speed settings only (P<.05). N-terminal-pro-B-type natriuretic peptide release was significantly reduced at higher pump speed with exercise (P<.01). We have found that alteration of pump speed setting resulted in significant variation in estimated pump flow. The high-speed setting was associated with lower natriuretic hormone release consistent with lower myocardial wall stress. This did not, however, improve exercise tolerance.
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Watanabe, Ryosuke; Katsuhara, Tadasuke; Miyazaki, Hiroshi; Kitagawa, Yuichi; Yasuki, Tsuyoshi
2012-10-01
Injuries in car to pedestrian collisions are affected by various factors such as the vehicle body type, pedestrian body size and impact location as well as the collision speed. This study aimed to investigate the influence of such factors taking a Finite Element (FE) approach. A total of 72 collision cases were simulated using three different vehicle FE models (Sedan, SUV, Mini-Van), three different pedestrian FE models (AM50, AF05, AM95), assuming two different impact locations (center and the corner of the bumper) and at four different collision speeds (20, 30, 40 and 50 km/h). The impact kinematics and the responses of the pedestrian model were validated against those in the literature prior to the simulations. The relationship between the collision speed and the predicted occurrence of head and chest injuries was examined for each case, analyzing the impact kinematics of the pedestrian against the vehicle body and resultant loading to the head and the chest. Strain based indicators were used in the simulation model to estimate skeletal injury (bony fracture) and soft tissue (brain and internal organs) injury. The study results primarily showed that the injury risk became higher with the collision speed, but was also affected by the combination of the factors such as the pedestrian size and the impact location. The study also discussed the injury patterns and trends with respect to the factors examined. In all of the simulated conditions, the model did not predict any severe injury at a collision speed of 20 km/h.
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Manganese contamination affects the motor performance of wild northern quolls (Dasyurus hallucatus).
Amir Abdul Nasir, Ami Fadhillah; Cameron, Skye F; Niehaus, Amanda C; Clemente, Christofer J; von Hippel, Frank A; Wilson, Robbie S
2018-05-21
Neuromotor deficits are an important sign of manganese (Mn) toxicity in humans and laboratory animals. However, the impacts of Mn exposure on the motor function of wild animals remains largely unknown. Here, we assessed the impact of chronic exposure to Mn from active mining operations on Groote Eylandt, Australia on the motor function of the semi-arboreal northern quoll (Dasyurus hallucatus), an endangered species. The three motor tests conducted-maximum sprint speed on a straight run, manoeuvrability around a corner, and motor control on a balance beam-showed that elevated Mn body burden did not diminish performance of these traits. However, quolls with higher Mn body burden approached a corner at a significantly narrower range of speeds, due to a significantly lower maximum approach speed. Slower speeds approaching a turn may reduce success at catching prey and avoiding predators. Given that maximum sprint speed on a straight run was not affected by Mn body burden, but maximum speed entering a corner was, slower speeds approaching a turn may reflect compensation for otherwise impaired performance in the turn. Copyright © 2018 Elsevier Ltd. All rights reserved.
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Influence of impact speed on water droplet erosion of TiAl compared with Ti6Al4V
Mahdipoor, M.S.; Kirols, H.S.; Kevorkov, D.; Jedrzejowski, P.; Medraj, M.
2015-01-01
Water Droplet Erosion (WDE) as a material degradation phenomenon has been a concern in power generation industries for decades. Steam turbine blades and the compressor blades of gas turbines that use water injection usually suffer from WDE. The present work focuses on studying erosion resistance of TiAl as a potential alloy for turbine blades compared to Ti6Al4V, a frequently used blade alloy. Their erosion behaviour is investigated at different droplet impact speeds to determine the relation between erosion performance and impact speed. It is found that the relationship is governed by a power law equation, ER ~ Vn, where the speed exponent is 7–9 for Ti6Al4V and 11–13 for TiAl. There is a contrast between the observed speed exponent in this work and the ones reported in the literature for Ti6Al4V. It is attributed to the different erosion setups and impingement conditions such as different droplet sizes. To verify this, the erosion experiments were performed at two different droplet sizes, 464 and 603 μm. TiAl showed superior erosion resistance in all erosion conditions; however, its erosion performance exhibits higher sensitivity to the impact speed compared to Ti6Al4V. It means that aggressive erosion conditions decrease the WDE resistance superiority of TiAl. PMID:26391370
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Influence of impact speed on water droplet erosion of TiAl compared with Ti6Al4V.
Mahdipoor, M S; Kirols, H S; Kevorkov, D; Jedrzejowski, P; Medraj, M
2015-09-22
Water Droplet Erosion (WDE) as a material degradation phenomenon has been a concern in power generation industries for decades. Steam turbine blades and the compressor blades of gas turbines that use water injection usually suffer from WDE. The present work focuses on studying erosion resistance of TiAl as a potential alloy for turbine blades compared to Ti6Al4V, a frequently used blade alloy. Their erosion behaviour is investigated at different droplet impact speeds to determine the relation between erosion performance and impact speed. It is found that the relationship is governed by a power law equation, ER ~ V(n), where the speed exponent is 7-9 for Ti6Al4V and 11-13 for TiAl. There is a contrast between the observed speed exponent in this work and the ones reported in the literature for Ti6Al4V. It is attributed to the different erosion setups and impingement conditions such as different droplet sizes. To verify this, the erosion experiments were performed at two different droplet sizes, 464 and 603 μm. TiAl showed superior erosion resistance in all erosion conditions; however, its erosion performance exhibits higher sensitivity to the impact speed compared to Ti6Al4V. It means that aggressive erosion conditions decrease the WDE resistance superiority of TiAl.
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Scanning-electron-microscope study of normal-impingement erosion of ductile metals
NASA Technical Reports Server (NTRS)
Brainard, W. A.; Salik, J.
1980-01-01
Scanning electron microscopy was used to characterize the erosion of annealed copper and aluminum surfaces produced by both single- and multiple-particle impacts. Macroscopic 3.2 mm diameter steel balls and microscopic, brittle erodant particles were projected by a gas gun system so as to impact at normal incidence at speeds up to 140 m/sec. During the impacts by the brittle erodant particles, at lower speeds the erosion behavior was similar to that observed for the larger steel balls. At higher velocities, particle fragmentation and the subsequent cutting by the radial wash of debris created a marked change in the erosion mechanism.
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Escalator design features evaluation
NASA Technical Reports Server (NTRS)
Zimmerman, W. F.; Deshpande, G. K.
1982-01-01
Escalators are available with design features such as dual speed (90 and 120 fpm), mat operation and flat steps. These design features were evaluated based on the impact of each on capital and operating costs, traffic flow, and safety. A human factors engineering model was developed to analyze the need for flat steps at various speeds. Mat operation of escalators was found to be cost effective in terms of energy savings. Dual speed operation of escalators with the higher speed used during peak hours allows for efficient operation. A minimum number of flat steps required as a function of escalator speed was developed to ensure safety for the elderly.
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Ejection and Lofting of Dust from Hypervelocity Impacts on the Moon
NASA Astrophysics Data System (ADS)
Hermalyn, B.; Schultz, P. H.
2011-12-01
Hypervelocity impact events mobilize and redistribute fine-grained regolith dust across the surfaces of planetary bodies. The ejecta mass-velocity distribution controls the location and emplacement of these materials. The current flux of material falling on the moon is dominated by small bolides and should cause frequent impacts that eject dust at high speeds. For example, approximately 25 LCROSS-sized (~20-30m diameter) craters are statistically expected to be formed naturally on the moon during any given earth year. When scaled to lunar conditions, the high-speed component of ejecta from hypervelocity impacts can be lofted for significant periods of time (as evidenced by the LCROSS mission results, c.f., Schultz, et al., 2010, Colaprete, et al., 2010). Even at laboratory scales, ejecta can approach orbital velocities; the higher impact speeds and larger projectiles bombarding the lunar surface may permit a significant portion of material to be launched closer to escape velocity. When these ejecta return to the surface (or encounter local topography), they impact at hundreds of meters per second or faster, thereby "scouring" the surface with low mass oblique impacts. While these high-speed ejecta represent only a small fraction of the total ejected mass, the lofting and subsequent ballistic return of this dust has the highest mobilization potential and will be directly applicable to the upcoming LADEE mission. A suite of hypervelocity impact experiments into granular materials was performed at the NASA Ames Vertical Gun Range (AVGR). This study incorporates both canonical sand targets and air-fall pumice dust to simulate the mechanical properties of lunar regolith. The implementation of a Particle Tracking Velocimetry (PTV) technique permits non-intrusive measurement of the ejecta velocity distribution within the ejecta curtain by following the path of individual ejecta particles. The PTV system developed at the AVGR uses a series of high-speed cameras (ranging from 11,000 to 500,000 frames per second) to allow measurement of particle velocity over the large dynamic range required for early-time, high-speed components of ejecta. Preliminary results for impacts into sand (Hermalyn and Schultz, 2010, 2011) reveal that early in the cratering process, ejection velocities are higher than assumed by dimensional scaling laws (Housen, et al., 1983). Moreover, the ejection angles of this early-time component are initially low (~30°) and gradually increase to reach nominal ejection angles (~45° for impacts into sand). In this study, we assess the expected ejecta velocities on the moon from the current impact flux and the possible effects of the secondary impacts of ejecta dust particles. By convolving these ejecta measurements with the lunar impact flux rate, an estimate can be derived for the amount and ballistic flight time of dust lofted above the surface of the moon over a given year.
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NASA Astrophysics Data System (ADS)
Grinevich, I.; Nikishin, Vl.; Mozga, N.; Laitans, M.
2017-06-01
The paper deals with the possibilities of reducing the consumption of electrical energy of the impact screwdriver during the assembly of fixed threaded joints. The recommendations related to a decrease in electrical energy consumption would allow reducing product costs but so far there have been no such recommendations from the producers of the tool as to the effective operating regimes of the impact screwdrivers in relation to electrical energy consumption and necessary tightening moment of the nut. The aim of the study is to find out the economical operating mode of the electrical impact screwdriver when assembling fixed threaded joints. By varying the set speed of the rotor head and working time of the impact mechanism, there is an opportunity to determine electrical energy consumption of the tool for the given tightening moment. The results of the experiment show that at the same tightening moment obtained the electrical energy consumption of the impact screwdriver is less at a higher starting set speed of the rotor head but shorter operating time of the impact mechanism than at a lower speed of the rotor head and longer operating time of the impact mechanism.
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Mid- to high-frequency noise from high-speed boats and its potential impacts on humpback dolphins.
Li, Songhai; Wu, Haiping; Xu, Youhou; Peng, Chongwei; Fang, Liang; Lin, Mingli; Xing, Luru; Zhang, Peijun
2015-08-01
The impact of noise made by vessels on marine animals has come under increased concern. However, most measurements on noise from vessels have only taken into account the low-frequency components. For cetaceans operating in the mid- and high-frequencies, such as the Indo-Pacific humpback dolphin (Sousa chinensis), mid- to high-frequency noise components may be of more concern, in terms of their potential impacts. In this study, noise made by a small high-speed boat was recorded using a broadband recording system in a dolphin watching area focusing on the effects on humpback dolphins in Sanniang Bay, China. The high-speed boat produced substantial mid- to high-frequency noise components with frequencies to >100 kHz, measured at three speeds: ∼40, 30, and 15 km/h. The noise from the boat raised the ambient noise levels from ∼5 to 47 decibels (dB) root-mean-square (rms) across frequency bands ranging from 1 to 125 kHz at a distance of 20 to 85 m, with louder levels recorded at higher speeds and at closer distances. To conclude, the noise produced by the small high-speed boat could be heard by Sousa chinensis and therefore potentially had adverse effects on the dolphins.
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The impact of personality on driving safety among Chinese high-speed railway drivers.
Guo, Ming; Wei, Wei; Liao, Ganli; Chu, Fulei
2016-07-01
This study explored the impact of personality traits on driving safety in high-speed railway drivers. A sample of high-speed railway drivers in Beijing (N=214) completed a questionnaire, including information on personality traits and background variables. The NEO Five Factor Inventory (NEO-FFI) was administered to characterize participants based on five personality traits: Neuroticism, Extraversion, Agreeableness, Openness to Experience, and Conscientiousness. The survey data were combined with naturalistic data of accident involvement and risky driving behavior in China. Poisson regression results show that drivers with high Conscientiousness and Extraversion caused fewer accidents. Higher Conscientiousness and lower Agreeableness were related to less frequent risky driving behavior. Education level and age negatively moderated the relation between certain personality traits and driving safety. The findings suggest that personality traits should be considered when selecting and training high-speed railway drivers. Copyright © 2016 Elsevier Ltd. All rights reserved.
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Simulating plasma production from hypervelocity impacts
NASA Astrophysics Data System (ADS)
Fletcher, Alex; Close, Sigrid; Mathias, Donovan
2015-09-01
Hypervelocity particles, such as meteoroids and space debris, routinely impact spacecraft and are energetic enough to vaporize and ionize themselves and as well as a portion of the target material. The resulting plasma rapidly expands into the surrounding vacuum. While plasma measurements from hypervelocity impacts have been made using ground-based technologies such as light gas guns and Van de Graaff dust accelerators, some of the basic plasma properties vary significantly between experiments. There have been both ground-based and in-situ measurements of radio frequency (RF) emission from hypervelocity impacts, but the physical mechanism responsible and the possible connection to the impact-produced plasma are not well understood. Under certain conditions, the impact-produced plasma can have deleterious effects on spacecraft electronics by providing a new current path, triggering an electrostatic discharge, causing electromagnetic interference, or generating an electromagnetic pulse. Multi-physics simulations of plasma production from hypervelocity impacts are presented. These simulations incorporate elasticity and plasticity of the solid target, phase change and plasma formation, and non-ideal plasma physics due to the high density and low temperature of the plasma. A smoothed particle hydrodynamics method is used to perform a continuum dynamics simulation with these additional physics. By examining a series of hypervelocity impacts, basic properties of the impact produced plasma plume (density, temperature, expansion speed, charge state) are determined for impactor speeds between 10 and 72 km/s. For a large range of higher impact speeds (30-72 km/s), we find the temperature is unvarying at 2.5 eV. We also find that the plasma plume is weakly ionized for impact speeds less than 14 km/s and fully ionized for impact speeds greater than 20 km/s, independent of impactor mass. This is the same velocity threshold for the detection of RF emission in recent Van de Graaff experiments, suggesting that the RF is correlated to the formation of fully ionized plasma.
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Simulating plasma production from hypervelocity impacts
DOE Office of Scientific and Technical Information (OSTI.GOV)
Fletcher, Alex, E-mail: alexcf@stanford.edu; Close, Sigrid; Mathias, Donovan
2015-09-15
Hypervelocity particles, such as meteoroids and space debris, routinely impact spacecraft and are energetic enough to vaporize and ionize themselves and as well as a portion of the target material. The resulting plasma rapidly expands into the surrounding vacuum. While plasma measurements from hypervelocity impacts have been made using ground-based technologies such as light gas guns and Van de Graaff dust accelerators, some of the basic plasma properties vary significantly between experiments. There have been both ground-based and in-situ measurements of radio frequency (RF) emission from hypervelocity impacts, but the physical mechanism responsible and the possible connection to the impact-producedmore » plasma are not well understood. Under certain conditions, the impact-produced plasma can have deleterious effects on spacecraft electronics by providing a new current path, triggering an electrostatic discharge, causing electromagnetic interference, or generating an electromagnetic pulse. Multi-physics simulations of plasma production from hypervelocity impacts are presented. These simulations incorporate elasticity and plasticity of the solid target, phase change and plasma formation, and non-ideal plasma physics due to the high density and low temperature of the plasma. A smoothed particle hydrodynamics method is used to perform a continuum dynamics simulation with these additional physics. By examining a series of hypervelocity impacts, basic properties of the impact produced plasma plume (density, temperature, expansion speed, charge state) are determined for impactor speeds between 10 and 72 km/s. For a large range of higher impact speeds (30–72 km/s), we find the temperature is unvarying at 2.5 eV. We also find that the plasma plume is weakly ionized for impact speeds less than 14 km/s and fully ionized for impact speeds greater than 20 km/s, independent of impactor mass. This is the same velocity threshold for the detection of RF emission in recent Van de Graaff experiments, suggesting that the RF is correlated to the formation of fully ionized plasma.« less
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Pierce, Jim D.
1994-01-01
A container for hazardous materials capable of protecting the enclosed materials from high speed impact. Energy absorption is provided by a multiplicity of crushable layers of either wire mesh or perforated metal sheets which thin and flow together under impact loading. Layers of a higher tensile strength material are interspersed within the crushable layers to confine them and increase performance.
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Numerical investigations on axial and radial blade rubs in turbo-machinery
NASA Astrophysics Data System (ADS)
Abdelrhman, Ahmed M.; Tang, Eric Sang Sung; Salman Leong, M.; Al-Qrimli, Haidar F.; Rajamohan, G.
2017-07-01
In the recent years, the clearance between the rotor blades and stator/casing had been getting smaller and smaller prior improving the aerodynamic efficiency of the turbomachines as demand in the engineering field. Due to the clearance reduction between the blade tip and the rotor casing and between rotor blades and stator blades, axial and radial blade rubbing could be occurred, especially at high speed resulting into complex nonlinear vibrations. The primary aim of this study is to address the blade axial rubbing phenomenon using numerical analysis of rotor system. A comparison between rubbing caused impacts of axial and radial blade rubbing and rubbing forces are also aims of this study. Tow rotor models (rotor-stator and rotor casing models) has been designed and sketched using SOILDSWORKS software. ANSYS software has been used for the simulation and the numerical analysis. The rubbing conditions were simulated at speed range of 1000rpm, 1500rpm and 2000rpm. Analysis results for axial blade rubbing showed the appearance of blade passing frequency and its multiple frequencies (lx, 2x 3x etc.) and these frequencies will more excited with increasing the rotational speed. Also, it has been observed that when the rotating speed increased, the rubbing force and the harmonics frequencies in x, y and z-direction become higher and severe. The comparison study showed that axial blade rub is more dangerous and would generate a higher vibration impacts and higher blade rubbing force than radial blade rub.
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Liu, Xuejun; Yang, Jikuang
2003-12-01
To investigate the effects of vehicle impact velocity and front-end structure on the dynamic responses of child pedestrians, an extensive parametric study was carried out using two child mathematical models at 6 and 15 years old. The effect of the vehicle impact velocity was studied at 30, 40, and 50 km/h in terms of the head linear velocity, impact angle, and head angular velocity as well as various injury parameters concerning the head, chest, pelvis, and lower extremities. The variation of vehicle front-end shape was determined according to the shape corridors of modern vehicles, while the stiffness characteristics of the bumper, hood edge, and hood were varied within stiffness corridors obtained from dynamic component tests. The simulation results show that the vehicle impact speed is of great importance on the kinematics and resulting injury severity of child pedestrians. A significant reduction in all injury parameters can be achieved as the vehicle impact speed decreases to 30 km/h. The head and lower extremities of children are at higher injury risks than other body regions. Older children are exposed to higher injury risks to the head and lower leg, whereas younger ones sustain more severe impact loads to the pelvis and upper leg. The results from factorial analysis indicate that the hood-edge height has a significant effect on the kinematics and head impact responses of children. A higher hood edge could reduce the severity of head impact for younger children, but aggravate the risks of head injury for older ones. A significant interaction exists between the bumper height and the hood-edge height on the head impact responses of younger child. Nevertheless, improving the energy absorption performance of the hood seems effective for mitigating the severity of head injuries for children.
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Pierce, J.D.
1994-08-16
A container for hazardous materials capable of protecting the enclosed materials from high speed impact is disclosed. Energy absorption is provided by a multiplicity of crushable layers of either wire mesh or perforated metal sheets which thin and flow together under impact loading. Layers of a higher tensile strength material are interspersed within the crushable layers to confine them and increase performance. 1 fig.
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Lorre cluster: an outcome of recent asteroid collision
NASA Astrophysics Data System (ADS)
Novakovic, B.; Dell'Oro, A.; Cellino, A.; Knezevic, Z.
2012-09-01
Here we show an example of a young asteroid cluster located in a dynamically stable region, which was produced by partial disruption of a primitive body about 30 km in size. According to our estimation it is only 1.9±0.3 Myr old, thus its post-impact evolution is very limited. The parent body had a large orbital inclination, and was subject to collisions with typical impact speeds higher by a factor of 2 than in the most common situations encountered in the main belt. For the first time we have at disposal the observable outcome of a very recent event to study high-speed collisions involving primitive asteroids.
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NASA Astrophysics Data System (ADS)
Browning, David
2011-04-01
The greatest ocean pH change, which will result in lower low frequency sound attenuation, is predicted for higher latitudes. Here shallow sound channel axies exist, allowing the impact on sound to be seen sooner and also more extensively since the principal propagation paths will be near the surface. However, at the same time, higher wind speeds and greater ice breakup,as well as increased ship traffic, could result in higher noise levels. Marine mammals in this environment may have, on one hand, improving communication conditions but also the possibility of increased background noise.
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The impact of changing wind speeds on gas transfer and its effect on global air-sea CO2 fluxes
NASA Astrophysics Data System (ADS)
Wanninkhof, R.; Triñanes, J.
2017-06-01
An increase in global wind speeds over time is affecting the global uptake of CO2 by the ocean. We determine the impact of changing winds on gas transfer and CO2 uptake by using the recently updated, global high-resolution, cross-calibrated multiplatform wind product (CCMP-V2) and a fixed monthly pCO2 climatology. In particular, we assess global changes in the context of regional wind speed changes that are attributed to large-scale climate reorganizations. The impact of wind on global CO2 gas fluxes as determined by the bulk formula is dependent on several factors, including the functionality of the gas exchange-wind speed relationship and the regional and seasonal differences in the air-water partial pressure of CO2 gradient (ΔpCO2). The latter also controls the direction of the flux. Fluxes out of the ocean are influenced more by changes in the low-to-intermediate wind speed range, while ingassing is impacted more by changes in higher winds because of the regional correlations between wind and ΔpCO2. Gas exchange-wind speed parameterizations with a quadratic and third-order polynomial dependency on wind, each of which meets global constraints, are compared. The changes in air-sea CO2 fluxes resulting from wind speed trends are greatest in the equatorial Pacific and cause a 0.03-0.04 Pg C decade-1 increase in outgassing over the 27 year time span. This leads to a small overall decrease of 0.00 to 0.02 Pg C decade-1 in global net CO2 uptake, contrary to expectations that increasing winds increase net CO2 uptake.
Plain Language SummaryThe effects of changing winds are isolated from the total change in trends in global air-sea CO2 fluxes over the last 27 years. The overall effect of increasing winds over time has a smaller impact than expected as the impact in regions of outgassing is greater than for the regions acting as a CO2 sink.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://www.dtic.mil/docs/citations/ADA610449','DTIC-ST'); return false;" href="http://www.dtic.mil/docs/citations/ADA610449"><span>Design of a High Speed Planing Hull with a Cambered Step and Surface Piercing Hydrofoils</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.dtic.mil/">DTIC Science & Technology</a></p> <p></p> <p>2014-06-01</p> <p>Impact Acceleration (Hoggard and Jones) - 1/10 highest eta_110_CG = 7.0*( H13 /Bpx)*(1+Tau/2...hulls with a higher deadrise angle perform better, with improved ride quality as the impact of wave is reduced. However, there is a disadvantage...the previous studies of Blount, Codega and Savitsky, a planing hull’s running trim angle and associated lift coefficient has a large impact on dynamic</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016MMTA...47.3545M','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016MMTA...47.3545M"><span>Hybrid Laser-Arc Welding of 10-mm-Thick Cast Martensitic Stainless Steel CA6NM: As-Welded Microstructure and Mechanical Properties</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Mirakhorli, Fatemeh; Cao, Xinjin; Pham, Xuan-Tan; Wanjara, Priti; Fihey, Jean-Luc</p> <p>2016-07-01</p> <p>Cast CA6NM martensitic stainless steel plates, 10 mm in thickness, were welded using hybrid laser-arc welding. The effect of different welding speeds on the as-welded joint integrity was characterized in terms of the weld bead geometry, defects, microstructure, hardness, ultimate tensile strength, and impact energy. Significant defects such as porosity, root humping, underfill, and excessive penetration were observed at a low welding speed (0.5 m/min). However, the underfill depth and excessive penetration in the joints manufactured at welding speeds above 0.75 m/min met the specifications of ISO 12932. Characterization of the as-welded microstructure revealed untempered martensite and residual delta ferrite dispersed at prior-austenite grain boundaries in the fusion zone. In addition, four different heat-affected zones in the weldments were differentiated through hardness mapping and inference from the Fe-Cr-Ni ternary phase diagram. The tensile fracture occurred in the base metal for all the samples and fractographic analysis showed that the crack path is within the martensite matrix, along primary delta ferrite-martensite interfaces and within the primary delta ferrite. Additionally, Charpy impact testing demonstrated slightly higher fracture energy values and deeper dimples on the fracture surface of the welds manufactured at higher welding speeds due to grain refinement and/or lower porosity.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2013MsT..........1F','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2013MsT..........1F"><span>Characterization and Impact of Low Frequency Wind Turbine Noise Emissions</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Finch, James</p> <p></p> <p>Wind turbine noise is a complex issue that requires due diligence to minimize any potential impact on quality of life. This study enhances existing knowledge of wind turbine noise through focused analyses of downwind sound propagation, directionality, and the low frequency component of the noise. Measurements were conducted at four wind speeds according to a design of experiments at incremental distances and angles. Wind turbine noise is shown to be highly directional, while downwind sound propagation is spherical with limited ground absorption. The noise is found to have a significant low frequency component that is largely independent of wind speed over the 20-250 Hz range. The generated low frequency noise is shown to be audible above 40 Hz at the MOE setback distance of 550 m. Infrasound levels exhibit higher dependency on wind speed, but remain below audible levels up to 15 m/s.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017APS..DFDD13008N','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017APS..DFDD13008N"><span>Drop Impact on Hairy Surfaces</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Nasto, Alice; Hosoi, Anette</p> <p>2017-11-01</p> <p>Using a combination of experiments and theory, we investigate the effect of a millimeter-scale hairy texture on impact of liquid drops. By varying the speed of the drop at impact and the spacing of the hairs, we observe a variety of behaviors. For dense hairs and low impact velocity, the liquid drop sits on top of the hair, similar to a Cassie-Baxter state. For higher impact velocity, and intermediate to high density of hairs, the drops penetrate through the surface, but the hairs resist their spreading. For low hair density and high impact velocity, the drops impact and splash.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://files.eric.ed.gov/fulltext/EJ1139129.pdf','ERIC'); return false;" href="http://files.eric.ed.gov/fulltext/EJ1139129.pdf"><span>Impacts of the FOCUS Act on Governance in Tennessee Higher Education Institutions</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.eric.ed.gov/ERICWebPortal/search/extended.jsp?_pageLabel=advanced">ERIC Educational Resources Information Center</a></p> <p>Barber, Jennifer H.; Chesley, Colin G.; Flora, Bethany H.</p> <p>2016-01-01</p> <p>With the final passage of the Focus on College and University Success (FOCUS) Act which was signed into law on April 19, 2016, state universities within Tennessee are heading for major transitions in governance structure and autonomy. With changes moving at a speed atypical of higher education, these six soon-to-be former Tennessee Board of…</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/26452162','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/26452162"><span>Transection Speed and Impact on Perioperative Inflammatory Response - A Randomized Controlled Trial Comparing Stapler Hepatectomy and CUSA Resection.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Schwarz, Christoph; Klaus, Daniel A; Tudor, Bianca; Fleischmann, Edith; Wekerle, Thomas; Roth, Georg; Bodingbauer, Martin; Kaczirek, Klaus</p> <p>2015-01-01</p> <p>Parenchymal transection represents a crucial step during liver surgery and many different techniques have been described so far. Stapler resection is supposed to be faster than CUSA resection. However, whether speed impacts on the inflammatory response in patients undergoing liver resection (LR) remains unclear. This is a randomized controlled trial including 40 patients undergoing anatomical LR. Primary endpoint was transection speed (cm2/min). Secondary endpoints included the perioperative change of pro- and anti-inflammatory cytokines, overall surgery duration, length of hospital stay, morbidity and mortality. Mean transection speed was significantly higher in patients undergoing stapler hepatectomy compared to CUSA resection (CUSA: 1 (0.4) cm2/min vs. Stapler: 10.8 (6.1) cm2/min; p<0.0001). Analyzing the impact of surgery duration on inflammatory response revealed a significant correlation between IL-6 levels measured at the end of surgery and the overall length of surgery (p<0.0001, r = 0.6188). Patients undergoing CUSA LR had significantly higher increase of interleukin-6 (IL-6) after parenchymal transection compared to patients with stapler hepatectomy in the portal and hepatic veins, respectively (p = 0.028; p = 0.044). C-reactive protein levels on the first post-operative day were significantly lower in the stapler cohort (p = 0.010). There was a trend towards a reduced overall surgery time in patients with stapler LR, especially in the subgroup of patients undergoing minor hepatectomies (p = 0.020). Liver resection using staplers is fast, safe and suggests a diminished inflammatory response probably due to a decreased parenchymal transection time. ClinicalTrials.gov NCT01785212.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4599945','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4599945"><span>Transection Speed and Impact on Perioperative Inflammatory Response – A Randomized Controlled Trial Comparing Stapler Hepatectomy and CUSA Resection</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Schwarz, Christoph; Klaus, Daniel A.; Tudor, Bianca; Fleischmann, Edith; Wekerle, Thomas; Roth, Georg; Bodingbauer, Martin; Kaczirek, Klaus</p> <p>2015-01-01</p> <p>Background Parenchymal transection represents a crucial step during liver surgery and many different techniques have been described so far. Stapler resection is supposed to be faster than CUSA resection. However, whether speed impacts on the inflammatory response in patients undergoing liver resection (LR) remains unclear. Materials and Methods This is a randomized controlled trial including 40 patients undergoing anatomical LR. Primary endpoint was transection speed (cm2/min). Secondary endpoints included the perioperative change of pro- and anti-inflammatory cytokines, overall surgery duration, length of hospital stay, morbidity and mortality. Results Mean transection speed was significantly higher in patients undergoing stapler hepatectomy compared to CUSA resection (CUSA: 1 (0.4) cm2/min vs. Stapler: 10.8 (6.1) cm2/min; p<0.0001). Analyzing the impact of surgery duration on inflammatory response revealed a significant correlation between IL-6 levels measured at the end of surgery and the overall length of surgery (p<0.0001, r = 0.6188). Patients undergoing CUSA LR had significantly higher increase of interleukin-6 (IL-6) after parenchymal transection compared to patients with stapler hepatectomy in the portal and hepatic veins, respectively (p = 0.028; p = 0.044). C-reactive protein levels on the first post-operative day were significantly lower in the stapler cohort (p = 0.010). There was a trend towards a reduced overall surgery time in patients with stapler LR, especially in the subgroup of patients undergoing minor hepatectomies (p = 0.020). Conclusions Liver resection using staplers is fast, safe and suggests a diminished inflammatory response probably due to a decreased parenchymal transection time. Trial Registration ClinicalTrials.gov NCT01785212 PMID:26452162</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/21994881','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/21994881"><span>Motor vehicle injuries in Qatar: time trends in a rapidly developing Middle Eastern nation.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Mamtani, Ravinder; Al-Thani, Mohammed H; Al-Thani, Al-Anoud Mohammed; Sheikh, Javaid I; Lowenfels, Albert B</p> <p>2012-04-01</p> <p>Despite their wealth and modern road systems, traffic injury rates in Middle Eastern countries are generally higher than those in Western countries. The authors examined traffic injuries in Qatar during 2000-2010, a period of rapid population growth, focusing on the impact of speed control cameras installed in 2007 on overall injury rates and mortality. During the period 2000-2006, prior to camera installation, the mean (SD) vehicular injury death rate per 100,000 was 19.9±4.1. From 2007 to 2010, the mean (SD) vehicular death rates were significantly lower: 14.7±1.5 (p=0.028). Non-fatal severe injury rates also declined, but mild injury rates increased, perhaps because of increased traffic congestion and improved notification. It is possible that speed cameras decreased speeding enough to affect the death rate, without affecting overall injury rates. These data suggest that in a rapidly growing Middle Eastern country, photo enforcement (speed) cameras can be an important component of traffic control, but other measures will be required for maximum impact.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=3311870','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=3311870"><span>Motor vehicle injuries in Qatar: time trends in a rapidly developing Middle Eastern nation</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Al-Thani, Mohammed H; Al-Thani, Al-Anoud Mohammed; Sheikh, Javaid I; Lowenfels, Albert B</p> <p>2011-01-01</p> <p>Despite their wealth and modern road systems, traffic injury rates in Middle Eastern countries are generally higher than those in Western countries. The authors examined traffic injuries in Qatar during 2000–2010, a period of rapid population growth, focusing on the impact of speed control cameras installed in 2007 on overall injury rates and mortality. During the period 2000–2006, prior to camera installation, the mean (SD) vehicular injury death rate per 100 000 was 19.9±4.1. From 2007 to 2010, the mean (SD) vehicular death rates were significantly lower: 14.7±1.5 (p=0.028). Non-fatal severe injury rates also declined, but mild injury rates increased, perhaps because of increased traffic congestion and improved notification. It is possible that speed cameras decreased speeding enough to affect the death rate, without affecting overall injury rates. These data suggest that in a rapidly growing Middle Eastern country, photo enforcement (speed) cameras can be an important component of traffic control, but other measures will be required for maximum impact. PMID:21994881</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/pages/biblio/1411602-development-new-method-investigate-dynamic-friction-behavior-interfaces-using-kolsky-tension-bar','SCIGOV-DOEP'); return false;" href="https://www.osti.gov/pages/biblio/1411602-development-new-method-investigate-dynamic-friction-behavior-interfaces-using-kolsky-tension-bar"><span>Development of a New Method to Investigate the Dynamic Friction Behavior of Interfaces Using a Kolsky Tension Bar</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/pages">DOE PAGES</a></p> <p>Sanborn, B.; Song, B.; Nishida, E.</p> <p>2017-11-02</p> <p>In order to understand interfacial interaction of a bi-material during an impact loading event, the dynamic friction coefficient is one of the key parameters that must be characterized and quantified. In this study, a new experimental method to determine the dynamic friction coefficient between two metals was developed by using a Kolsky tension bar and a custom-designed friction fixture. Polyvinylidene fluoride (PVDF) force sensors were used to measure the normal force applied to the friction tribo pairs and the friction force was measured with conventional Kolsky tension bar method. To evaluate the technique, the dynamic friction coefficient between 4340 steelmore » and 7075-T6 aluminum was investigated at an impact speed of approximately 8 m/s. Additionally, the dynamic friction coefficient of the tribo pairs with varied surface roughness was also investigated. The data suggest that higher surface roughness leads to higher friction coefficients at the same speed of 8 m/s.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28802457','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28802457"><span>Reducing the impact of speed dispersion on subway corridor flow.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Qiao, Jing; Sun, Lishan; Liu, Xiaoming; Rong, Jian</p> <p>2017-11-01</p> <p>The rapid increase in the volume of subway passengers in Beijing has necessitated higher requirements for the safety and efficiency of subway corridors. Speed dispersion is an important factor that affects safety and efficiency. This paper aims to analyze the management control methods for reducing pedestrian speed dispersion in subways. The characteristics of the speed dispersion of pedestrian flow were analyzed according to field videos. The control measurements which were conducted by placing traffic signs, yellow marking, and guardrail were proposed to alleviate speed dispersion. The results showed that the methods of placing traffic signs, yellow marking, and a guardrail improved safety and efficiency for all four volumes of pedestrian traffic flow, and the best-performing control measurement was guardrails. Furthermore, guardrails' optimal position and design measurements were explored. The research findings provide a rationale for subway managers in optimizing pedestrian traffic flow in subway corridors. Copyright © 2017. Published by Elsevier Ltd.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/27657363','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/27657363"><span>Analyzing pedestrian crash injury severity under different weather conditions.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Li, Duo; Ranjitkar, Prakash; Zhao, Yifei; Yi, Hui; Rashidi, Soroush</p> <p>2017-05-19</p> <p>Pedestrians are the most vulnerable road users due to the lack of mass, speed, and protection compared to other types of road users. Adverse weather conditions may reduce road friction and visibility and thus increase crash risk. There is limited evidence and considerable discrepancy with regard to impacts of weather conditions on injury severity in the literature. This article investigated factors affecting pedestrian injury severity level under different weather conditions based on a publicly available accident database in Great Britain. Accident data from Great Britain that are publicly available through the STATS19 database were analyzed. Factors associated with pedestrian, driver, and environment were investigated using a novel approach that combines a classification and regression tree with random forest approach. Significant severity predictors under fine weather conditions from the models included speed limits, pedestrian age, light conditions, and vehicle maneuver. Under adverse weather conditions, the significant predictors were pedestrian age, vehicle maneuver, and speed limit. Elderly pedestrians are associated with higher pedestrian injury severities. Higher speed limits increase pedestrian injury severity. Based on the research findings, recommendations are provided to improve pedestrian safety.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/pages/biblio/1214690-analysis-impact-melt-vapor-production-cth-planetary-applications','SCIGOV-DOEP'); return false;" href="https://www.osti.gov/pages/biblio/1214690-analysis-impact-melt-vapor-production-cth-planetary-applications"><span>Analysis of impact melt and vapor production in CTH for planetary applications</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/pages">DOE PAGES</a></p> <p>Quintana, S. N.; Crawford, D. A.; Schultz, P. H.</p> <p>2015-05-19</p> <p>This study explores impact melt and vapor generation for a variety of impact speeds and materials using the shock physics code CTH. The study first compares the results of two common methods of impact melt and vapor generation to demonstrate that both the peak pressure method and final temperature method are appropriate for high-speed impact models (speeds greater than 10 km/s). However, for low-speed impact models (speeds less than 10 km/s), only the final temperature method is consistent with laboratory analyses to yield melting and vaporization. Finally, a constitutive model for material strength is important for low-speed impacts because strengthmore » can cause an increase in melting and vaporization.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/1214690','SCIGOV-STC'); return false;" href="https://www.osti.gov/servlets/purl/1214690"><span>Analysis of impact melt and vapor production in CTH for planetary applications</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/search">DOE Office of Scientific and Technical Information (OSTI.GOV)</a></p> <p>Quintana, S. N.; Crawford, D. A.; Schultz, P. H.</p> <p></p> <p>This study explores impact melt and vapor generation for a variety of impact speeds and materials using the shock physics code CTH. The study first compares the results of two common methods of impact melt and vapor generation to demonstrate that both the peak pressure method and final temperature method are appropriate for high-speed impact models (speeds greater than 10 km/s). However, for low-speed impact models (speeds less than 10 km/s), only the final temperature method is consistent with laboratory analyses to yield melting and vaporization. Finally, a constitutive model for material strength is important for low-speed impacts because strengthmore » can cause an increase in melting and vaporization.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19750009270','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19750009270"><span>Landing impact studies of a 0.3-scale model air cushion landing system for a Navy fighter airplane</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Leland, T. J. W.; Thompson, W. C.</p> <p>1975-01-01</p> <p>An experimental study was conducted in order to determine the landing-impact behavior of a 0.3-scale, dynamically (but not physically) similar model of a high-density Navy fighter equipped with an air cushion landing system. The model was tested over a range of landing contact attitudes at high forward speeds and sink rates on a specialized test fixture at the Langley aircraft landing loads and traction facility. The investigation indicated that vertical acceleration at landing impact was highly dependent on the pitch angle at ground contact, the higher acceleration of approximately 5g occurring near zero body-pitch attitude. A limited number of low-speed taxi tests were made in order to determine model stability characteristics. The model was found to have good pitch-damping characteristics but stability in roll was marginal.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/23779','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/23779"><span>Determination of minimum height and lateral design load for MASH test level 4 bridge rails.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2011-12-01</p> <p>The Manual for Assessing Safety Hardware (MASH) prescribes higher design vehicle impact speed and mass for test level 4 barriers compared to its predecessor National Cooperative Highway Research Program (NCHRP) Report 350. This has resulted in a 56 p...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2010MMI....16..827L','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2010MMI....16..827L"><span>Effects of welding heat and travel speed on the impact property and microstructure of FC welds</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Lee, Jeong Soo; Jeong, Sang Hoon; Lim, Dong Yong; Yun, Jin Oh; Kim, Myung Hyun</p> <p>2010-10-01</p> <p>This paper is concerned with the effects of welding heat (current x voltage = W) and travel speed (v) on the impact property and microstructure of FC (flux cored) welds. Two sets of plate were welded under different welding conditions such as higher W, v and lower W, v, while maintaining identical heat input. We evaluated the effects of each factor by Charpy impact test and observation of the microstructure, and then compared these data with the results of the numerical temperature analysis. The size of the re-heated zone was increased as the v value decreased, and the results of numerical analysis also revealed the same tendency. Cooling rate of welds (both of as-welded and re-heated zones) decreased as the W value increased. Despite identical heat input conditions, the use of lower W and v made the microstructure finer and increased the volume fraction of AF, thereby leading to a substantial improvement of the impact property.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/18184508','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/18184508"><span>Overall impact of speed-related initiatives and factors on crash outcomes.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>D'Elia, A; Newstead, S; Cameron, M</p> <p>2007-01-01</p> <p>From December 2000 until July 2002 a package of speed-related initiatives and factors took place in Victoria, Australia. The broad aim of this study was to evaluate the overall impact of the package on crash outcomes. Monthly crash counts and injury severity proportions were assessed using Poisson and logistic regression models respectively. The model measured the overall effect of the package after adjusting as far as possible for non-speed road safety initiatives and socio-economic factors. The speed-related package was associated with statistically significant estimated reductions in casualty crashes and suggested reductions in injury severity with trends towards increased reductions over time. From December 2000 until July 2002, three new speed enforcement initiatives were implemented in Victoria, Australia. These initiatives were introduced in stages and involved the following key components: More covert operations of mobile speed cameras, including flash-less operations; 50% increase in speed camera operating hours; and lowering of cameras' speed detection threshold. In addition, during the period 2001 to 2002, the 50 km/h General Urban Speed Limit (GUSL) was introduced (January 2001), there was an increase in speed-related advertising including the "Wipe Off 5" campaign, media announcements were made related to the above enforcement initiatives and there was a speeding penalty restructure. The above elements combine to make up a package of speed-related initiatives and factors. The package represents a broad, long term program by Victorian government agencies to reduce speed based on three linked strategies: more intensive Police enforcement of speed limits to deter potential offenders, i.e. the three new speed enforcement initiatives just described - supported by higher penalties; a reduction in the speed limit on local streets throughout Victoria from 60 km/h to 50 km/h; and provision of information using the mass media (television, radio and billboard) to reinforce the benefits of reducing low level speeding - the central message of "Wipe Off 5". These strategies were implemented across the entire state of Victoria with the intention of covering as many road users as possible. This study aimed to evaluate the overall effectiveness of the speed-related package. The study objectives were: to document the increased speed camera activity in each speed limit zone and in Melbourne compared with the rest of Victoria; to evaluate the overall effect on crash outcomes of the package; to account as far as possible for the effect on crash outcomes of non-speed road safety initiatives and socio-economic factors, which would otherwise influence the speed-related package evaluation; and to examine speed trends in Melbourne and on Victorian rural highways, especially the proportions of vehicles travelling at excessive speeds. This paper presents the results of the evaluation of the overall impact on crash outcomes associated with the speed-related package, after adjusting as far as possible for the effect of non-speed road safety initiatives and socio-economic factors. D'Elia, Newstead and Cameron (2007) document the study results in full.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=3217506','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=3217506"><span>Overall Impact of Speed-Related Initiatives and Factors on Crash Outcomes</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>D’Elia, A.; Newstead, S.; Cameron, M.</p> <p>2007-01-01</p> <p>From December 2000 until July 2002 a package of speed-related initiatives and factors took place in Victoria, Australia. The broad aim of this study was to evaluate the overall impact of the package on crash outcomes. Monthly crash counts and injury severity proportions were assessed using Poisson and logistic regression models respectively. The model measured the overall effect of the package after adjusting as far as possible for non-speed road safety initiatives and socio-economic factors. The speed-related package was associated with statistically significant estimated reductions in casualty crashes and suggested reductions in injury severity with trends towards increased reductions over time. From December 2000 until July 2002, three new speed enforcement initiatives were implemented in Victoria, Australia. These initiatives were introduced in stages and involved the following key components: More covert operations of mobile speed cameras, including flash-less operations; 50% increase in speed camera operating hours; and lowering of cameras’ speed detection threshold. In addition, during the period 2001 to 2002, the 50 km/h General Urban Speed Limit (GUSL) was introduced (January 2001), there was an increase in speed-related advertising including the “Wipe Off 5” campaign, media announcements were made related to the above enforcement initiatives and there was a speeding penalty restructure. The above elements combine to make up a package of speed-related initiatives and factors. The package represents a broad, long term program by Victorian government agencies to reduce speed based on three linked strategies: more intensive Police enforcement of speed limits to deter potential offenders, i.e. the three new speed enforcement initiatives just described - supported by higher penalties; a reduction in the speed limit on local streets throughout Victoria from 60 km/h to 50 km/h; and provision of information using the mass media (television, radio and billboard) to reinforce the benefits of reducing low level speeding - the central message of “Wipe Off 5”. These strategies were implemented across the entire state of Victoria with the intention of covering as many road users as possible. PMID:18184508</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_1");'>1</a></li> <li><a href="#" onclick='return showDiv("page_2");'>2</a></li> <li class="active"><span>3</span></li> <li><a href="#" onclick='return showDiv("page_4");'>4</a></li> <li><a href="#" onclick='return showDiv("page_5");'>5</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_3 --> <div id="page_4" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_2");'>2</a></li> <li><a href="#" onclick='return showDiv("page_3");'>3</a></li> <li class="active"><span>4</span></li> <li><a href="#" onclick='return showDiv("page_5");'>5</a></li> <li><a href="#" onclick='return showDiv("page_6");'>6</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="61"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28377252','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28377252"><span>Impact of Increased Football Field Width on Player High-Speed Collision Rate.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Joseph, Jacob R; Khalsa, Siri S; Smith, Brandon W; Park, Paul</p> <p>2017-07-01</p> <p>High-acceleration head impact is a known risk for mild traumatic brain injury (mTBI) based on studies using helmet accelerometry. In football, offensive and defensive players are at higher risk of mTBI due to increased speed of play. Other collision sport studies suggest that increased playing surface size may contribute to reductions in high-speed collisions. We hypothesized that wider football fields lead to a decreased rate of high-speed collisions. Computer football game simulation was developed using MATLAB. Four wide receivers were matched against 7 defensive players. Each offensive player was randomized to one of 5 typical routes on each play. The ball was thrown 3 seconds into play; ball flight time was 2 seconds. Defensive players were delayed 0.5 second before reacting to ball release. A high-speed collision was defined as the receiver converging with a defensive player within 0.5 second of catching the ball. The simulation counted high-speed collisions for 1 team/season (65 plays/game for 16 games/season = 1040 plays/season) averaged during 10 seasons, and was validated against existing data using standard field width (53.3 yards). Field width was increased in 1-yard intervals up to 58.3 yards. Using standard field width, 188 ± 4 high-speed collisions were seen per team per season (18% of plays). When field width increased by 3 yards, high-speed collision rate decreased to 135 ± 3 per team per season (28% decrease; P < 0.0001). Even small increases in football field width can lead to substantial decline in high-speed collisions, with potential for reducing instances of mTBI in football players. Copyright © 2017 Elsevier Inc. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28865928','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28865928"><span>The use of a driving simulator to determine how time pressures impact driver aggressiveness.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Fitzpatrick, Cole D; Samuel, Siby; Knodler, Michael A</p> <p>2017-11-01</p> <p>Speeding greatly attributes to traffic safety with approximately a third of fatal crashes in the United States being speeding-related. Previous research has identified being late as a primary cause of speeding. In this driving simulator study, a virtual drive was constructed to evaluate how time pressures, or hurried driving, affected driver speed choice and driver behavior. In particular, acceleration profiles, gap acceptance, willingness to pass, and dilemma zone behavior were used, in addition to speed, as measures to evaluate whether being late increased risky and aggressive driving behaviors. Thirty-six drivers were recruited with an equal male/female split and a broad distribution of ages. Financial incentives and completion time goals calibrated from a control group were used to generate a Hurried and Very Hurried experimental group. As compared to the control group, Very Hurried drivers selected higher speeds, accelerated faster after red lights, accepted smaller gaps on left turns, were more likely to pass a slow vehicle, and were more likely to run a yellow light in a dilemma zone situation. These trends were statistically significant and were also evident with the Hurried group but a larger sample would be needed to show statistical significance. The findings from this study provide evidence that hurried drivers select higher speeds and exhibit riskier driving behaviors. These conclusive results have possible implications in areas such as transportation funding and commercial motor vehicle safety. Published by Elsevier Ltd.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/32551','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/32551"><span>A systematic evaluation of the impacts of traffic condition information on the reduction of on-road mobile emissions : final report.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2016-07-01</p> <p>Current Advanced Traveler Information Systems (ATIS) allow travelers to change their route, mode, departure time, route choice or destination to avoid delays and congestions, which results in improved traffic flow. This means higher vehicle speed, lo...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/27932678','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/27932678"><span>Adjustments with running speed reveal neuromuscular adaptations during landing associated with high mileage running training.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Verheul, Jasper; Clansey, Adam C; Lake, Mark J</p> <p>2017-03-01</p> <p>It remains to be determined whether running training influences the amplitude of lower limb muscle activations before and during the first half of stance and whether such changes are associated with joint stiffness regulation and usage of stored energy from tendons. Therefore, the aim of this study was to investigate neuromuscular and movement adaptations before and during landing in response to running training across a range of speeds. Two groups of high mileage (HM; >45 km/wk, n = 13) and low mileage (LM; <15 km/wk, n = 13) runners ran at four speeds (2.5-5.5 m/s) while lower limb mechanics and electromyography of the thigh muscles were collected. There were few differences in prelanding activation levels, but HM runners displayed lower activations of the rectus femoris, vastus medialis, and semitendinosus muscles postlanding, and these differences increased with running speed. HM runners also demonstrated higher initial knee stiffness during the impact phase compared with LM runners, which was associated with an earlier peak knee flexion velocity, and both were relatively unchanged by running speed. In contrast, LM runners had higher knee stiffness during the slightly later weight acceptance phase and the disparity was amplified with increases in speed. It was concluded that initial knee joint stiffness might predominantly be governed by tendon stiffness rather than muscular activations before landing. Estimated elastic work about the ankle was found to be higher in the HM runners, which might play a role in reducing weight acceptance phase muscle activation levels and improve muscle activation efficiency with running training. NEW & NOTEWORTHY Although neuromuscular factors play a key role during running, the influence of high mileage training on neuromuscular function has been poorly studied, especially in relation to running speed. This study is the first to demonstrate changes in neuromuscular conditioning with high mileage training, mainly characterized by lower thigh muscle activation after touch down, higher initial knee stiffness, and greater estimates of energy return, with adaptations being increasingly evident at faster running speeds. Copyright © 2017 the American Physiological Society.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2009RScI...80a4701H','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2009RScI...80a4701H"><span>An impact rotary motor based on a fiber torsional piezoelectric actuator</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Han, W. X.; Zhang, Q.; Ma, Y. T.; Pan, C. L.; Feng, Z. H.</p> <p>2009-01-01</p> <p>A prototype small impact rotary motor has been fabricated based on a newly developed torsional actuator which is 15.0 mm long and 1.0 mm in diameter. The motor can rotate when it is powered with a saw-shaped voltage. The experimental results show that its angular speed is proportional to both the driving voltage's amplitude and the frequency under 1 kHz. The large nonlinearity occurs at higher driving frequency due to the resonance of the partial mechanical structure of the motor. The motor can rotate at a speed of 90 rpm with a saw-shaped driving voltage of 600Vp.-p. at 8 kHz, and produce a stall torque of 80 μN m with 1000Vp.-p. at 3 kHz.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/24867571','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/24867571"><span>A one year pay-as-you-speed trial with economic incentives for not speeding.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Stigson, Helena; Hagberg, Jan; Kullgren, Anders; Krafft, Maria</p> <p>2014-01-01</p> <p>The objective was to identify whether it was possible to change driver behavior by economic incentives and thereby reduce crash risk. Furthermore, the objective was to evaluate the participants' attitudes toward the pay-as-you-speed (PAYS) concept. A one-year PAYS trial with economic incentives for keeping speed limits using intelligent speed assistance (ISA) was conducted in Sweden during 2011-2012. The full incentive was a 30 percent discount off the insurance premium. The participants were private insurance customers and were randomized into a test group (initial n = 152, final n = 128) and a control group (initial n = 98, final n = 68). When driving, the drivers in the test group were informed and warned visually when the speed limit was exceeded. They could also follow their driving results on a personal website. The control group was not given any feedback at all. To reflect the impact of the PAYS concept the proportion of distance driven above the speed limit was compared between the 2 groups. The introduction of a PAYS concept shows that the test group significantly reduced the proportion of distance driven above the speed limit. The proportion of driving at a speed exceeding 5 km/h over the speed limit was 6 percent for the test group and 14 percent for the control group. It also showed that the effect was higher the higher the violation of speed. The result remained constant over time. It was shown that a PAYS concept is an effective way to reduce speed violations. Hence, it has the possibility to reduce crash severity and thereby to save lives. This could be an important step toward a safer road transport system. The majority of the participants were in favor of the concept, which indicates the potential of a new insurance product in the future.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/26484908','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/26484908"><span>Higher Fasting Plasma Glucose Levels, within the Normal Range, are Associated with Decreased Processing Speed in High Functioning Young Elderly.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Raizes, Meytal; Elkana, Odelia; Franko, Motty; Ravona Springer, Ramit; Segev, Shlomo; Beeri, Michal Schnaider</p> <p>2016-01-01</p> <p>We explored the association of plasma glucose levels within the normal range with processing speed in high functioning young elderly, free of type 2 diabetes mellitus (T2DM). A sample of 41 participants (mean age = 64.7, SD = 10; glucose 94.5 mg/dL, SD = 9.3), were examined with a computerized cognitive battery. Hierarchical linear regression analysis showed that higher plasma glucose levels, albeit within the normal range (<110 mg/dL), were associated with longer reaction times (p < 0.01). These findings suggest that even in the subclinical range and in the absence of T2DM, monitoring plasma glucose levels may have an impact on cognitive function.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://www.dtic.mil/docs/citations/ADA545256','DTIC-ST'); return false;" href="http://www.dtic.mil/docs/citations/ADA545256"><span>Application of Advanced Laser Diagnostics to High Impact Technologies. Delivery Order 0001: Laser Diagnostics Applications</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.dtic.mil/">DTIC Science & Technology</a></p> <p></p> <p>2011-02-01</p> <p>identified the hysteresis property of this flame system; this was later confirmed by experiments. For the given flow conditions, the flame system can......transport properties . This concept increased the computational speed by a factor of five for a 208-species mechanism and is expected to have even higher</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/23745384','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/23745384"><span>[Impacts of meteorological factors on atmospheric methane mole fractions in the background area of Yangtze River delta].</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Pu, Jing-Jiao; Xu, Hong-Hui; Gu, Jun-Qiang; Ma, Qian-Li; Fang, Shuang-Xi; Zhou, Ling-Xi</p> <p>2013-03-01</p> <p>Impacts of surface wind direction, surface wind speed, surface air temperature and sunshine hours on the CH4 concentration at Lin'an regional atmospheric background station were studied based on the results from Jan. 2009 to Dec. 2011. The results revealed that the diurnal variation of atmospheric CH4 concentration presented a single-peak curve at Lin'an regional background station. The diurnal amplitude varied from 19.0 x 10(-9) to 74.7 x 10(-9), with the lowest value observed in the afternoon and the highest at dawn. The monthly mean CH4 concentrations varied from 1955.7 x 10(-9) to 2036.2 x 10(-9), with the highest concentration observed in autumn and the lowest in spring. The wind directions NE-SSE could induce higher CH4 concentrations while SW-NNW wind directions had negative effects on the observed results. The CH4 concentration turned out to be lower with higher surface wind speed. With the increase of surface air temperature or sunshine hours, the CH4 concentration went up first till reaching a peak, and then decreased.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017JIEIC.tmp...24S','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017JIEIC.tmp...24S"><span>Strength Enhancement of Car Front Bumper for Slow Speed Impact by FEA Method as per IIHS Regulation</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Sonawane, Chandrakant Rameshchandra; Shelar, Ajit Lavaji</p> <p>2017-05-01</p> <p>Low speed collisions happen significantly due to on road slow moving heavy traffic as well as during parking of vehicles. The bumpers are provided in front and back side of a vehicle has two main purposes: first is to absorb the energy generated during these kinds of slow speed impacts and secondly to protect the expensive parts like main engine parts, radiators and connected engine cooling mechanism, headlights, taillights, etc, by slowing down the vehicles. The problem often in various cars bumper is that they doesn't line-up vertically during low speed impact and leads to damage of various parts which are costly to repair. Many a times bumper design does not have sufficient capacity to absorb the energy generated during these impact. Guideline by International Institute Highway Safety (IIHS) regulation provides useful insight for such low speed impact study. In this paper, slow speed impact test were conducted as per IIHS regulation in three positions namely central impact, left hand corner impact and right hand corner impact. Parameters including bumper material, shape, thickness and impact condition are analyzed using fine element analysis (FEA) to enhance crashworthiness design in low speed impact. Then the vehicle front structure has been modified suitably. It has been observed that lining up the front metal bumper with suitable stiffness provides the best result which ultimately reduces the damage to the vehicle parts.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=5889908','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=5889908"><span>Numerical Investigation on Head and Brain Injuries Caused by Windshield Impact on Riders Using Electric Self-Balancing Scooters</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Zheng, Yanting; Shen, Ming; Yang, Xianfeng</p> <p>2018-01-01</p> <p>To investigate head-brain injuries caused by windshield impact on riders using electric self-balancing scooters (ESS). Numerical vehicle ESS crash scenarios are constructed by combining the finite element (FE) vehicle model and multibody scooter/rider models. Impact kinematic postures of the head-windshield contact under various impact conditions are captured. Then, the processes during head-windshield contact are reconstructed using validated FE head/laminated windshield models to assess the severity of brain injury caused by the head-windshield contact. Governing factors, such as vehicle speed, ESS speed, and the initial orientation of ESS rider, have nontrivial influences over the severity of a rider's brain injuries. Results also show positive correlations between vehicle speed and head-windshield impact speeds (linear and angular). Meanwhile, the time of head-windshield contact happens earlier when the vehicle speed is faster. According to the intensive study, windshield-head contact speed (linear and angular), impact location on the windshield, and head collision area are found to be direct factors on ESS riders' brain injuries during an impact. The von Mises stress and shear stress rise when relative contact speed of head-windshield increases. Brain injury indices vary widely when the head impacting the windshield from center to the edge or impacting with different areas. PMID:29770161</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016EPJWC.11001031K','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016EPJWC.11001031K"><span>Protective Effectiveness of Porous Shields Under the Influence of High-Speed Impact Loading</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Kramshonkov, E. N.; Krainov, A. V.; Shorohov, P. V.</p> <p>2016-02-01</p> <p>The results of numerical simulations of a compact steel impactor with the aluminum porous shields under high-speed shock loading are presented. The porosity of barrier varies in wide range provided that its mass stays the same, but the impactor has always equal (identical) mass. Here presented the final assessment of the barrier perforation speed depending on its porosity and initial shock speed. The range of initial impact speed varies from 1 to 10 km/s. Physical phenomena such as: destruction, melting, vaporization of a interacting objects are taken into account. The analysis of a shield porosity estimation disclosed that the protection effectiveness of porous shield reveals at the initial impact speed grater then 1.5 km/s, and it increases when initial impact speed growth.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/23861086','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/23861086"><span>A comparative study of the speeds attained by captive cheetahs during the enrichment practice of the "cheetah run".</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Quirke, Thomas; O'Riordan, Ruth; Davenport, John</p> <p>2013-01-01</p> <p>The enrichment practice of the "cheetah run" is becoming increasingly popular within zoological institutions as a method to enrich captive cheetahs. A lure moving at speed represents an artificial prey item that the cursorial cheetah can pursue, therefore allowing it to perform an important hunting behavior within a captive setting. This study was conducted in order to highlight how employing different forms of this type of enrichment may influence its efficacy. This is important in relation to the future development of an optimum type of "cheetah run" enrichment which maximizes the potential beneficial effects and therefore positively impacts upon cheetah welfare in captivity. Video recordings were carried out at three separate institutions (Fota Wildlife Park, Ireland; Ann van Dyk Cheetah Centre, South Africa; Cheetah Conservation Fund, Namibia). Randomization tests were carried out to compare the highest speeds attained between males and females, trained and untrained cheetahs and also between the three institutions. Females and trained individuals reached significantly higher speeds compared with males and untrained individuals, respectively. The only significant difference between the three institutions was between the Ann van Dyk Cheetah Centre and the Cheetah Conservation Fund, where cheetahs at the Ann van Dyk center reached significantly higher speeds. The current study represents the first detailed study of any aspect of the "cheetah run" across multiple institutions. It also includes the first quantification of the speed of cheetahs in captivity in relation to differing enrichment practices. © 2013 Wiley Periodicals, Inc.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/23682157','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/23682157"><span>Relationship between wealth and age trajectories of walking speed among older adults: evidence from the English Longitudinal Study of Ageing.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Zaninotto, Paola; Sacker, Amanda; Head, Jenny</p> <p>2013-12-01</p> <p>Slow walking speed is associated with higher risk of accidents, disability, and mortality in older adults, with people in more disadvantaged socioeconomic positions being at higher risk. We explore the relationship between wealth and age trajectories of walking speed among older adults. Data come from three waves (2002-2003 to 2006-2007) of the English Longitudinal Study of Ageing. We use latent growth curve models and aging-vector graphs to explore individual changes and average population age trajectories of walking speed by wealth among 7,225 individuals aged 60 and older. For someone aged 71 in the poorest wealth quintile, the baseline mean walking speed was 0.75 m/s, which decreased to 0.71 m/s 4 years later, whereas that of a person in the richest wealth quintile was 0.91 m/s, which decreased to 0.82 m/s. Although the decline in walking speed was faster among people in the richest wealth (net of covariates), the gaps in walking speed between richest and poorest did not close. Even after accounting for covariates, people in the richest wealth only reached critical values (0.60 m/s) of walking speed at the age of 90, whereas people in the poorest wealth reached that level 6 years earlier. Our findings showed continuing gaps in physical functioning by wealth, even among people with the same health, psychosocial, and demographic conditions. As wealth reflects both past and current socioeconomic status, the implications of our findings are that reducing socioeconomic inequalities at all stages of the life course may have a positive impact on functioning in old age.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017AGUFM.A11F1935B','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017AGUFM.A11F1935B"><span>An Initial Assessment of the Impact of CYGNSS Ocean Surface Wind Assimilation on Navy Global and Mesoscale Numerical Weather Prediction</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Baker, N. L.; Tsu, J.; Swadley, S. D.</p> <p>2017-12-01</p> <p>We assess the impact of assimilation of CYclone Global Navigation Satellite System (CYGNSS) ocean surface winds observations into the NAVGEM[i] global and COAMPS®[ii] mesoscale numerical weather prediction (NWP) systems. Both NAVGEM and COAMPS® used the NRL 4DVar assimilation system NAVDAS-AR[iii]. Long term monitoring of the NAVGEM Forecast Sensitivity Observation Impact (FSOI) indicates that the forecast error reduction for ocean surface wind vectors (ASCAT and WindSat) are significantly larger than for SSMIS wind speed observations. These differences are larger than can be explained by simply two pieces of information (for wind vectors) versus one (wind speed). To help understand these results, we conducted a series of Observing System Experiments (OSEs) to compare the assimilation of ASCAT wind vectors with the equivalent (computed) ASCAT wind speed observations. We found that wind vector assimilation was typically 3 times more effective at reducing the NAVGEM forecast error, with a higher percentage of beneficial observations. These results suggested that 4DVar, in the absence of an additional nonlinear outer loop, has limited ability to modify the analysis wind direction. We examined several strategies for assimilating CYGNSS ocean surface wind speed observations. In the first approach, we assimilated CYGNSS as wind speed observations, following the same methodology used for SSMIS winds. The next two approaches converted CYGNSS wind speed to wind vectors, using NAVGEM sea level pressure fields (following Holton, 1979), and using NAVGEM 10-m wind fields with the AER Variational Analysis Method. Finally, we compared these methods to CYGNSS wind speed assimilation using multiple outer loops with NAVGEM Hybrid 4DVar. Results support the earlier studies suggesting that NAVDAS-AR wind speed assimilation is sub-optimal. We present detailed results from multi-month NAVGEM assimilation runs along with case studies using COAMPS®. Comparisons include the fit of analyses and forecasts with in-situ observations and analyses from other NWP centers (e.g. ECMWF and GFS). [i] NAVy Global Environmental Model [ii] COAMPS® is a registered trademark of the Naval Research Laboratory for the Navy's Coupled Ocean Atmosphere Mesoscale Prediction System. [iii] NRL Atmospheric Variational Data Assimilation System</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2003JFM...478..125T','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2003JFM...478..125T"><span>Air entrapment under an impacting drop</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Thoroddsen, S. T.; Etoh, T. G.; Takehara, K.</p> <p>2003-03-01</p> <p>When a drop impacts on a liquid surface it entraps a small amount of air under its centre as the two liquid surfaces meet. The contact occurs along a ring enclosing a thin disk of air. We use the next-generation ultra-high-speed video camera, capable of 1 million f.p.s. (Etoh et al. 2002), to study the dynamics of this air sheet as it contracts due to surface tension, to form a bubble or, more frequently, splits into two bubbles. During the contraction of the air disk an azimuthal undulation, resembling a pearl necklace, develops along its edge. The contraction speed of the sheet is accurately described by a balance between inertia and surface tension. The average initial thickness of the air sheet decreases with higher impact Reynolds numbers, becoming less than one micron. The total volume of air entrapped depends strongly on the bottom curvature of the drop at impact. A sheet of micro-bubbles is often observed along the original interface. Oguz Prosperetti bubble rings are also observed. For low Weber numbers (We<20) a variety of other entrapment phenomena appear.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28214602','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28214602"><span>Impact of fill-level in twin-screw granulation on critical quality attributes of granules and tablets.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Meier, Robin; Moll, Klaus-Peter; Krumme, Markus; Kleinebudde, Peter</p> <p>2017-06-01</p> <p>In a previous study a change of the fill-level in the barrel exerted a huge influence on the twin-screw granulation (TSG) process of a high drug loaded, simplified formulation. The present work investigated this influence systematically. The specific feed load (SFL) indicating the mass per revolution as surrogate parameter for the fill-level was applied and the correlation to the real volumetric fill level of an extruder could be demonstrated by a newly developed method. A design of experiments was conducted to examine the combined influence of SFL and screw speed on the process and on critical quality attributes of granules and tablets. The same formulation was granulated at constant liquid level with the same screw configuration and led to distinctively different results by only changing the fill-level and the screw speed. The power consumption of the extruder increased at higher SFLs with hardly any influence of screw speed. At low SFL the median residence time was mainly fill-level dependent and at higher SFL mainly screw speed dependent. Optimal values for the product characteristics were found at medium values for the SFL. Granule size distributions shifted from mono-modal and narrow shape to broader and even bimodal distributions of larger median granule sizes, when exceeding or falling below a certain fill-level. Deviating from the optimum fill-level, tensile strength of tablets decreased by about 25% and disintegration times of tablets increased for more than one third. At low fill-levels, material accumulation in front of the kneading zone was detected by pressure measurements and was assumed to be responsible for the unfavored product performance. At high fill-levels, granule consolidation due to higher propensity of contact with the result of higher material temperature was accounted for inferior product performance. The fill-level was found to be an important factor in assessment and development of twin-screw granulation processes as it impacted process and product attributes enormously. Copyright © 2017 Elsevier B.V. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017JNuM..486..129D','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017JNuM..486..129D"><span>Impact of friction stir welding on the microstructure of ODS steel</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Dawson, H.; Serrano, M.; Cater, S.; Iqbal, N.; Almásy, L.; Tian, Q.; Jimenez-Melero, E.</p> <p>2017-04-01</p> <p>We have assessed the impact of the welding parameters on the nano-sized oxide dispersion and the grain size in the matrix of an ODS steel after friction stir welding. Our results, based on combined small angle neutron scattering and electron microscopy, reveal a decrease in the volume fraction of the particles smaller than 80 nm in the welds, mainly due to particle agglomeration. The increase in tool rotation speed or decrease in transverse speed leads to a higher reduction in nano-sized particle fraction, and additionally to the occurrence of particle melting. The dependence of the average grain size in the matrix on the particle volume fraction follows a Zener pinning-type relationship. This result points to the principal role that the particles have in pinning grain boundary movement, and consequently in controlling the grain size during welding.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.gpo.gov/fdsys/pkg/FR-2011-08-12/pdf/2011-20571.pdf','FEDREG'); return false;" href="https://www.gpo.gov/fdsys/pkg/FR-2011-08-12/pdf/2011-20571.pdf"><span>76 FR 50323 - Notice of Availability of a Draft Environmental Impact Report/Environmental Impact Statement for...</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.gpo.gov/fdsys/browse/collection.action?collectionCode=FR">Federal Register 2010, 2011, 2012, 2013, 2014</a></p> <p></p> <p>2011-08-12</p> <p>... Environmental Impact Report/ Environmental Impact Statement for the California High-Speed Train Project Fresno...-Speed Train (HST) Project Fresno to Bakersfield Section (Project). FRA is the lead Federal agency and the California High-Speed Rail Authority (Authority) is the lead state agency for the environmental...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018PhyA..490..476S','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018PhyA..490..476S"><span>Moving characteristics of single file passengers considering the effect of ship trim and heeling</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Sun, Jinlu; Lu, Shouxiang; Lo, Siuming; Ma, Jian; Xie, Qimiao</p> <p>2018-01-01</p> <p>Ship listing and motion affects the movement pattern of passengers on board, thus pedestrian traffic and evacuation dynamics would be significantly different from those on level ground. To quantify the influence of ship listing and motion on passenger evacuation, we designed a ship corridor simulator, with which we performed single-file pedestrian movement experiments considering the effect of trim and heeling. Results indicated that density is not the only factor that affects pedestrian speed under ship trim or heeling conditions, for that both individual walking speed and group walking speed would be greatly attenuated due to the influence of the trim angles. However, heeling angles show less impact on speed when compared with trim angles. In addition, the speed correlation coefficient between the adjacent experimental subjects would be higher with larger angles and lower speed. Moreover, both female and male experimental subjects need similar distance headway for walking in different trim or heeling conditions. Furthermore, experimental subjects with lower individual walking speed need longer time headway to keep enough distance headway. This work will provide fundamental guidance to the development of evacuation models and the design of evacuation facilities on board.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_2");'>2</a></li> <li><a href="#" onclick='return showDiv("page_3");'>3</a></li> <li class="active"><span>4</span></li> <li><a href="#" onclick='return showDiv("page_5");'>5</a></li> <li><a href="#" onclick='return showDiv("page_6");'>6</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_4 --> <div id="page_5" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_3");'>3</a></li> <li><a href="#" onclick='return showDiv("page_4");'>4</a></li> <li class="active"><span>5</span></li> <li><a href="#" onclick='return showDiv("page_6");'>6</a></li> <li><a href="#" onclick='return showDiv("page_7");'>7</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="81"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017PhFl...29e7101A','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017PhFl...29e7101A"><span>Characterizing shock waves in hydrogel using high speed imaging and a fiber-optic probe hydrophone</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Anderson, Phillip A.; Betney, M. R.; Doyle, H. W.; Tully, B.; Ventikos, Y.; Hawker, N. A.; Roy, Ronald A.</p> <p>2017-05-01</p> <p>The impact of a stainless steel disk-shaped projectile launched by a single-stage light gas gun is used to generate planar shock waves with amplitudes on the order of 102MPa in a hydrogel target material. These shock waves are characterized using ultra-high-speed imaging as well as a fiber-optic probe hydrophone. Although the hydrogel equation of state (EOS) is unknown, the combination of these measurements with conservation of mass and momentum allows us to calculate pressure. It is also shown that although the hydrogel behaves similarly to water, the use of a water EOS underpredicts pressure amplitudes in the hydrogel by ˜10 % at the shock front. Further, the water EOS predicts pressures approximately 2% higher than those determined by conservation laws for a given value of the shock velocity. Shot to shot repeatability is controlled to within 10%, with the shock speed and pressure increasing as a function of the velocity of the projectile at impact. Thus the projectile velocity may be used as an adequate predictor of shock conditions in future work with a restricted suite of diagnostics.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19770004172','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19770004172"><span>Wave propagation in fiber composite laminates, part 2</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Daniel, I. M.; Liber, T.</p> <p>1976-01-01</p> <p>An experimental investigation was conducted to determine the wave propagation characteristics, transient strains and residual properties in unidirectional and angle-ply boron/epoxy and graphite/epoxy laminates impacted with silicone rubber projectiles at velocities up to 250 MS-1. The predominant wave is flexural, propagating at different velocities in different directions. In general, measured wave velocities were higher than theoretically predicted values. The amplitude of the in-plane wave is less than ten percent of that of the flexural wave. Peak strains and strain rates in the transverse to the (outer) fiber direction are much higher than those in the direction of the fibers. The dynamics of impact were also studied with high speed photography.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28791942','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28791942"><span>Socioeconomic Status and Race Outperform Concussion History and Sport Participation in Predicting Collegiate Athlete Baseline Neurocognitive Scores.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Houck, Zac; Asken, Breton; Clugston, James; Perlstein, William; Bauer, Russell</p> <p>2018-01-01</p> <p>The purpose of this study was to assess the contribution of socioeconomic status (SES) and other multivariate predictors to baseline neurocognitive functioning in collegiate athletes. Data were obtained from the Concussion Assessment, Research and Education (CARE) Consortium. Immediate Post-Concussion Assessment and Cognitive Testing (ImPACT) baseline assessments for 403 University of Florida student-athletes (202 males; age range: 18-23) from the 2014-2015 and 2015-2016 seasons were analyzed. ImPACT composite scores were consolidated into one memory and one speed composite score. Hierarchical linear regressions were used for analyses. In the overall sample, history of learning disability (β=-0.164; p=.001) and attention deficit-hyperactivity disorder (β=-0.102; p=.038) significantly predicted worse memory and speed performance, respectively. Older age predicted better speed performance (β=.176; p<.001). Black/African American race predicted worse memory (β=-0.113; p=.026) and speed performance (β=-.242; p<.001). In football players, higher maternal SES predicted better memory performance (β=0.308; p=.007); older age predicted better speed performance (β=0.346; p=.001); while Black/African American race predicted worse speed performance (β=-0.397; p<.001). Baseline memory and speed scores are significantly influenced by history of neurodevelopmental disorder, age, and race. In football players, specifically, maternal SES independently predicted baseline memory scores, but concussion history and years exposed to sport were not predictive. SES, race, and medical history beyond exposure to brain injury or subclinical brain trauma are important factors when interpreting variability in cognitive scores among collegiate athletes. Additionally, sport-specific differences in the proportional representation of various demographic variables (e.g., SES and race) may also be an important consideration within the broader biopsychosocial attributional model. (JINS, 2018, 24, 1-10).</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://pubs.er.usgs.gov/publication/70193529','USGSPUBS'); return false;" href="https://pubs.er.usgs.gov/publication/70193529"><span>The effects of swimming exercise and dissolved oxygen on growth performance, fin condition and precocious maturation of early-rearing Atlantic salmon Salmo salar</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://pubs.er.usgs.gov/pubs/index.jsp?view=adv">USGS Publications Warehouse</a></p> <p>Waldrop, Thomas; Summerfelt, Steven T.; Mazik, Patricia M.; Good, Christopher</p> <p>2018-01-01</p> <p>Swimming exercise, typically measured in body-lengths per second (BL/s), and dissolved oxygen (DO), are important environmental variables in fish culture. While there is an obvious physiological association between these two parameters, their interaction has not been adequately studied in Atlantic salmon Salmo salar. Because exercise and DO are variables that can be easily manipulated in modern aquaculture systems, we sought to assess the impact of these parameters, alone and in combination, on the performance, health and welfare of juvenile Atlantic salmon. In our study, Atlantic salmon fry were stocked into 12 circular 0.5 m3 tanks in a flow-through system and exposed to either high (1.5–2 BL/s) or low (<0.5 BL/s) swimming speeding and high (100% saturation) or low (70% saturation) DO while being raised from 10 g to approximately 350 g in weight. Throughout the study period, we assessed the impacts of exercise and DO concentration on growth, feed conversion, survival and fin condition. By study's end, both increased swimming speed and higher DO were independently associated with a statistically significant increase in growth performance (p < .05); however, no significant differences were noted in survival and feed conversion. Caudal fin damage was associated with low DO, while right pectoral fin damage was associated with higher swimming speed. Finally, precocious male sexual maturation was associated with low swimming speed. These results suggest that providing exercise and dissolved oxygen at saturation during Atlantic salmon early rearing can result in improved growth performance and a lower incidence of precocious parr.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017SPIE10328E..1PS','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017SPIE10328E..1PS"><span>Plasma measurement by optical visualization and triple probe method under high-speed impact</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Sakai, T.; Umeda, K.; Kinoshita, S.; Watanabe, K.</p> <p>2017-02-01</p> <p>High-speed impact on spacecraft by space debris poses a threat. When a high-speed projectile collides with target, it is conceivable that the heat created by impact causes severe damage at impact point. Investigation of the temperature is necessary for elucidation of high-speed impact phenomena. However, it is very difficult to measure the temperature with standard methods for two main reasons. One reason is that a thermometer placed on the target is instantaneously destroyed upon impact. The other reason is that there is not enough time resolution to measure the transient temperature changes. In this study, the measurement of plasma induced by high-speed impact was investigated to estimate temperature changes near the impact point. High-speed impact experiments were performed with a vertical gas gun. The projectile speed was approximately 700 m/s, and the target material was A5052. The experimental data to calculate the plasma parameters of electron temperature and electron density were measured by triple probe method. In addition, the diffusion behavior of plasma was observed by optical visualization technique using high-speed camera. The frame rate and the exposure time were 260 kfps and 1.0 μs, respectively. These images are considered to be one proof to show the validity of plasma measurement. The experimental results showed that plasma signals were detected for around 70 μs, and the rising phase of the wave form was in good agreement with timing of optical visualization image when the plasma arrived at the tip of triple probe.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=19810009498&hterms=economics&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DTitle%26N%3D0%26No%3D30%26Ntt%3Deconomics','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=19810009498&hterms=economics&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DTitle%26N%3D0%26No%3D30%26Ntt%3Deconomics"><span>The impact of materials technology and operational constraints on the economics of cruise speed selection</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Clauss, J. S., Jr.; Bruckman, F. A.; Horning, D. L.; Johnston, R. H.; Werner, J. V.</p> <p>1981-01-01</p> <p>Six material concepts at Mach 2.0 and three material concepts at Mach 2.55 were proposed. The resulting evaluations, based on projected development, production, and operating costs, indicate that aircraft designs with advanced composites as the primary material ingredient have the lowest fare premiums at both Mach 2.0 and 2.55. Designs having advanced metallics as the primary material ingredient are not economical. Advanced titanium, employing advanced manufacturing methods such as SFF/DB, requires a fare premium of about 30 percent at both Mach 2.0 and 2.55. Advanced aluminum, usable only at the lower Mach number, requires a fare premium of 20 percent. Cruise speeds in the Mach 2.0-2.3 regime are preferred because of the better economics and because of the availability of two material concepts to reduce program risk - advanced composites and advanced aluminums. This cruise speed regime also avoids the increase in risk associated with the more complex inlets and airframe systems and higher temperature composite matrices required at the higher Mach numbers typified by Mach 2.55.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018JPhCS1016a2019W','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018JPhCS1016a2019W"><span>Computational Model for Impact-Resisting Critical Thickness of High-Speed Machine Outer Protective Plate</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Wu, Huaying; Wang, Li Zhong; Wang, Yantao; Yuan, Xiaolei</p> <p>2018-05-01</p> <p>The blade or surface grinding blade of the hypervelocity grinding wheel may be damaged due to too high rotation rate of the spindle of the machine and then fly out. Its speed as a projectile may severely endanger the field persons. Critical thickness model of the protective plate of the high-speed machine is studied in this paper. For easy analysis, the shapes of the possible impact objects flying from the high-speed machine are simplified as sharp-nose model, ball-nose model and flat-nose model. Whose front ending shape to represent point, line and surface contacting. Impact analysis based on J-C model is performed for the low-carbon steel plate with different thicknesses in this paper. One critical thickness computational model for the protective plate of high-speed machine is established according to the damage characteristics of the thin plate to get relation among plate thickness and mass, shape and size and impact speed of impact object. The air cannon is used for impact test. The model accuracy is validated. This model can guide identification of the thickness of single-layer outer protective plate of a high-speed machine.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/26244891','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/26244891"><span>Components of Particle Emissions from Light-Duty Spark-Ignition Vehicles with Varying Aromatic Content and Octane Rating in Gasoline.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Short, Daniel Z; Vu, Diep; Durbin, Thomas D; Karavalakis, Georgios; Asa-Awuku, Akua</p> <p>2015-09-01</p> <p>Typical gasoline consists of varying concentrations of aromatic hydrocarbons and octane ratings. However, their impacts on particulate matter (PM) such as black carbon (BC) and water-soluble and insoluble particle compositions are not well-defined. This study tests seven 2012 model year vehicles, which include one port fuel injection (PFI) configured hybrid vehicle, one PFI vehicle, and six gasoline direct injection (GDI) vehicles. Each vehicle was driven on the Unified transient testing cycle (UC) using four different fuels. Three fuels had a constant octane rating of 87 with varied aromatic concentrations at 15%, 25%, and 35%. A fourth fuel with higher octane rating, 91, contained 35% aromatics. BC, PM mass, surface tension, and water-soluble organic mass (WSOM) fractions were measured. The water-insoluble mass (WIM) fraction of the vehicle emissions was estimated. Increasing fuel aromatic content increases BC emission factors (EFs) of transient cycles. BC concentrations were higher for the GDI vehicles than the PFI and hybrid vehicles, suggesting a potential climate impact for increased GDI vehicle production. Vehicle steady-state testing showed that the hygroscopicity of PM emissions at high speeds (70 mph; κ > 1) are much larger than emissions at low speeds (30 mph; κ < 0.1). Iso-paraffin content in the fuels was correlated to the decrease in WSOM emissions. Both aromatic content and vehicle speed increase the amount of hygroscopic material found in particle emissions.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2012MNRAS.425..338N','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2012MNRAS.425..338N"><span>Recent collisional jet from a primitive asteroid</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Novaković, Bojan; Dell'Oro, Aldo; Cellino, Alberto; Knežević, Zoran</p> <p>2012-09-01</p> <p>In this paper we show an example of a young asteroid cluster located in a dynamically stable region, which was produced by partial disruption of a primitive body about 30 km in size. We estimate its age to be only 1.9 ± 0.3 Myr; thus, its post-impact evolution should have been very limited. The large difference in size between the largest object and the other cluster members means that this was a cratering event. The parent body had a large orbital inclination and was subject to collisions with typical impact speeds higher by a factor of 2 than in the most common situations encountered in the main belt. For the first time, we have at our disposal the observable outcome of a very recent event to study high-speed collisions involving primitive asteroids, providing very useful constraints to numerical simulations of these events and to laboratory experiments.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19920013268','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19920013268"><span>Impact and promise of NASA aeropropulsion technology</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Saunders, Neal T.; Bowditch, David N.</p> <p>1990-01-01</p> <p>The aeropropulsion industry in the U.S. has established an enviable record of leading the world in aeropropulsion for commercial and military aircraft. NASA's aeropropulsion program (primarily conducted through the Lewis Research Center) has significantly contributed to that success through research and technology advances and technology demonstration. Some past NASA contributions to engines in current aircraft are reviewed, and technologies emerging from current research programs for the aircraft of the 1990's are described. Finally, current program thrusts toward improving propulsion systems in the 2000's for subsonic commercial aircraft and higher speed aircraft such as the High-Speed Civil Transport and the National Aerospace Plane are discussed.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/27438484','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/27438484"><span>Towards setting credible speed limits: Identifying factors that affect driver compliance on urban roads.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Gargoum, Suliman A; El-Basyouny, Karim; Kim, Amy</p> <p>2016-10-01</p> <p>Road geometry, vehicle characteristics, and weather conditions are all factors that impact a driver's perception of a safe or credible speed and, consequently, the driver's decision on whether or not to comply with the posted speed limit. In fact, the role a road's environment plays in a driver's perception of a credible speed limit is a topic that has attracted the interest of many researchers in recent years. Despite that, not many studies have considered using empirical data to investigate what features of the road environment influence a driver's compliance choice. This paper aims to address this matter by exploring the relationships between features of the road surroundings (geometric, temporal factors, and weather conditions) and driver compliance with speed limits. The paper uses data from almost 600 different urban roads in the city of Edmonton, at which over 35 million vehicle spot speeds were collected. Compliance was represented using a categorical ordered response variable, and mixed-effects-logistic-regression models were fitted. Two different models were built, one for arterials and another for collector roads. In general, the findings show that the more restricted drivers become, particularly on arterials, the more likely drivers are to comply with speed limits; potential restrictions include on-street parking and the absence of lateral shoulders. Furthermore, higher traffic activity during peak hours, and presumably on shoulder weekdays, both increase the likelihood of compliance on arterials. Similarly, posted speed limits and traffic volume are both positively correlated with compliance on both arterial and collector roads. The findings of this research provide evidence of the existence of an empirical relationship between road features and compliance, highlighting the importance of setting credible speed limits on roads and the possibility of achieving higher compliance rates through modifications to the road environment. Copyright © 2016 Elsevier Ltd. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/25453175','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/25453175"><span>Motor vehicle driver injury severity study under various traffic control at highway-rail grade crossings in the United States.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Hao, Wei; Daniel, Janice</p> <p>2014-12-01</p> <p>Based on the Federal Railway Administration (FRA) database, approximately 62% of the collisions at highway-rail crossings occurred at locations with active controls (gate and flashing lights), followed by passive controls (cross bucks and stop signs) with approximately 28% of accidents. The study applied an ordered probit model to explore the determinants of driver injury severity under various control measures at highway-rail grade crossing in the United States. The analysis found that schedule factor (peak hour), visibility, motor vehicle speed, train speed, driver's age, area type, traffic volume and highway pavement impact driver injury severity at both active and passive highway-rail crossings. For both active and passive control highway-rail grade crossings, speed control for both trains and vehicles will significantly reduce driver injury severity. However, the level of influence by vehicle speed and train speed at passive control is higher compared with active control. Paving highways at highway-rail grade crossings will also help to reduce driver injury severity at highway-rail crossing accidents. Published by Elsevier Ltd.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/29175825','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/29175825"><span>Reconstruction of head impacts in FIS World Cup alpine skiing.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Steenstrup, Sophie Elspeth; Mok, Kam-Ming; McIntosh, Andrew S; Bahr, Roald; Krosshaug, Tron</p> <p>2018-06-01</p> <p>Prior to the 2013/2014 season, the International Ski Federation (FIS) increased the helmet testing speed from 5.4 to 6.8 m/s for alpine downhill, super-G and giant slalom. Whether this increased testing speed reflects head impact velocities in real head injury situations on snow is unclear. We therefore investigated the injury mechanisms and gross head impact biomechanics in seven real head injury situations among World Cup (WC) alpine skiers. We analysed nine head impacts from seven head injury videos from the FIS Injury Surveillance System, throughout nine WC seasons (2006-2015) in detail. We used commercial video-based motion analysis software to estimate head impact kinematics in two dimensions, including directly preimpact and postimpact, from broadcast video. The sagittal plane angular movement of the head was also measured using angle measurement software. In seven of nine head impacts, the estimated normal to slope preimpact velocity was higher than the current FIS helmet rule of 6.8 m/s (mean 8.1 (±SD 0.6) m/s, range 1.9±0.8 to 12.1±0.4 m/s). The nine head impacts had a mean normal to slope velocity change of 9.3±1.0 m/s, range 5.2±1.1 to 13.5±1.3 m/s. There was a large change in sagittal plane angular velocity (mean 43.3±2.9 rad/s (range 21.2±1.5 to 64.2±3.0 rad/s)) during impact. The estimated normal to slope preimpact velocity was higher than the current FIS helmet rule of 6.8 m/s in seven of nine head impacts. © Article author(s) (or their employer(s) unless otherwise stated in the text of the article) 2018. All rights reserved. No commercial use is permitted unless otherwise expressly granted.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.gpo.gov/fdsys/pkg/FR-2012-04-20/pdf/2012-9491.pdf','FEDREG'); return false;" href="https://www.gpo.gov/fdsys/pkg/FR-2012-04-20/pdf/2012-9491.pdf"><span>77 FR 23802 - Notice of Availability of a Final Environmental Impact Report/Environmental Impact Statement, a...</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.gpo.gov/fdsys/browse/collection.action?collectionCode=FR">Federal Register 2010, 2011, 2012, 2013, 2014</a></p> <p></p> <p>2012-04-20</p> <p>... General Conformity Determination for the California High-Speed Train System Merced to Fresno Section... Environmental Impact Statement (EIS) and Final 4(f) Evaluation for the California High-Speed Train (HST) System...-Speed Rail Authority (Authority) is the lead state agency for the environmental review process. The...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://pubs.er.usgs.gov/publication/70030995','USGSPUBS'); return false;" href="https://pubs.er.usgs.gov/publication/70030995"><span>A critical assessment of the Burning Index in Los Angeles County, California</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://pubs.er.usgs.gov/pubs/index.jsp?view=adv">USGS Publications Warehouse</a></p> <p>Schoenberg, F.P.; Chang, H.-C.; Keeley, J.E.; Pompa, J.; Woods, J.; Xu, H.</p> <p>2007-01-01</p> <p>The Burning Index (BI) is commonly used as a predictor of wildfire activity. An examination of data on the BI and wildfires in Los Angeles County, California, from January 1976 to December 2000 reveals that although the BI is positively associated with wildfire occurrence, its predictive value is quite limited. Wind speed alone has a higher correlation with burn area than BI, for instance, and a simple alternative point process model using wind speed, relative humidity, precipitation and temperature well outperforms the BI in terms of predictive power. The BI is generally far too high in winter and too low in fall, and may exaggerate the impact of individual variables such as wind speed or temperature during times when other variables, such as precipitation or relative humidity, render the environment ill suited for wildfires. ?? IAWF 2007.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2006Icar..181..605K','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2006Icar..181..605K"><span>Low-speed impacts between rubble piles modeled as collections of polyhedra</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Korycansky, D. G.; Asphaug, Erik</p> <p>2006-04-01</p> <p>We present results of modeling rubble piles as collections of polyhedra. The use of polyhedra allows more realistic (irregular) shapes and interactions (e.g. collisions), particularly for objects of different sizes. Rotational degrees of freedom are included in the modeling, which may be important components of the motion. We solved the equations of rigid-body dynamics, including frictional/inelastic collisions, for collections of up to several hundred elements. As a demonstration of the methods and to compare with previous work by other researchers, we simulated low-speed collisions between km-scale bodies with the same general parameters as those simulated by Leinhardt et al. [Leinhardt, Z.M., Richardson, D.C., Quinn, T., 2000. Icarus 146, 133-151]. High-speed collisions appropriate to present-day asteroid encounters require additional treatment of shock effects and fragmentation and are the subject of future work; here we study regimes appropriate to planetesimal accretion and re-accretion in the aftermath of catastrophic events. Collisions between equal-mass objects at low speeds ( <10 cms) were simulated for both head-on and off-center collisions between rubble piles made of a power-law mass spectrum of sub-elements. Very low-speed head-on collisions produce single objects from the coalescence of the impactors. For slightly higher speeds, extensive disruption occurs, but re-accretion produces a single object with most of the total mass. For increasingly higher speeds, the re-accreted object has smaller mass, finally resulting in complete catastrophic disruption with all sub-elements on escape trajectories and only small amounts of mass in re-accreted bodies. Off-center collisions at moderately low speeds produce two re-accreted objects of approximately equal mass, separating at greater than escape speed. At high speed, complete disruption occurs as with the high-speed head-on collisions. Head-on collisions at low to moderate speeds result in objects of mostly oblate shape, while higher speed collisions produce mostly prolate objects, as do off-center collisions at moderate and high speeds. Collisions carried out with the same dissipative coefficients (coefficient of restitution ɛ=0.8, zero friction) as used by Leinhardt et al. [Leinhardt, Z.M., Richardson, D.C., Quinn, T., 2000. Icarus 146, 133-151] result in a value for specific energy for disruption QD∗≈1.4 J/kg, somewhat lower than the value of 2 J/kg found by them, while collisions with a lower coefficient of restitution and friction [ ɛ=0.5, ɛ=0, μ=0.5, similar to those used by Michel, et al. [Michel, P., Benz, W., Richardson, D.C., 2004. Planet. Space Sci. 52, 1109-1117] for SPH + N-body calculations] yield QD∗≈4.5 J/kg.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2003A%26A...409.1151G','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2003A%26A...409.1151G"><span>Time of flight mass spectra of ions in plasmas produced by hypervelocity impacts of organic and mineralogical microparticles on a cosmic dust analyser</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Goldsworthy, B. J.; Burchell, M. J.; Cole, M. J.; Armes, S. P.; Khan, M. A.; Lascelles, S. F.; Green, S. F.; McDonnell, J. A. M.; Srama, R.; Bigger, S. W.</p> <p>2003-10-01</p> <p>The ionic plasma produced by a hypervelocity particle impact can be analysed to determine compositional information for the original particle by using a time-of-flight mass spectrometer. Such methods have been adopted on interplanetary dust detectors to perform in-situ analyses of encountered grains, for example, the Cassini Cosmic Dust Analyser (CDA). In order to more fully understand the data returned by such instruments, it is necessary to study their response to impacts in the laboratory. Accordingly, data are shown here for the mass spectra of ionic plasmas, produced through the acceleration of microparticles via a 2 MV van de Graaff accelerator and their impact on a dimensionally correct CDA model with a rhodium target. The microparticle dusts examined have three different chemical compositions: metal (iron), organic (polypyrrole and polystyrene latex) and mineral (aluminosilicate clay). These microparticles have mean diameters in the range 0.1 to 1.6 mu m and their velocities range from 1-50 km s-1. They thus cover a wide range of compositions, sizes and speeds expected for dust particles encountered by spacecraft in the Solar System. The advent of new low-density, microparticles with highly controllable attributes (composition, size) has enabled a number of new investigations in this area. The key is the use of a conducting polymer, either as the particle itself or as a thin overlayer on organic (or inorganic) core particles. This conductive coating permits efficient electrostatic charging and acceleration. Here, we examine how the projectile's chemical composition influences the ionic plasma produced after the hypervelocity impact. This study thus extends our understanding of impact plasma formation and detection. The ionization yield normalized to particle mass was found to depend on impact speed to the power (3.4 +/- 0.1) for iron and (2.9 +/- 0.1) for polypyrrole coated polystyrene and aluminosilicate clay. The ioization signal rise time was found to fall for all projectile materials from a few microseconds at low impact speeds (3 km s-1) to a few tenths of a microsecond at higher speeds (approximately 16 km s-1 for aluminosilicate particles and approximately 28 km s-1 for iron and polystyrene particles). At speeds greater than these the rise time was a constant few tenths of a microsecond independent of impact speed. The mass resolution of the time of flight spectrometer was found to be non-linear at high masses above 100 amu. It was Delta m/m = 5 for m = 1 amu and 40 for m = 200 amu. However, although at high masses most mass peaks had the resolution quoted, there were also occasional much narrower mass peaks observed, suggesting that at 250 to 280 amu Delta m/m = 80 to 100. The lower resolutions may be due to closely spaced mass peak signals effectively merging into one observed peak due to the (greater but still finite) resolution found for the isolated mass peaks. Complex mass spectra have been reproducibly obtained from a number of different projectiles that display many charged molecular fragments with masses up to 250 amu and with periodicities of 12-14 amu. These new studies reveal an extremely strong dependence of the time-of-flight mass spectra on the impact speed, particularly at low velocities (1-20 km s-1). In some impact velocity regimes it is possible to distinguish time-of-flight spectra originating from organic microparticles from those obtained from iron microparticles. However, such discrimination was not possible at high impact speeds, nor was it possible to distinguish between the time-of-flight spectra obtained for aluminosilicate particles from those obtained for iron projectiles.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/19393784','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/19393784"><span>Evaluation of the Scottsdale Loop 101 automated speed enforcement demonstration program.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Shin, Kangwon; Washington, Simon P; van Schalkwyk, Ida</p> <p>2009-05-01</p> <p>Speeding is recognized as a major contributing factor in traffic crashes. In order to reduce speed-related crashes, the city of Scottsdale, Arizona implemented the first fixed-camera photo speed enforcement program (SEP) on a limited access freeway in the US. The 9-month demonstration program spanning from January 2006 to October 2006 was implemented on a 6.5 mile urban freeway segment of Arizona State Route 101 running through Scottsdale. This paper presents the results of a comprehensive analysis of the impact of the SEP on speeding behavior, crashes, and the economic impact of crashes. The impact on speeding behavior was estimated using generalized least square estimation, in which the observed speeds and the speeding frequencies during the program period were compared to those during other periods. The impact of the SEP on crashes was estimated using 3 evaluation methods: a before-and-after (BA) analysis using a comparison group, a BA analysis with traffic flow correction, and an empirical Bayes BA analysis with time-variant safety. The analysis results reveal that speeding detection frequencies (speeds> or =76 mph) increased by a factor of 10.5 after the SEP was (temporarily) terminated. Average speeds in the enforcement zone were reduced by about 9 mph when the SEP was implemented, after accounting for the influence of traffic flow. All crash types were reduced except rear-end crashes, although the estimated magnitude of impact varies across estimation methods (and their corresponding assumptions). When considering Arizona-specific crash related injury costs, the SEP is estimated to yield about $17 million in annual safety benefits.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/26967490','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/26967490"><span>The influence of golf shaft stiffness on grip and clubhead kinematics.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>MacKenzie, Sasho J; Boucher, Daniel E</p> <p>2017-01-01</p> <p>The purpose of this study was to investigate the influence of shaft stiffness on grip and clubhead kinematics. Two driver shafts with disparate levels of stiffness, but very similar inertial properties, were tested by 33 golfers representing a range of abilities. Shaft deflection data as well as grip and clubhead kinematics were collected from 14 swings, with each shaft, for each golfer using an optical motion capture system. The more flexible shaft (R-Flex) demonstrated a higher contribution to clubhead speed from shaft deflection dynamics (P < .001), but was also associated with significantly less grip angular velocity at impact (P = .001), resulting in no significant difference in clubhead speed (P = .14). However, at the individual level, half of the participants demonstrated a significant difference in clubhead speed between shafts. The more flexible shaft was also associated with significantly different magnitudes of head rotation relative to the grip. More specifically, both bend loft (P < .001) and bend lie (P < .001) were greater for the R-Flex shaft, while bend close (P = .017) was greater for the stiffer (X-Flex) shaft. However, changes in grip orientation resulted in no significant differences in face orientation, between the shafts, at impact.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/23597006','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/23597006"><span>Assessment of processing speed in children with mild TBI: a "first look" at the validity of pediatric ImPACT.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Newman, Julie B; Reesman, Jennifer H; Vaughan, Christopher G; Gioia, Gerard A</p> <p>2013-01-01</p> <p>Deficit in the speed of cognitive processing is a commonly identified neuropsychological change in children recovering from a mild TBI. However, there are few validated child assessment instruments that allow for serial assessment over the course of recovery in this population. Pediatric ImPACT is a novel measure that purports to assess cognitive speed, learning, and efficiency in this population. The current study sought to validate the use of this new measure by comparing it to traditional paper and pencil measures of processing speed. One hundred and sixty-four children (71% male) age 5-12 with mild TBI evaluated in an outpatient concussion clinic were administered Pediatric ImPACT and other neuropsychological test measures as part of a flexible test battery. Performance on the Response Speed Composite of Pediatric ImPACT was more strongly associated with other measures of cognitive processing speed, than with measures of immediate/working memory and learning/memory in this sample of injured children. There is preliminary support for convergent and discriminant validity of Pediatric ImPACT as a measure for use in post-concussion evaluations of processing speed in children.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_3");'>3</a></li> <li><a href="#" onclick='return showDiv("page_4");'>4</a></li> <li class="active"><span>5</span></li> <li><a href="#" onclick='return showDiv("page_6");'>6</a></li> <li><a href="#" onclick='return showDiv("page_7");'>7</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_5 --> <div id="page_6" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_4");'>4</a></li> <li><a href="#" onclick='return showDiv("page_5");'>5</a></li> <li class="active"><span>6</span></li> <li><a href="#" onclick='return showDiv("page_7");'>7</a></li> <li><a href="#" onclick='return showDiv("page_8");'>8</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="101"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/1194066','SCIGOV-STC'); return false;" href="https://www.osti.gov/servlets/purl/1194066"><span>Asymmetric material impact: Achieving free surfaces velocities nearly double that of the projectile</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/search">DOE Office of Scientific and Technical Information (OSTI.GOV)</a></p> <p>Aslam, Tariq; Dattelbaum, Dana; Gustavsen, Richard</p> <p></p> <p>Hypervelocity impact speeds are often limited by practical considerations in guns and explosive driven systems. In particular, for gas guns (both powder driven and light gas guns), there is the general trend that higher projectile speeds often come at the expense of smaller diameters, and thus less time for examining shock phenomena prior to two dimensional release waves affecting the observed quantities of interest. Similarly, explosive driven systems have their own set of limiting conditions due to limitations in explosive energy and size of devices required as engineering dimensions increase. The focus in this study is to present a methodologymore » of obtaining free surface velocities well in excess of the projectile velocity. The key to this approach is in using a high impedance projectile that impacts a series of progressively lower impedance materials. The free surface velocity (if they were separated) of each of the progressively lower impedance materials would increase for each material. The theory behind this approach, as well as experimental results are presented.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/pages/biblio/1194066-asymmetric-material-impact-achieving-free-surfaces-velocities-nearly-double-projectile','SCIGOV-DOEP'); return false;" href="https://www.osti.gov/pages/biblio/1194066-asymmetric-material-impact-achieving-free-surfaces-velocities-nearly-double-projectile"><span>Asymmetric material impact: Achieving free surfaces velocities nearly double that of the projectile</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/pages">DOE PAGES</a></p> <p>Aslam, Tariq; Dattelbaum, Dana; Gustavsen, Richard; ...</p> <p>2015-05-19</p> <p>Hypervelocity impact speeds are often limited by practical considerations in guns and explosive driven systems. In particular, for gas guns (both powder driven and light gas guns), there is the general trend that higher projectile speeds often come at the expense of smaller diameters, and thus less time for examining shock phenomena prior to two dimensional release waves affecting the observed quantities of interest. Similarly, explosive driven systems have their own set of limiting conditions due to limitations in explosive energy and size of devices required as engineering dimensions increase. The focus in this study is to present a methodologymore » of obtaining free surface velocities well in excess of the projectile velocity. The key to this approach is in using a high impedance projectile that impacts a series of progressively lower impedance materials. The free surface velocity (if they were separated) of each of the progressively lower impedance materials would increase for each material. The theory behind this approach, as well as experimental results are presented.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/26225','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/26225"><span>High-speed ground transportation noise and vibration impact assessment.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2012-09-01</p> <p>This report is the second edition of a guidance manual originally issued in 2005, which presents procedures for predicting and assessing noise and vibration impacts of high-speed ground transportation projects. Projects involving high-speed trains us...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.gpo.gov/fdsys/pkg/FR-2011-04-01/pdf/2011-7665.pdf','FEDREG'); return false;" href="https://www.gpo.gov/fdsys/pkg/FR-2011-04-01/pdf/2011-7665.pdf"><span>76 FR 18298 - Notice of Availability of a Final Environmental Impact Statement for the DesertXpress High-Speed...</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.gpo.gov/fdsys/browse/collection.action?collectionCode=FR">Federal Register 2010, 2011, 2012, 2013, 2014</a></p> <p></p> <p>2011-04-01</p> <p>... Environmental Impact Statement for the DesertXpress High-Speed Passenger Train Project AGENCY: Federal Railroad... for the DesertXpress High-Speed Passenger Train Project (DesertXpress project). FRA is the Lead Agency... and operation of an interstate high-speed passenger train system between Victorville, California and...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2015ExFl...56..133L','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2015ExFl...56..133L"><span>Influence of solidification on the impact of supercooled water drops onto cold surfaces</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Li, Hai; Roisman, Ilia V.; Tropea, Cameron</p> <p>2015-06-01</p> <p>This study presents an experimental investigation of the impact of a supercooled drop onto hydrophilic and superhydrophobic substrates. The aim is to better understand the process of airframe icing caused by supercooled large droplets, which has been recently identified as a severe hazard in aviation. The Weber number and Reynolds number of the impinging drop ranged from 200 to 300 and from 2600 to 5800, respectively. Drop impact, spreading, and rebound were observed using a high-speed video system. The maximum spreading diameter of an impacting drop on hydrophilic surfaces was measured. The temperature effect on this parameter was only minor for a wide range of the drop and substrate temperatures. However, ice/water mixtures emerged when both the drop and substrate temperatures were below 0 °C. Similarly, drop rebound on superhydrophobic substrates was significantly hindered by solidification when supercooled drop impacted onto substrates below the freezing point. The minimum receding diameter and the speed of ice accretion on the substrate were measured for various wall temperatures. Both parameters increased almost linearly with decreasing wall temperature, but eventually leveled off beyond a certain substrate temperature. The rate of ice formation on the substrate was significantly higher than the growth rate of free ice dendrites, implying that multiple nucleation sites were present.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/29154','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/29154"><span>Higher speed freight truck : vehicle dynamics analysis.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2015-08-01</p> <p>Previously, Sharma & Associates, Inc. (SA) developed a higher speed freight truck design under sponsorship of the Federal : Railroad Administration. Under the current contract, SA was tasked with developing performance requirements for higher speed :...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4743714','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4743714"><span>Ocular-following responses to white noise stimuli in humans reveal a novel nonlinearity that results from temporal sampling</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Sheliga, Boris M.; Quaia, Christian; FitzGibbon, Edmond J.; Cumming, Bruce G.</p> <p>2016-01-01</p> <p>White noise stimuli are frequently used to study the visual processing of broadband images in the laboratory. A common goal is to describe how responses are derived from Fourier components in the image. We investigated this issue by recording the ocular-following responses (OFRs) to white noise stimuli in human subjects. For a given speed we compared OFRs to unfiltered white noise with those to noise filtered with band-pass filters and notch filters. Removing components with low spatial frequency (SF) reduced OFR magnitudes, and the SF associated with the greatest reduction matched the SF that produced the maximal response when presented alone. This reduction declined rapidly with SF, compatible with a winner-take-all operation. Removing higher SF components increased OFR magnitudes. For higher speeds this effect became larger and propagated toward lower SFs. All of these effects were quantitatively well described by a model that combined two factors: (a) an excitatory drive that reflected the OFRs to individual Fourier components and (b) a suppression by higher SF channels where the temporal sampling of the display led to flicker. This nonlinear interaction has an important practical implication: Even with high refresh rates (150 Hz), the temporal sampling introduced by visual displays has a significant impact on visual processing. For instance, we show that this distorts speed tuning curves, shifting the peak to lower speeds. Careful attention to spectral content, in the light of this nonlinearity, is necessary to minimize the resulting artifact when using white noise patterns undergoing apparent motion. PMID:26762277</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2015VSD....53.1902W','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2015VSD....53.1902W"><span>Investigation of the effects of sleeper-passing impacts on the high-speed train</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Wu, Xingwen; Cai, Wubin; Chi, Maoru; Wei, Lai; Shi, Huailong; Zhu, Minhao</p> <p>2015-12-01</p> <p>The sleeper-passing impact has always been considered negligible in normal conditions, while the experimental data obtained from a High-speed train in a cold weather expressed significant sleeper-passing impacts on the axle box, bogie frame and car body. Therefore, in this study, a vertical coupled vehicle/track dynamic model was developed to investigate the sleeper-passing impacts and its effects on the dynamic performance of the high-speed train. In the model, the dynamic model of vehicle is established with 10 degrees of freedom. The track model is formulated with two rails supported on the discrete supports through the finite element method. The contact forces between the wheel and rail are estimated using the non-linear Hertz contact theory. The parametric studies are conducted to analyse effects of both the vehicle speeds and the discrete support stiffness on the sleeper-passing impacts. The results show that the sleeper-passing impacts become extremely significant with the increased support stiffness of track, especially when the frequencies of sleeper-passing impacts approach to the resonance frequencies of wheel/track system. The damping of primary suspension can effectively lower the magnitude of impacts in the resonance speed ranges, but has little effect on other speed ranges. Finally, a more comprehensively coupled vehicle/track dynamic model integrating with a flexible wheel set is developed to discuss the sleeper-passing-induced flexible vibration of wheel set.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/8446','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/8446"><span>Assessment of potential aerodynamic effects on personnel and equipment in proximity to high-speed train operations : safety of high-speed ground transportation systems</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>1999-12-01</p> <p>Amtrak is planning to provide high-speed passenger train service at speeds significantly higher than their current top speed of 125 mph, and with these higher speeds, there are concerns with safety from the aerodynamic effects created by a passing tr...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/15545071','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/15545071"><span>Adjusting for car occupant injury liability in relation to age, speed limit, and gender-specific driver crash involvement risk.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Keall, Michael; Frith, William</p> <p>2004-12-01</p> <p>It is well established that older drivers' fragility is an important factor associated with higher levels of fatal crash involvement for older drivers. There has been less research on age-related fragility with respect to the sort of minor injuries that are more common in injury crashes. This study estimates a quantity that is related to injury fragility: the probability that a driver or a passenger of that driver will be injured in crashes involving two cars. The effects of other factors apart from drivers' fragility are included in this measure, including the fragility of the passengers, the crashworthiness of cars driven, seatbelt use by the occupants, and characteristics of crashes (including configuration and impact speed). The car occupant injury liability estimates appropriately includes these factors to adjust risk curves by age, gender, and speed limit accounting for overrepresentation in crashes associated with fragility and these other factors.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017SPIE10092E..17Z','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017SPIE10092E..17Z"><span>High-speed micro-scale laser shock peening using a fiber laser (Conference Presentation)</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Zhang, Chenfei; Deng, Leimin; Sun, Shiding; Lu, Yongfeng</p> <p>2017-03-01</p> <p>Laser shock peening using low-energy nanosecond (ns) fiber lasers was investigated in this study to realize high-speed micro-scale laser shock peening on selected positions without causing surface damage. Due to the employment of a fiber laser with high-frequency and prominent environmental adaptability, the laser peening system is able to work with a much higher speed compared to traditional peening systems using Nd:YAG lasers and is promising for in-situ applications in harsh environments. Detailed surface morphology investigations both on sacrificial coatings and Al alloy surfaces after the fiber laser peening revealed the effects of focal position, pulse duration, peak power density, and impact times. Micro-dent arrays were also obtained with different spot-to-spot distances. Obvious micro-hardness improvement was observed inside the laser-peening-induced microdents after the fiber laser shock peening.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/27278360','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/27278360"><span>Effects of El Niño-driven changes in wind patterns on North Pacific albatrosses.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Thorne, L H; Conners, M G; Hazen, E L; Bograd, S J; Antolos, M; Costa, D P; Shaffer, S A</p> <p>2016-06-01</p> <p>Changes to patterns of wind and ocean currents are tightly linked to climate change and have important implications for cost of travel and energy budgets in marine vertebrates. We evaluated how El Niño-Southern Oscillation (ENSO)-driven wind patterns affected breeding Laysan and black-footed albatross across a decade of study. Owing to latitudinal variation in wind patterns, wind speed differed between habitat used during incubation and brooding; during La Niña conditions, wind speeds were lower in incubating Laysan (though not black-footed) albatross habitat, but higher in habitats used by brooding albatrosses. Incubating Laysan albatrosses benefited from increased wind speeds during El Niño conditions, showing increased travel speeds and mass gained during foraging trips. However, brooding albatrosses did not benefit from stronger winds during La Niña conditions, instead experiencing stronger cumulative headwinds and a smaller proportion of trips in tailwinds. Increased travel costs during brooding may contribute to the lower reproductive success observed in La Niña conditions. Furthermore, benefits of stronger winds in incubating habitat may explain the higher reproductive success of Laysan albatross during El Niño conditions. Our findings highlight the importance of considering habitat accessibility and cost of travel when evaluating the impacts of climate-driven habitat change on marine predators. © 2016 The Author(s).</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4938084','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4938084"><span>Effects of El Niño-driven changes in wind patterns on North Pacific albatrosses</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Thorne, L. H.; Conners, M. G.; Hazen, E. L.; Bograd, S. J.; Antolos, M.; Costa, D. P.; Shaffer, S. A.</p> <p>2016-01-01</p> <p>Changes to patterns of wind and ocean currents are tightly linked to climate change and have important implications for cost of travel and energy budgets in marine vertebrates. We evaluated how El Niño-Southern Oscillation (ENSO)-driven wind patterns affected breeding Laysan and black-footed albatross across a decade of study. Owing to latitudinal variation in wind patterns, wind speed differed between habitat used during incubation and brooding; during La Niña conditions, wind speeds were lower in incubating Laysan (though not black-footed) albatross habitat, but higher in habitats used by brooding albatrosses. Incubating Laysan albatrosses benefited from increased wind speeds during El Niño conditions, showing increased travel speeds and mass gained during foraging trips. However, brooding albatrosses did not benefit from stronger winds during La Niña conditions, instead experiencing stronger cumulative headwinds and a smaller proportion of trips in tailwinds. Increased travel costs during brooding may contribute to the lower reproductive success observed in La Niña conditions. Furthermore, benefits of stronger winds in incubating habitat may explain the higher reproductive success of Laysan albatross during El Niño conditions. Our findings highlight the importance of considering habitat accessibility and cost of travel when evaluating the impacts of climate-driven habitat change on marine predators. PMID:27278360</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/27623851','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/27623851"><span>Characterization of re-grown floc size and structure: effect of mixing conditions during floc growth, breakage and re-growth process.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Nan, Jun; Wang, Zhenbei; Yao, Meng; Yang, Yueming; Zhang, Xiaofei</p> <p>2016-12-01</p> <p>The impact of mixing speed in three stages-before breakage, during breakage, and after breakage-on re-grown floc properties was investigated by using a non-intrusive optical sampling and digital image analysis technique, respectively. And then, on the basis of different influence extent of mixing speed during each stage on size and structure of re-grown flocs, coagulation performance with varying mixing speed was analyzed. The results indicated that the broken flocs could not re-grow to the size before breakage in all cases. Furthermore, increasing mixing intensity contributed to the re-formation of smaller flocs with higher degree of compactness. For slow mixing before breakage, an increase in mixing speed had less influence on re-grown floc properties due to the same breakage strength during breakage, resulting in inconspicuous variation of coagulation efficiency. For rapid mixing during breakage, larger mixing speed markedly decreased the coagulation efficiency. This could be attributed that mixing speed during breakage generated greater influence on re-grown floc size. However, as slow mixing after breakage was elevated, the coagulation efficiency presented significant rise, indicating that slow mixing after breakage had more influence on re-grown floc structure upon re-structuring and re-arrangement mechanism.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2009APS..DFD.AJ008F','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2009APS..DFD.AJ008F"><span>Cavitation induced by high speed impact of a solid surface on a liquid jet</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Farhat, Mohamed; Tinguely, Marc; Rouvinez, Mathieu</p> <p>2009-11-01</p> <p>A solid surface may suffer from severe erosion if it impacts a liquid jet at high speed. The physics behind the erosion process remains unclear. In the present study, we have investigated the impact of a gun bullet on a laminar water jet with the help of a high speed camera. The bullet has a flat front and 11 mm diameter, which is half of jet diameter. The impact speed was varied between 200 and 500 ms-1. Immediately after the impact, a systematic shock wave and high speed jetting were observed. As the compression waves reflect on the jet boundary, a spectacular number of vapour cavities are generated within the jet. Depending on the bullet velocity, these cavities may grow and collapse violently on the bullet surface with a risk of cavitation erosion. We strongly believe that this transient cavitation is the main cause of erosion observed in many industrial applications such as Pelton turbines.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/27005926','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/27005926"><span>The impact of vessel speed reduction on port accidents.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Chang, Young-Tae; Park, Hyosoo</p> <p>2016-03-19</p> <p>Reduced-speed zones (RSZs) have been designated across the world to control emissions from ships and prevent mammal strikes. While some studies have examined the effectiveness of speed reduction on emissions and mammal preservation, few have analyzed the effects of reduced ship speed on vessel safety. Those few studies have not yet measured the relationship between vessel speed and accidents by using real accident data. To fill this gap in the literature, this study estimates the impact of vessel speed reduction on vessel damages, casualties and frequency of vessel accidents. Accidents in RSZ ports were compared to non-RSZ ports by using U.S. Coast Guard data to capture the speed reduction effects. The results show that speed reduction influenced accident frequency as a result of two factors, the fuel price and the RSZ designation. Every $10 increase in the fuel price led to a 10.3% decrease in the number of accidents, and the RSZ designation reduced vessel accidents by 47.9%. However, the results do not clarify the exact impact of speed reduction on accident casualty. Copyright © 2016 Elsevier Ltd. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017JNS....27.1155B','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017JNS....27.1155B"><span>Role of Pectoral Fin Flexibility in Robotic Fish Performance</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Bazaz Behbahani, Sanaz; Tan, Xiaobo</p> <p>2017-08-01</p> <p>Pectoral fins play a vital role in the maneuvering and locomotion of fish, and they have become an important actuation mechanism for robotic fish. In this paper, we explore the effect of flexibility of robotic fish pectoral fins on the robot locomotion performance and mechanical efficiency. A dynamic model for the robotic fish is presented, where the flexible fin is modeled as multiple rigid elements connected via torsional springs and dampers. Blade element theory is used to capture the hydrodynamic force on the fin. The model is validated with experimental results obtained on a robotic fish prototype, equipped with 3D-printed fins of different flexibility. The model is then used to analyze the impacts of fin flexibility and power/recovery stroke speed ratio on the robot swimming speed and mechanical efficiency. It is found that, in general, flexible fins demonstrate advantages over rigid fins in speed and efficiency at relatively low fin-beat frequencies, while rigid fins outperform flexible fins at higher frequencies. For a given fin flexibility, the optimal frequency for speed performance differs from the optimal frequency for mechanical efficiency. In addition, for any given fin, there is an optimal power/recovery stroke speed ratio, typically in the range of 2-3, that maximizes the speed performance. Overall, the presented model offers a promising tool for fin flexibility and gait design, to achieve speed and efficiency objectives for robotic fish actuated with pectoral fins.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/25335','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/25335"><span>Evaluation of the Impacts of Differential Speed Limits on Interstate Highways in Idaho</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2012-10-01</p> <p>In this research, an evaluation of the impacts of differential speed limits on rural interstate highways in Idaho was completed. The main purpose for this research was to determine if there have been any speed or safety effects after enacting the DSL...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/29853997','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/29853997"><span>The Influence of Neck Muscle Activation on Head and Neck Injuries of Occupants in Frontal Impacts.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Li, Fan; Lu, Ronggui; Hu, Wei; Li, Honggeng; Hu, Shiping; Hu, Jiangzhong; Wang, Haibin; Xie, He</p> <p>2018-01-01</p> <p>The aim of the present paper was to study the influence of neck muscle activation on head and neck injuries of vehicle occupants in frontal impacts. A mixed dummy-human finite element model was developed to simulate a frontal impact. The head-neck part of a Hybrid III dummy model was replaced by a well-validated head-neck FE model with passive and active muscle characteristics. The mixed dummy-human FE model was validated by 15 G frontal volunteer tests conducted in the Naval Biodynamics Laboratory. The effects of neck muscle activation on the head dynamic responses and neck injuries of occupants in three frontal impact intensities, low speed (10 km/h), medium speed (30 km/h), and high speed (50 km/h), were studied. The results showed that the mixed dummy-human FE model has good biofidelity. The activation of neck muscles can not only lower the head resultant acceleration under different impact intensities and the head angular acceleration in medium- and high-speed impacts, thereby reducing the risks of head injury, but also protect the neck from injury in low-speed impacts.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4040773','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4040773"><span>The influence of the speed of food intake on multichannel impedance in patients with gastro-oesophageal reflux disease</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Bor, Serhat; Bayrakci, Berna; Yildirim, Esra; Vardar, Rukiye</p> <p>2013-01-01</p> <p>Background There is a general belief that gastro-oesophageal reflux increases after meals and especially following a rapid intake. Objective To evaluate the impact of rapid vs. slow food intake on gastro-oesophageal reflux disease (GORD) patients. Materials and methods Forty-six GORD patients with heartburn and / or acid regurgitation once a week or more often common were included in this study. Participants were asked to eat the same standard meal within either 5 or 30 minutes under observation in a random order on 2 consecutive days. A total of 28 hours of recording were obtained by intraoesophageal impedance pH and number of liquid and mixed reflux episodes within 3 hours of the slow- and fast-eating postprandial periods were calculated. Results While all patients defined GORD symptoms, 10 (21.7%) had pathological 24-h intraoesophageal impedance measurement, 15 (32.6%) had pathological DeMeester and 21.7% had erosive oesophagitis. No difference has been shown according to the eating speed when all reflux episodes were taken together (754 vs. 733). Speed of food intake also did not have an impact on patients with normal vs. pathological 24-h intraoesophageal impedance or erosive vs. non-erosive. During the first postprandial hour, approximately half of the reflux events were non-acid, compared to 34.2% during the second hour and 26.8% during the third hour (p < 0.001). The number of acid reflux episodes was significantly higher than non-acid reflux especially during the second and third hours and in total for 3 hours. Conclusions This first study addressing the effect of eating speed on reflux episodes in GORD patients did not support the general belief that reflux increases following fast eating. Acid and non-acid reflux were similar at the first postprandial hour, then acid reflux episodes were predominantly higher, which implicate the importance of acid pockets. PMID:24917982</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_4");'>4</a></li> <li><a href="#" onclick='return showDiv("page_5");'>5</a></li> <li class="active"><span>6</span></li> <li><a href="#" onclick='return showDiv("page_7");'>7</a></li> <li><a href="#" onclick='return showDiv("page_8");'>8</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_6 --> <div id="page_7" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_5");'>5</a></li> <li><a href="#" onclick='return showDiv("page_6");'>6</a></li> <li class="active"><span>7</span></li> <li><a href="#" onclick='return showDiv("page_8");'>8</a></li> <li><a href="#" onclick='return showDiv("page_9");'>9</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="121"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/24917982','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/24917982"><span>The influence of the speed of food intake on multichannel impedance in patients with gastro-oesophageal reflux disease.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Bor, Serhat; Bayrakci, Berna; Erdogan, Askin; Yildirim, Esra; Vardar, Rukiye</p> <p>2013-10-01</p> <p>There is a general belief that gastro-oesophageal reflux increases after meals and especially following a rapid intake. To evaluate the impact of rapid vs. slow food intake on gastro-oesophageal reflux disease (GORD) patients. Forty-six GORD patients with heartburn and / or acid regurgitation once a week or more often common were included in this study. Participants were asked to eat the same standard meal within either 5 or 30 minutes under observation in a random order on 2 consecutive days. A total of 28 hours of recording were obtained by intraoesophageal impedance pH and number of liquid and mixed reflux episodes within 3 hours of the slow- and fast-eating postprandial periods were calculated. While all patients defined GORD symptoms, 10 (21.7%) had pathological 24-h intraoesophageal impedance measurement, 15 (32.6%) had pathological DeMeester and 21.7% had erosive oesophagitis. No difference has been shown according to the eating speed when all reflux episodes were taken together (754 vs. 733). Speed of food intake also did not have an impact on patients with normal vs. pathological 24-h intraoesophageal impedance or erosive vs. non-erosive. During the first postprandial hour, approximately half of the reflux events were non-acid, compared to 34.2% during the second hour and 26.8% during the third hour (p < 0.001). The number of acid reflux episodes was significantly higher than non-acid reflux especially during the second and third hours and in total for 3 hours. This first study addressing the effect of eating speed on reflux episodes in GORD patients did not support the general belief that reflux increases following fast eating. Acid and non-acid reflux were similar at the first postprandial hour, then acid reflux episodes were predominantly higher, which implicate the importance of acid pockets.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28581829','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28581829"><span>Features of fatal injuries in older cyclists in vehicle-bicycle accidents in Japan.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Matsui, Yasuhiro; Oikawa, Shoko; Hitosugi, Masahito</p> <p>2018-01-02</p> <p>The purpose of this study was to identify and better understand the features of fatal injuries in cyclists aged 75 years and over involved in collisions with either hood- or van-type vehicles. This study investigated the fatal injuries of cyclists aged 75 years old and over by analyzing accident data. We focused on the body regions to which the fatal injury occurred using vehicle-bicycle accident data from the Institute for Traffic Accident Research and Data Analysis (ITARDA) in Japan. Using data from 2009 to 2013, we examined the frequency of fatally injured body region by gender, age, and actual vehicle travel speed. We investigated any significant differences in distributions of fatal injuries by body region for cyclists aged 75 years and over using chi-square tests to compare with cyclists in other age groups. We also investigated the cause of fatal head injuries, such as impact with a road surface or vehicle. The results indicated that head injuries were the most common cause of fatalities among the study group. At low vehicle travel speeds for both hood- and van-type vehicles, fatalities were most likely to be the result of head impacts against the road surface. The percentage of fatalities following hip injuries was significantly higher for cyclists aged 75 years and over than for those aged 65-74 or 13-59 in impacts with hood-type vehicles. It was also higher for women than men in the over-75 age group in impacts with these vehicles. For cyclists aged 75 years and over, wearing a helmet may be helpful to prevent head injuries in vehicle-to-cyclist accidents. It may also be helpful to introduce some safety measures to prevent hip injuries, given the higher level of fatalities following hip injury among all cyclists aged 75 and over, particularly women.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/27623372','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/27623372"><span>Impact analysis of traffic-related air pollution based on real-time traffic and basic meteorological information.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Pan, Long; Yao, Enjian; Yang, Yang</p> <p>2016-12-01</p> <p>With the rapid development of urbanization and motorization in China, traffic-related air pollution has become a major component of air pollution which constantly jeopardizes public health. This study proposes an integrated framework for estimating the concentration of traffic-related air pollution with real-time traffic and basic meteorological information and also for further evaluating the impact of traffic-related air pollution. First, based on the vehicle emission factor models sensitive to traffic status, traffic emissions are calculated according to the real-time link-based average traffic speed, traffic volume, and vehicular fleet composition. Then, based on differences in meteorological conditions, traffic pollution sources are divided into line sources and point sources, and the corresponding methods to determine the dynamic affecting areas are also proposed. Subsequently, with basic meteorological data, Gaussian dispersion model and puff integration model are applied respectively to estimate the concentration of traffic-related air pollution. Finally, the proposed estimating framework is applied to calculate the distribution of CO concentration in the main area of Beijing, and the population exposure is also calculated to evaluate the impact of traffic-related air pollution on public health. Results show that there is a certain correlation between traffic indicators (i.e., traffic speed and traffic intensity) of the affecting area and traffic-related CO concentration of the target grid, which indicates the methods to determine the affecting areas are reliable. Furthermore, the reliability of the proposed estimating framework is verified by comparing the predicted and the observed ambient CO concentration. In addition, results also show that the traffic-related CO concentration is higher in morning and evening peak hours, and has a heavier impact on public health within the Fourth Ring Road of Beijing due to higher population density and higher CO concentration under calm wind condition in this area. Copyright © 2016 Elsevier Ltd. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=5206605','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=5206605"><span>Foraging in an unsteady world: bumblebee flight performance in field-realistic turbulence</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Chang, J. J.; Oppenheimer, R. L.; Combes, S. A.</p> <p>2017-01-01</p> <p>Natural environments are characterized by variable wind that can pose significant challenges for flying animals and robots. However, our understanding of the flow conditions that animals experience outdoors and how these impact flight performance remains limited. Here, we combine laboratory and field experiments to characterize wind conditions encountered by foraging bumblebees in outdoor environments and test the effects of these conditions on flight. We used radio-frequency tags to track foraging activity of uniquely identified bumblebee (Bombus impatiens) workers, while simultaneously recording local wind flows. Despite being subjected to a wide range of speeds and turbulence intensities, we find that bees do not avoid foraging in windy conditions. We then examined the impacts of turbulence on bumblebee flight in a wind tunnel. Rolling instabilities increased in turbulence, but only at higher wind speeds. Bees displayed higher mean wingbeat frequency and stroke amplitude in these conditions, as well as increased asymmetry in stroke amplitude—suggesting that bees employ an array of active responses to enable flight in turbulence, which may increase the energetic cost of flight. Our results provide the first direct evidence that moderate, environmentally relevant turbulence affects insect flight performance, and suggest that flying insects use diverse mechanisms to cope with these instabilities. PMID:28163878</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28163878','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28163878"><span>Foraging in an unsteady world: bumblebee flight performance in field-realistic turbulence.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Crall, J D; Chang, J J; Oppenheimer, R L; Combes, S A</p> <p>2017-02-06</p> <p>Natural environments are characterized by variable wind that can pose significant challenges for flying animals and robots. However, our understanding of the flow conditions that animals experience outdoors and how these impact flight performance remains limited. Here, we combine laboratory and field experiments to characterize wind conditions encountered by foraging bumblebees in outdoor environments and test the effects of these conditions on flight. We used radio-frequency tags to track foraging activity of uniquely identified bumblebee ( Bombus impatiens ) workers, while simultaneously recording local wind flows. Despite being subjected to a wide range of speeds and turbulence intensities, we find that bees do not avoid foraging in windy conditions. We then examined the impacts of turbulence on bumblebee flight in a wind tunnel. Rolling instabilities increased in turbulence, but only at higher wind speeds. Bees displayed higher mean wingbeat frequency and stroke amplitude in these conditions, as well as increased asymmetry in stroke amplitude-suggesting that bees employ an array of active responses to enable flight in turbulence, which may increase the energetic cost of flight. Our results provide the first direct evidence that moderate, environmentally relevant turbulence affects insect flight performance, and suggest that flying insects use diverse mechanisms to cope with these instabilities.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/23314891','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/23314891"><span>The evaluation of speed skating helmet performance through peak linear and rotational accelerations.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Karton, Clara; Rousseau, Philippe; Vassilyadi, Michael; Hoshizaki, Thomas Blaine</p> <p>2014-01-01</p> <p>Like many sports involving high speeds and body contact, head injuries are a concern for short track speed skating athletes and coaches. While the mandatory use of helmets has managed to nearly eliminate catastrophic head injuries such as skull fractures and cerebral haemorrhages, they may not be as effective at reducing the risk of a concussion. The purpose of this study was to evaluate the performance characteristics of speed skating helmets with respect to managing peak linear and peak rotational acceleration, and to compare their performance against other types of helmets commonly worn within the speed skating sport. Commercially available speed skating, bicycle and ice hockey helmets were evaluated using a three-impact condition test protocol at an impact velocity of 4 m/s. Two speed skating helmet models yielded mean peak linear accelerations at a low-estimated probability range for sustaining a concussion for all three impact conditions. Conversely, the resulting mean peak rotational acceleration values were all found close to the high end of a probability range for sustaining a concussion. A similar tendency was observed for the bicycle and ice hockey helmets under the same impact conditions. Speed skating helmets may not be as effective at managing rotational acceleration and therefore may not successfully protect the user against risks associated with concussion injuries.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017MSSP...89...78B','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017MSSP...89...78B"><span>Effects of human running cadence and experimental validation of the bouncing ball model</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Bencsik, László; Zelei, Ambrus</p> <p>2017-05-01</p> <p>The biomechanical analysis of human running is a complex problem, because of the large number of parameters and degrees of freedom. However, simplified models can be constructed, which are usually characterized by some fundamental parameters, like step length, foot strike pattern and cadence. The bouncing ball model of human running is analysed theoretically and experimentally in this work. It is a minimally complex dynamic model when the aim is to estimate the energy cost of running and the tendency of ground-foot impact intensity as a function of cadence. The model shows that cadence has a direct effect on energy efficiency of running and ground-foot impact intensity. Furthermore, it shows that higher cadence implies lower risk of injury and better energy efficiency. An experimental data collection of 121 amateur runners is presented. The experimental results validate the model and provides information about the walk-to-run transition speed and the typical development of cadence and grounded phase ratio in different running speed ranges.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016AGUOSME14B0601M','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016AGUOSME14B0601M"><span>Description of the Marine Traffic inside the Pelagos Sanctuary for Mediterranean Marine Mammals: Key Information for Conservation Policy.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Moulins, A.; D'incà, M.; Rosso, M.; Tepsich, P.; Coomber, F. G.</p> <p>2016-02-01</p> <p>The International Sanctuary for the Protection of Mediterranean Marine Mammals was established in order to improve conservation measures where cetaceans are abundant and highly impacted by human pressures. Shipping is one of the main human activity in the Sanctuary with many impacts on the ecosystem but still, it is not well known. This study presents the results of shipping collected during 18 consecutive months by an AIS (Automatic Information System) antenna. More than 3 millions of km were covered by the 6 types of ships: passenger, cargo, tanker, fishing, pleasure and service. The predominant types of the vessel list were cargo (41.8%) and pleasure vessels (31.8%) and over half (62.9%) were classed as commercial vessels (passenger, cargo, tanker). Considering the distance covered, passenger and cargo vessels were the most predominant (with 37% and 38% kilometers respectively) and the commercial vessels contribute with 85% of the total kilometers. Compared to the global scale, the study highlights the importance and predominance of intra-Mediterranean transits made especially by passenger crafts between the Italian and French mainland to the islands of Corsica and Sardinia. The spatial distribution was not uniform and the density was found to be vessel type dependent. Many high densities displayed distinct shipping routes and impacted on different jurisdictional boundaries: a third (32%) of the commercial traffic was recorded outside the territorial waters and on different ecological areas of the sanctuary: the main shipping corridors traverse all ecological regions. Overlapping the shipping density with the different cetacean species distributions, it was possible to evaluate spatial vulnerability of the different species and help to focus Pelagos protection measures on more restricted areas. The vessel speeds were found to be high and dependent on vessel type with specific spatial distributions. This work confirms that passenger vessels, and to some degree the other commercial vessels, travelled faster than other ships but had spatially localized higher speeds within distinct shipping corridors. Considering that ship-whale collision probability increases with vessel speed, this study points out areas of higher vulnerability and the more impacting types of vessels.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/27340890','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/27340890"><span>Cellular Telephone Dialing Influences Kinematic and Spatiotemporal Gait Parameters in Healthy Adults.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Seymour, Kelly M; Higginson, Christopher I; DeGoede, Kurt M; Bifano, Morgan K; Orr, Rachel; Higginson, Jill S</p> <p>2016-01-01</p> <p>Gait speed is typically reduced when individuals simultaneously perform other tasks. However, the impact of dual tasking on kinetic and kinematic gait parameters is unclear because these vary with gait speed. The objective of this study was to identify whether dual tasking impacts gait in healthy adults when speed is constant. Twenty-two healthy adults dialed a cell phone during treadmill walking at a self-selected speed while kinetic, kinematic, and spatial parameters were recorded. Results indicated that dual tasking did not impact phone dialing speed, but increased stride width, peak knee flexion during stance, and peak plantarflexion, and decreased knee and ankle range of motion. Dual tasking appears to influence kinematic gait variables in a manner consistent with promotion of stability.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28958631','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28958631"><span>The impact of environmental factors on cycling speed on shared paths.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Boufous, Soufiane; Hatfield, Julie; Grzebieta, Raphael</p> <p>2018-01-01</p> <p>Despite the importance of cycling speed on shared paths to the amenity and safety of users, few studies have systematically measured it, nor examined circumstances surrounding it. Speed was measured for 5421 riders who were observed cycling on shared paths across 12 metropolitan and regional locations in Sydney, Australia. Multivariate regression analysis was carried out to examine rider and environmental factors that contribute to riders cycling above the median speed. The study found that observed riders travelled at a median speed of 16km/h (mean 18.4km/h). Nearly 80% of riders travelled at 20km/h or less and 7.8% at speeds of more than 30km/h. Riders were significantly less likely to cycle above the median speed on shared paths that had an average volume of over 20 pedestrians/hour. Riders were significantly more likely to travel above the median speed on paths that had a centreline (OR: 1.71, 95% CI: 1.41-2.07), on wider paths (over 3.5m) (OR: 1.34, 95% CI: 1.12-1.59) and on paths with visual segregation between cyclists and pedestrians. Visual segregation, where cycling and walking areas are differentiated by the type of material or by paint colour used, was the strongest predictor of travelling above median speed on shared paths (OR: 3.9, 95% CI: 3.1-4.8). The findings suggest that riders adjust their speeds to accommodate pedestrians and path conditions. Path characteristics that support separation from pedestrians may allow relatively higher speeds, and associated amenity, without substantial loss of safety. Copyright © 2017 Elsevier Ltd. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/1008341','SCIGOV-STC'); return false;" href="https://www.osti.gov/servlets/purl/1008341"><span></span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/search">DOE Office of Scientific and Technical Information (OSTI.GOV)</a></p> <p>Eshraghi, Ray</p> <p></p> <p>In September 2008, the U.S. Department of Energy and Martin County Economic Development Corporation entered into an agreement to further the advancement of a microtubular PEM fuel cell developed by Microcell Corporation. The overall focus of this project was on research and development related to high volume manufacturing of fuel cells and cost reduction in the fuel cell manufacturing process. The extrusion process used for the microfiber fuel cells in this project is inherently a low cost, high volume, high speed manufacturing process. In order to take advantage of the capabilities that the extrusion process provides, all subsequent manufacturing processesmore » must be enhanced to meet the extrusion line’s speed and output. Significant research and development was completed on these subsequent processes to ensure that power output and performance were not negatively impacted by the higher speeds, design changes and process improvements developed in this project. All tasks were successfully completed resulting in cost reductions, performance improvements and process enhancements in the areas of speed and quality. These results support the Department of Energy’s goal of fuel cell commercialization.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2005AtmEn..39.4947G','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2005AtmEn..39.4947G"><span>Atmospheric speciation of mercury in two contrasting Southeastern US airsheds</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Gabriel, Mark C.; Williamson, Derek G.; Brooks, Steve; Lindberg, Steve</p> <p></p> <p>Simultaneous measurement of gaseous elemental, reactive gaseous, and fine particulate mercury took place in Tuscaloosa AL, (urban airshed) and Cove Mountain, TN (non-urban airshed) during the summers of 2002 and 2003. The objective of this research was to (1) summarize the temporal distribution of each mercury specie at each site and compare to other speciation data sets developed by other researchers and (2) provide insight into urban and non-urban mercury speciation effects using various statistical methods. Average specie concentrations were as follows: 4.05 ng m -3 (GEM), 13.6 pg m -3 (RGM), 16.4 pg m -3 (Hg-p) for Tuscaloosa; 3.20 ng m -3 (GEM), 13.6 pg m -3 (RGM), 9.73 pg m -3 (Hg-p) for Cove Mountain. As a result of urban airshed impacts, short periods of high concentration for all mercury species was common in Tuscaloosa. At Cove Mountain a consistent mid-day rise and evening drop for mercury species was found. This pattern was primarily the result of un-impacted physical boundary layer movement, although, other potential impacts were ambient photochemistry and air-surface exchange of mercury. Meteorological parameters that are known to heavily impact mercury speciation were similar for the study period for Tuscaloosa and Cove Mountain except for wind speed (m s -1), which was higher at Cove Mountain. For both sites statistically significant ( p<0.0001), inverse relationships existed between wind speed and Hg 0 concentration. A weaker windspeed-Hg 0 correlation existed for Tuscaloosa. By analyzing Hg concentration—wind speed magnitude change at both sites it was found that wind speed at Cove Mountain had a greater influence on Hg 0 concentration variability than Tuscaloosa by a factor of 3. Using various statistical tests, we concluded that the nature of Tuscaloosa's atmospheric mercury speciation was the result of typical urban airshed impacts. Cove Mountain showed atmospheric mercury speciation characteristics indicative of a non-urban area along with potential influence from steady regional input of mercury pollution from larger sources.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016JGRD..12113392R','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016JGRD..12113392R"><span>Toward understanding the physical link between turbines and microclimate impacts from in situ measurements in a large wind farm</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Rajewski, Daniel A.; Takle, Eugene S.; Prueger, John H.; Doorenbos, Russell K.</p> <p>2016-11-01</p> <p>Recent wind farm studies have revealed elevated nighttime surface temperatures but have not validated physical mechanisms that create the observed effects. We report measurements of concurrent differences in surface wind speed, temperature, fluxes, and turbulence upwind and downwind of two turbine lines at the windward edge of a utility-scale wind farm. On the basis of these measurements, we offer a conceptual model based on physical mechanisms of how wind farms affect their own microclimate. Periods of documented curtailment and zero-power production of the wind farm offer useful opportunities to rigorously evaluate the microclimate impact of both stationary and operating turbines. During an 80 min nighttime wind farm curtailment, we measured abrupt and large changes in turbulent fluxes of momentum and heat leeward of the turbines. At night, wind speed decreases in the near wake when turbines are off but abruptly increases when turbine operation is resumed. Our measurements are compared with Moderate Resolution Imaging Spectroradiometer Terra and Aqua satellite measurements reporting wind farms to have higher nighttime surface temperatures. We demonstrate that turbine wakes modify surface fluxes continuously through the night, with similar magnitudes during the Terra and Aqua transit periods. Cooling occurs in the near wake and warming in the far wake when turbines are on, but cooling is negligible when turbines are off. Wind speed and surface stratification have a regulating effect of enhancing or decreasing the impact on surface microclimate due to turbine wake effects.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19780014154','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19780014154"><span>Impact behavior of filament wound graphite/epoxy fan blades</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Bowles, K. J.</p> <p>1978-01-01</p> <p>The fabrication and impact tests of graphite/epoxy filament wound fan blades are discussed. Blades which were spin tested at tip speeds up to 305 meters per second retained their structural integrity. Two blades were each impacted with a 454 gram slice of a 908 gram simulated bird at a tip speed of 263 meters per second and impact angles of 22 and 32 deg. The impact tests were recorded with high-speed movie film. The blade which was impacted at 22 deg sustained some root delamination but remained intact. The 32 deg impact separated the blade from the root. No local damage other than leading edge debonding was observed for either blade. Results of a failure mode analysis are also discussed.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=19920019372&hterms=impacts+ocean&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D40%26Ntt%3Dimpacts%2Bocean','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=19920019372&hterms=impacts+ocean&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D40%26Ntt%3Dimpacts%2Bocean"><span>Magma ocean formation due to giant impacts</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Tonks, W. B.; Melosh, H. J.</p> <p>1992-01-01</p> <p>The effect of giant impacts on the initial chemical and thermal states of the terrestrial planets is just now being explored. A large high speed impact creates an approximately hemispherical melt region with a radius that depends on the projectile's radius and impact speed. It is shown that giant impacts on large planets can create large, intact melt regions containing melt volumes up to a few times the volume of the projectile. These large melt regions are not created on asteroid sized bodies. If extruded to the surface, these regions contain enough melt to create a magma ocean of considerable depth, depending on the impact speed, projectile radius, and gravity of the target planet.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/26994374','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/26994374"><span>Spatial regression analysis of traffic crashes in Seoul.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Rhee, Kyoung-Ah; Kim, Joon-Ki; Lee, Young-ihn; Ulfarsson, Gudmundur F</p> <p>2016-06-01</p> <p>Traffic crashes can be spatially correlated events and the analysis of the distribution of traffic crash frequency requires evaluation of parameters that reflect spatial properties and correlation. Typically this spatial aspect of crash data is not used in everyday practice by planning agencies and this contributes to a gap between research and practice. A database of traffic crashes in Seoul, Korea, in 2010 was developed at the traffic analysis zone (TAZ) level with a number of GIS developed spatial variables. Practical spatial models using available software were estimated. The spatial error model was determined to be better than the spatial lag model and an ordinary least squares baseline regression. A geographically weighted regression model provided useful insights about localization of effects. The results found that an increased length of roads with speed limit below 30 km/h and a higher ratio of residents below age of 15 were correlated with lower traffic crash frequency, while a higher ratio of residents who moved to the TAZ, more vehicle-kilometers traveled, and a greater number of access points with speed limit difference between side roads and mainline above 30 km/h all increased the number of traffic crashes. This suggests, for example, that better control or design for merging lower speed roads with higher speed roads is important. A key result is that the length of bus-only center lanes had the largest effect on increasing traffic crashes. This is important as bus-only center lanes with bus stop islands have been increasingly used to improve transit times. Hence the potential negative safety impacts of such systems need to be studied further and mitigated through improved design of pedestrian access to center bus stop islands. Copyright © 2016 Elsevier Ltd. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20170004472','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20170004472"><span>The Velocity and Density Distribution of Earth-Intersecting Meteoroids: Implications for Environment Models</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Moorhead, A. V.; Brown, P. G.; Campbell-Brown, M. D.; Moser, D. E.; Blaauw, R. C.; Cooke, W. J.</p> <p>2017-01-01</p> <p>Meteoroids are known to damage spacecraft: they can crater or puncture components, disturb a spacecraft's attitude, and potentially create secondary electrical effects. Because the damage done depends on the speed, size, density, and direction of the impactor, accurate environment models are critical for mitigating meteoroid-related risks. Yet because meteoroid properties are derived from indirect observations such as meteors and impact craters, many characteristics of the meteoroid environment are uncertain. In this work, we present recent improvements to the meteoroid speed and density distributions. Our speed distribution is derived from observations made by the Canadian Meteor Orbit Radar. These observations are de-biased using modern descriptions of the ionization efficiency. Our approach yields a slower meteoroid population than previous analyses (see Fig. 1 for an example) and we compute the uncertainties associated with our derived distribution. We adopt a higher fidelity density distribution than that used by many older models. In our distribution, meteoroids with TJ less than 2 are assigned to a low-density population, while those with TJ greater than 2 have higher densities (see Fig. 2). This division and the distributions themselves are derived from the densities reported by Kikwaya et al. These changes have implications for the environment: for instance, the helion/antihelion sporadic sources have lower speeds than the apex and toroidal sources and originate from high-T(sub J) parent bodies. Our on-average slower and denser distributions thus imply that the helion and antihelion sources dominate the meteoroid environment even more completely than previously thought. Finally, for a given near-Earth meteoroid cratering rate, a slower meteoroid population produces a comparatively higher rate of satellite attitude disturbances.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28454874','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28454874"><span>Raising the speed limit from 75 to 80mph on Utah rural interstates: Effects on vehicle speeds and speed variance.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Hu, Wen</p> <p>2017-06-01</p> <p>In November 2010 and October 2013, Utah increased speed limits on sections of rural interstates from 75 to 80mph. Effects on vehicle speeds and speed variance were examined. Speeds were measured in May 2010 and May 2014 within the new 80mph zones, and at a nearby spillover site and at more distant control sites where speed limits remained 75mph. Log-linear regression models estimated percentage changes in speed variance and mean speeds for passenger vehicles and large trucks associated with the speed limit increase. Logistic regression models estimated effects on the probability of passenger vehicles exceeding 80, 85, or 90mph and large trucks exceeding 80mph. Within the 80mph zones and at the spillover location in 2014, mean passenger vehicle speeds were significantly higher (4.1% and 3.5%, respectively), as were the probabilities that passenger vehicles exceeded 80mph (122.3% and 88.5%, respectively), than would have been expected without the speed limit increase. Probabilities that passenger vehicles exceeded 85 and 90mph were non-significantly higher than expected within the 80mph zones. For large trucks, the mean speed and probability of exceeding 80mph were higher than expected within the 80mph zones. Only the increase in mean speed was significant. Raising the speed limit was associated with non-significant increases in speed variance. The study adds to the wealth of evidence that increasing speed limits leads to higher travel speeds and an increased probability of exceeding the new speed limit. Results moreover contradict the claim that increasing speed limits reduces speed variance. Although the estimated increases in mean vehicle speeds may appear modest, prior research suggests such increases would be associated with substantial increases in fatal or injury crashes. This should be considered by lawmakers considering increasing speed limits. Copyright © 2017 Elsevier Ltd and National Safety Council. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.gpo.gov/fdsys/pkg/FR-2011-09-08/pdf/2011-23015.pdf','FEDREG'); return false;" href="https://www.gpo.gov/fdsys/pkg/FR-2011-09-08/pdf/2011-23015.pdf"><span>76 FR 55728 - Notice of the Extension of the Comment Period for the Draft Environmental Impact Report...</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.gpo.gov/fdsys/browse/collection.action?collectionCode=FR">Federal Register 2010, 2011, 2012, 2013, 2014</a></p> <p></p> <p>2011-09-08</p> <p>... High-Speed Train Project Fresno to Bakersfield Section AGENCY: Federal Railroad Administration (FRA... Impact Statement (EIS) that has been prepared for the California High-Speed Train (HST) Project Fresno to... lead federal agency and the California High-Speed Rail Authority (Authority) is the lead state agency...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.gpo.gov/fdsys/pkg/FR-2010-09-08/pdf/2010-22246.pdf','FEDREG'); return false;" href="https://www.gpo.gov/fdsys/pkg/FR-2010-09-08/pdf/2010-22246.pdf"><span>75 FR 54694 - Notice of Availability of a Supplemental Draft Environmental Impact Statement for the...</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.gpo.gov/fdsys/browse/collection.action?collectionCode=FR">Federal Register 2010, 2011, 2012, 2013, 2014</a></p> <p></p> <p>2010-09-08</p> <p>... Supplemental Draft Environmental Impact Statement for the DesertXpress High-Speed Passenger Rail Project AGENCY... for the DesertXpress High- Speed Passenger Train Project (Project). FRA is the lead agency for the... involve the construction and operation of an interstate high-speed passenger train system between...</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_5");'>5</a></li> <li><a href="#" onclick='return showDiv("page_6");'>6</a></li> <li class="active"><span>7</span></li> <li><a href="#" onclick='return showDiv("page_8");'>8</a></li> <li><a href="#" onclick='return showDiv("page_9");'>9</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_7 --> <div id="page_8" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_6");'>6</a></li> <li><a href="#" onclick='return showDiv("page_7");'>7</a></li> <li class="active"><span>8</span></li> <li><a href="#" onclick='return showDiv("page_9");'>9</a></li> <li><a href="#" onclick='return showDiv("page_10");'>10</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="141"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.gpo.gov/fdsys/pkg/FR-2012-07-26/pdf/2012-18305.pdf','FEDREG'); return false;" href="https://www.gpo.gov/fdsys/pkg/FR-2012-07-26/pdf/2012-18305.pdf"><span>77 FR 43902 - Notice of Availability of a Supplemental Draft Environmental Impact Statement for the California...</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.gpo.gov/fdsys/browse/collection.action?collectionCode=FR">Federal Register 2010, 2011, 2012, 2013, 2014</a></p> <p></p> <p>2012-07-26</p> <p>... Supplemental Draft Environmental Impact Statement for the California High-Speed Train Project Fresno to... of the California High- Speed Train (HST) Project (Project). FRA is the lead Federal agency and the California High-Speed Rail Authority (Authority) is the lead state agency for the environmental review...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/26584528','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/26584528"><span>Do Weather Phenomena Have Any Influence on the Occurrence of Spontaneous Pneumothorax?</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Vodička, Josef; Vejvodová, Šárka; Šmíd, David; Fichtl, Jakub; Špidlen, Vladimír; Kormunda, Stanislav; Hostýnek, Jiří; Moláček, Jiří</p> <p>2016-05-01</p> <p>The objective of this study was to assess the impact of weather phenomena on the occurrence of spontaneous pneumothorax (SP) in the Plzeň region (Czech Republic). A retrospective analysis of 450 cases of SP in 394 patients between 1991 and 2013. We observed changes in average daily values of atmospheric pressure, air temperature and daily maximum wind gust for each day of that period and their effect on the development of SP. The risk of developing SP is 1.41 times higher (P=.0017) with air pressure changes of more than±6.1hPa. When the absolute value of the air temperature changes by more than±0.9°C, the risk of developing SP is 1.55 times higher (P=.0002). When the wind speed difference over the 5 days prior to onset of SP is less than 13m/sec, then the risk of SP is 2.16 times higher (P=.0004). If the pressure difference is greater than±6.1hPa and the temperature difference is greater than±0.9°C or the wind speed difference during the 5 days prior to onset of SP is less than 10.7m/s, the risk of SP is 2.04 times higher (P≤.0001). Changes in atmospheric pressure, air temperature and wind speed are undoubtedly involved in the development of SP, but don't seem to be the only factors causing rupture of blebs or emphysematous bullae. Copyright © 2015 SEPAR. Published by Elsevier Espana. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/10703118','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/10703118"><span>Air bags and ocular injuries.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Stein, J D; Jaeger, E A; Jeffers, J B</p> <p>1999-01-01</p> <p>This investigation retrospectively examined ocular injuries associated with air bag deployment to gain a better appreciation of potential risk factors in motor vehicle accidents. National statistics regarding the efficacy of air bags were reviewed. Review of the literature from 1991 to 1998 identified 44 articles describing 97 patients with air-bag-induced ocular injuries. Variables extracted from each case were age, sex, height, position in the car, eye wear, vehicle impact speed, visual acuity, and specific ocular injuries. Corneal abrasions occurred in 49% of occupants, hyphemas in 43%, vitreous or retinal hemorrhages in 25%, and retinal tears or detachments in 15%. The globe was ruptured in 10 patients. Patients involved in higher-speed accidents (over 30 mph) sustained a greater percentage of vitreous or retinal hemorrhages and traumatic cataracts, while those at slower speeds were more prone to retinal tears or detachments. In a subset of 14 patients with serious ocular injuries, the impact speed of 11 patients was recorded at 30 mph or less. Slower speed may be a risk factor for some ocular injuries. Occupant height was not a significant factor. National statistics confirm that air bags reduce fatalities in motor vehicle accidents. However, children sitting in the front seat without a seat belt and infants in passenger-side rear-facing car seats are at risk for fatal injury. Air bags combined with seat belts are an effective means of reducing injury and death in adults during motor vehicle accidents. However, this study has documented a wide variety of ocular injuries associated with air bag deployment. It is hoped that researchers can develop modifications that continue to save lives while minimizing additional harm.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19880007315','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19880007315"><span>Impact and promise of NASA aeropropulsion technology</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Saunders, Neal T.; Bowditch, David N.</p> <p>1987-01-01</p> <p>The aeropropulsion industry in the United States has established an enviable record of leading the world in aeropropulsion for commercial and military aircraft. The NASA aeropropulsion propulsion program (primarily conducted through the Lewis Research Center) has significantly contributed to that success through research and technology advances and technology demonstrations such as the Refan, Engine Component Improvement, and the Energy Efficient Engine Programs. Some past NASA contributions to engines in current aircraft are reviewed, and technologies emerging from current research programs for the aircraft of the 1990's are described. Finally, current program thrusts toward improving propulsion systems in the 2000's for subsonic commercial aircraft and higher speed aircraft such as the High-Speed Civil Transport and the National Aerospace Plane (NASP) are discussed.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2013AGUFM.B52B..02D','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2013AGUFM.B52B..02D"><span>High Resolution CH4 Emissions and Dissolved CH4 Measurements Elucidate Surface Gas Exchange Processes in Toolik Lake, Arctic Alaska</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Del Sontro, T.; Sollberger, S.; Kling, G. W.; Shaver, G. R.; Eugster, W.</p> <p>2013-12-01</p> <p>Approximately 14% of the Alaskan North Slope is covered in lakes of various sizes and depths. Diffusive carbon emissions (CH4 and CO2) from these lakes offset the tundra sink by ~20 %, but the offset would substantially increase if ebullitive CH4 emissions were also considered. Ultimately, arctic lake CH4 emissions are not insignificant in the global CH4 budget and their contribution is bound to increase due to impacts from climate change. Here we present high resolution CH4 emission data as measured via eddy covariance and a Los Gatos gas analyzer during the ice free period from Toolik Lake, a deep (20 m) Arctic lake located on the Alaskan North Slope, over the last few summers. Emissions are relatively low (< 25 mg CH4 m-2 d-1) with little variation over the summer. Diurnal variations regularly occur, however, with up to 3 times higher fluxes at night. Gas exchange is a relatively difficult process to estimate, but is normally done so as the product of the CH4 gradient across the air-water interface and the gas transfer velocity, k. Typically, k is determined based on the turbulence on the water side of the interface, which is most commonly approximated by wind speed; however, it has become increasingly apparent that this assumption does not remain valid across all water bodies. Dissolved CH4 profiles in Toolik revealed a subsurface peak in CH4 at the thermocline of up to 3 times as much CH4 as in the surface water. We hypothesize that convective mixing at night due to cooling surface waters brings the subsurface CH4 to the surface and causes the higher night fluxes. In addition to high resolution flux emission estimates, we also acquired high resolution data for dissolved CH4 in surface waters of Toolik Lake during the last two summers using a CH4 equilibrator system connected to a Los Gatos gas analyzer. Thus, having both the flux and the CH4 gradient across the air-water interface measured directly, we can calculate k and investigate the processes influencing CH4 gas exchange in this lake. Preliminary results indicate that there are two regimes in wind speed that impact k - one at low wind speeds up to ~5 m s-1 and another at higher wind speeds (max ~10 m s-1). The differential wind speeds during night and day may compound the effect of convective mixing and cause the diurnal variation in observed fluxes.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2014PhyA..416..661L','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2014PhyA..416..661L"><span>Effect of interactions between vehicles and pedestrians on fuel consumption and emissions</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Li, Xiang; Sun, Jian-Qiao</p> <p>2014-12-01</p> <p>This paper presents a study of variations of fuel consumption and emissions of vehicles due to random street crossings of pedestrians. The pedestrian and vehicle movement models as well as the interaction model between the two entities are presented. Extensive numerical simulations of single and multiple cars are carried out to investigate the traffic flow rate, vehicle average speed, fuel consumption, CO, HC and NOx emissions. Generally more noncompliant road-crossings of pedestrians lead to higher level of fuel consumptions and emissions of vehicles, and the traffic situation can be improved by imposing higher vehicle speed limit to some extent. Different traffic characteristics in low and high vehicle density regions are studied. The traffic flow is more influenced by crossing pedestrians in the low vehicle density region, while in the high vehicle density region, the interactions among vehicles dominate. The main contribution of this paper lies in the qualitative analysis of the impact of the interactions between pedestrians and vehicles on the traffic, its energy economy and emissions.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4245874','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4245874"><span>Impact Depth and the Interaction with Impact Speed Affect the Severity of Contusion Spinal Cord Injury in Rats</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Lam, Cameron J.; Assinck, Peggy; Liu, Jie; Tetzlaff, Wolfram</p> <p>2014-01-01</p> <p>Abstract Spinal cord injury (SCI) biomechanics suggest that the mechanical factors of impact depth and speed affect the severity of contusion injury, but their interaction is not well understood. The primary aim of this work was to examine both the individual and combined effects of impact depth and speed in contusion SCI on the cervical spinal cord. Spinal cord contusions between C5 and C6 were produced in anesthetized rats at impact speeds of 8, 80, or 800 mm/s with displacements of 0.9 or 1.5 mm (n=8/group). After 7 days postinjury, rats were assessed for open-field behavior, euthanized, and spinal cords were harvested. Spinal cord tissue sections were stained for demyelination (myelin-based protein) and tissue sparing (Luxol fast blue). In parallel, a finite element model of rat spinal cord was used to examine the resulting maximum principal strain in the spinal cord during impact. Increasing impact depth from 0.9 to 1.5 mm reduced open-field scores (p<0.01) above 80 mm/s, reduced gray (GM) and white matter (WM) sparing (p<0.01), and increased the amount of demyelination (p<0.01). Increasing impact speed showed similar results at the 1.5-mm impact depth, but not the 0.9-mm impact depth. Linear correlation analysis with finite element analysis strain showed correlations (p<0.001) with nerve fiber damage in the ventral (R2=0.86) and lateral (R2=0.74) regions of the spinal cord and with WM (R2=0.90) and GM (R2=0.76) sparing. The results demonstrate that impact depth is more important in determining the severity of SCI and that threshold interactions exist between impact depth and speed. PMID:24945364</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=5951143','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=5951143"><span>Do running speed and shoe cushioning influence impact loading and tibial shock in basketball players?</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Liebenberg, Jacobus; Woo, Jeonghyun; Park, Sang-Kyoon; Yoon, Suk-Hoon; Cheung, Roy Tsz-Hei; Ryu, Jiseon</p> <p>2018-01-01</p> <p>Background Tibial stress fracture (TSF) is a common injury in basketball players. This condition has been associated with high tibial shock and impact loading, which can be affected by running speed, footwear condition, and footstrike pattern. However, these relationships were established in runners but not in basketball players, with very little research done on impact loading and speed. Hence, this study compared tibial shock, impact loading, and foot strike pattern in basketball players running at different speeds with different shoe cushioning properties/performances. Methods Eighteen male collegiate basketball players performed straight running trials with different shoe cushioning (regular-, better-, and best-cushioning) and running speed conditions (3.0 m/s vs. 6.0 m/s) on a flat instrumented runway. Tri-axial accelerometer, force plate and motion capture system were used to determine tibial accelerations, vertical ground reaction forces and footstrike patterns in each condition, respectively. Comfort perception was indicated on a 150 mm Visual Analogue Scale. A 2 (speed) × 3 (footwear) repeated measures ANOVA was used to examine the main effects of shoe cushioning and running speeds. Results Greater tibial shock (P < 0.001; η2 = 0.80) and impact loading (P < 0.001; η2 = 0.73–0.87) were experienced at faster running speeds. Interestingly, shoes with regular-cushioning or best-cushioning resulted in greater tibial shock (P = 0.03; η2 = 0.39) and impact loading (P = 0.03; η2 = 0.38–0.68) than shoes with better-cushioning. Basketball players continued using a rearfoot strike during running, regardless of running speed and footwear cushioning conditions (P > 0.14; η2 = 0.13). Discussion There may be an optimal band of shoe cushioning for better protection against TSF. These findings may provide insights to formulate rehabilitation protocols for basketball players who are recovering from TSF. PMID:29770274</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20040040084','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20040040084"><span>Overview of High Speed Close-Up Imaging in an Icing Environment</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Miller, Dean R.; Lynch, Christopher J.; Tate, Peter A.</p> <p>2004-01-01</p> <p>The Icing Branch and Imaging Technology Center at NASA Glenn Research Center have recently been involved in several projects where high speed close-up imaging was used to investigate water droplet impact/splash, and also ice particle impact/bounce in an icing wind tunnel. The combination of close-up and high speed imaging capabilities were required because the particles being studied were relatively small (d < 1 mm in diameter), and the impact process occurred in a very short time period (t(sub impact) << 1 sec). High speed close-up imaging was utilized to study the dynamics of droplet impact and splash in simulated Supercooled Large Droplet (SLD) icing conditions. The objective of this test was to evaluate the capability of a ultra high speed camera system to acquire quantitative information about the impact process (e.g., droplet size, velocity). Imaging data were obtained in an icing wind tunnel for spray cloud MVD > 50 m. High speed close-up imaging was also utilized to characterize the impact of ice particles on an airfoil with a thermally protected leading edge. The objective of this investigation was to determine whether ice particles tend to "stick" or "bounce" after impact. Imaging data were obtained for cases where the airfoil surface was heated and unheated. Based on the results from this test, follow on tests were conducted to investigate ice particle impact on the sensing elements of water content measurement devices. This paper will describe the use of the imaging systems to support these experimental investigations, present some representative results, and summarize what was learned about the use of these systems in an icing environment.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/29696842','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/29696842"><span>[Effects of wind speed on drying processes of fuelbeds composed of Mongolian oak broad-leaves.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Zhang, Li Bin; Sun, Ping; Jin, Sen</p> <p>2016-11-18</p> <p>Water desorption processes of fuel beds with Mongolian oak broad-leaves were observed under conditions with various wind speeds but nearly constant air temperature and humidity. The effects of wind speed on drying coefficients of fuel beds with various moisture contents were analyzed. Three phases of drying process, namely high initial moisture content (>75%) of phase 1, transition state of phase 2, and equilibrium phase III could be identified. During phase 1, water loss rate under higher wind speed was higher than that under lower wind speed. Water loss rate under higher wind speed was lower than that under lower wind speed during phase 2. During phase 3, water loss rates under different wind speeds were similar. The wind effects decreased with the decrease of fuel moisture. The drying coefficient of the Mongolian oak broad-leaves fuel beds was affected by wind speed and fuel bed compactness, and the interaction between these two factors. The coefficient increased with wind speed roughly in a monotonic cubic polynomial form.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/3554','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/3554"><span>Impacts assessment of dynamic speed harmonization with queue warning : task 3, impacts assessment report.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2015-06-01</p> <p>This report assesses the impacts of a prototype of Dynamic Speed Harmonization (SPD-HARM) with Queue Warning (Q-WARN), which are two component applications of the Intelligent Network Flow Optimization (INFLO) bundle. The assessment is based on an ext...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20180002985','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20180002985"><span>Impacts into Coarse-Grained Spheres at Moderate Impact Velocities: Implications for Cratering on Asteroids and Planets</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Barnouin, Olivier S.; Daly, R. Terik; Cintala, Mark J.; Crawford, David A.</p> <p>2018-01-01</p> <p>The surfaces of many planets and asteroids contain coarsely fragmental material generated by impacts or other geologic processes. The presence of such pre-existing structures may affect subsequent impacts, particularly when the width of the shock is comparable to or smaller than the size of pre-existing structures. Reasonable theoretical predictions and low speed (<300m/s) impact experiments suggest that in such targets the cratering process should be highly dissipative, which would reduce cratering efficiencies and cause a rapid decay in ejection velocity as a function of distance from the impact point. In this study, we assess whether these results apply at higher impact speeds between 0.5 and 2.5 km s-1. This study shows little change in cratering efficiency when 3.18 mm diameter glass beads are launched into targets composed of these same beads. These impacts are very efficient, and ejection velocity decays slowly as function of distance from the impact point. This slow decay in ejection velocity probably indicates a correspondingly slow decay of the shock stresses. However, these experiments reveal that initial interactions between projectile and target strongly influence the cratering process and lead to asymmetries in crater shape and ejection angles, as well as significant variations in ejection velocity at a given launch position. Such effects of asymmetric coupling could be further enhanced by heterogeneity in the initial distribution of grains in the target and by mechanical collisions between grains. These experiments help to explain why so few craters are seen on the rubble-pile asteroid Itokawa: impacts into its coarsely fragmental surface by projectiles comparable to or smaller than the size of these fragments likely yield craters that are not easily recognizable.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/22761462','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/22761462"><span>Long-term cognitive impairments and attentional deficits in patients with Cushing's disease and cortisol-producing adrenal adenoma in remission.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Ragnarsson, Oskar; Berglund, Peter; Eder, Derek N; Johannsson, Gudmundur</p> <p>2012-09-01</p> <p>Cognitive function is impaired in patients with active Cushing's syndrome (CS). The aim was to study cognitive function in patients with CS in long-term remission. We conducted a cross-sectional, case-controlled, single center study. Fifty-five patients previously treated for Cushing's disease (n = 43) and cortisol-producing adrenal adenoma (n = 12) and 55 controls matched for age, gender, and educational level participated in the study. Working memory, attention, information-processing speed, verbal fluency, and reading speed were studied using standardized neuropsychological testing and alerting, orienting, and executive control using the Attentional Network Test. Fatigue impact scale and the comprehensive psychopathological rating scale were used to evaluate fatigue and affective disorder. Median (interquartile range) duration of remission was 13 (5-19) yr and the mean ± SD age at follow-up was 54 ± 14 yr. Compared to controls, patients had a higher score on the fatigue impact scale, indicating greater burdens of fatigue, and a higher score on the comprehensive psychopathological rating scale subscales for depression and anxiety. In a multivariate analysis, attention, spatial orienting, alerting, working memory, verbal fluency, and reading speed were all diminished in comparison to controls, independent of scores for affective disorder and fatigue. No overall difference in outcome was seen between patients in long-term remission for Cushing's disease and cortisol-producing adrenal adenoma. Patients with CS in remission have impaired cognitive function that cannot be explained by the coexistence of affective disorder or chronic fatigue. The pattern of cognitive and attentional deficits suggests a more global involvement of the brain function than has previously been suggested.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=19790036867&hterms=film+movies&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D60%26Ntt%3Dfilm%2Bmovies','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=19790036867&hterms=film+movies&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D60%26Ntt%3Dfilm%2Bmovies"><span>Impact behavior of filament-wound graphite/epoxy fan blades. [foreign object damage to turbofan engines</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Bowles, K. J.</p> <p>1978-01-01</p> <p>The fabrication and impact tests of graphite/epoxy filament wound fan blades are discussed. Blades which were spin tested at tip speeds up to 305 m/sec retained their structural integrity. Two blades were each impacted with a 454-g slice of a 908-g simulated bird at a tip speed of 263 deg and impact angles of 22 deg and 32 deg. The impact tests were recorded with high-speed movie film. The blade which was impacted at 22 deg sustained some root delamination but remained intact. The 32 deg impact separated the blade from the root. No local damage other than leading-edge debonding was observed for either blade. The results of a failure mode analysis are also discussed.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/29035678','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/29035678"><span>The relationships between impact location and post-impact ball speed, bat torsion, and ball direction in cricket batting.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Peploe, C; McErlain-Naylor, S A; Harland, A R; King, M A</p> <p>2018-06-01</p> <p>Three-dimensional kinematic data of bat and ball were recorded for 239 individual shots performed by twenty batsmen ranging from club to international standard. The impact location of the ball on the bat face was determined and assessed against the resultant instantaneous post-impact ball speed and measures of post-impact bat torsion and ball direction. Significant negative linear relationships were found between post-impact ball speed and the absolute distance of impact from the midline medio-laterally and sweetspot longitudinally. Significant cubic relationships were found between the distance of impact from the midline of the bat medio-laterally and both a measure of bat torsion and the post-impact ball direction. A "sweet region" on the bat face was identified whereby impacts within 2 cm of the sweetspot in the medio-lateral direction, and 4.5 cm in the longitudinal direction, caused reductions in ball speed of less than 6% from the optimal value, and deviations in ball direction of less than 10° from the intended target. This study provides a greater understanding of the margin for error afforded to batsmen, allowing researchers to assess shot success in more detail, and highlights the importance of players generating consistently central impact locations when hitting for optimal performance.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2014PhDT.......523K','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2014PhDT.......523K"><span>Hypervelocity Impact Studies of Carbon Nanotubes and Fiber-Reinforced Polymer Nanocomposites</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Khatiwada, Suman</p> <p></p> <p>This dissertation studies the hypervelocity impact characteristics of carbon nanotubes (CNTs), and investigates the use of CNTs as reinforcements in ultra-high molecular weight polyethylene (UHMWPE) fiber composites for hypervelocity impact shielding applications. The first part of this dissertation is aimed at developing an understanding of the hypervelocity impact response of CNTs--at the nanotube level. Impact experiments are designed with CNTs as projectiles to impact and crater aluminum plates. The results show that carbon nanotubes are resistant to the high-energy shock pressures and the ultra-high strain loading during hypervelocity impacts. Under our experimental conditions, single-walled carbon nanotubes survive impacts up to 4.07 km/s, but transform to graphitic ribbons and nanodiamonds at higher impact velocities. The nanodiamonds are metastable and transform to onion-like nanocarbon over time. Double-walled carbon nanotubes retain their form and structure even at impacts over 7 km/s. Higher hypervelocity impact resistance of DWCNTs could be attributed to the absorption of additional energy due to relative motion between the layers in the transverse direction of these coaxial nanotubes. The second part of this dissertation researches the effect of reinforcement of carbon nanotubes and their buckypapers on the hypervelocity impact shielding properties of UHMWPE-fiber composites arranged in a Whipple Shield configuration (a shield design used for the protection of the international space station from hypervelocity impacts by orbital debris). Composite laminates were prepared via compression molding and nanotube buckypapers via vacuum filtration. Dispersed nanotubes were introduced to the composite laminates via direct spraying onto the fabric prior to composite processing. The experimental results show that nanotubes dispersed in polymer matrix do not affect the hypervelocity impact resistance of the composite system. Nanotube buckypapers, however, improve the impact resistance of the composite, owing to the collective dampening of the shock wave amplitudes by the interconnected nanotube network in a buckypaper. The location of the buckypaper inside the composite, its thickness, and its surface modification with metals, all affect its hypervelocity impact shielding properties. Buckypaper coated with nickel and placed on the top surface of the UHMWPE-fiber composite provides the best impact resistance. Physical properties such as high bulk speed of sound in the nanotubes, and a combination of high density and high bulk speed of sound in nickel make the nickel-coated buckypaper a good hypervelocity impact shielding material. In addition, an explorative study on the use of nanograin metals for hypervelocity impact shielding was conducted.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018AIPA....8c5109L','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018AIPA....8c5109L"><span>Atomistic insights on the nanoscale single grain scratching mechanism of silicon carbide ceramic based on molecular dynamics simulation</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Liu, Yao; Li, Beizhi; Kong, Lingfei</p> <p>2018-03-01</p> <p>The precision and crack-free surface of brittle silicon carbide (SiC) ceramic was achieved in the nanoscale ductile grinding. However, the nanoscale scratching mechanism and the root causes of SiC ductile response, especially in the atomistic aspects, have not been fully understood yet. In this study, the SiC atomistic scale scratching mechanism was investigated by single diamond grain scratching simulation based on molecular dynamics. The results indicated that the ductile scratching process of SiC could be achieved in the nanoscale depth of cut through the phase transition to an amorphous structure with few hexagonal diamond structure. Furthermore, the silicon atoms in SiC could penetrate into diamond grain which may cause wear of diamond grain. It was further found out that the chip material in the front of grain flowed along the grain side surface to form the groove protrusion as the scratching speed increases. The higher scratching speed promoted more atoms to transfer into the amorphous structure and reduced the hexagonal diamond and dislocation atoms number, which resulted in higher temperature, smaller scratching force, smaller normal stress, and thinner subsurface damage thickness, due to larger speed impaction causing more bonds broken which makes the SiC more ductile.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/27585184','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/27585184"><span>Different cognitive functions discriminate gait performance in younger and older women: A pilot study.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Gonzales, Joaquin U; James, C Roger; Yang, Hyung Suk; Jensen, Daniel; Atkins, Lee; Thompson, Brennan J; Al-Khalil, Kareem; O'Boyle, Michael</p> <p>2016-10-01</p> <p>Cognitive dysfunction is associated with slower gait speed in older women, but whether cognitive function affects gait performance earlier in life has yet to be investigated. Thus, the objective of this study was to test the hypothesis that cognitive function will discriminate gait performance in healthy younger women. Fast-pace and dual-task gait speed were measured in 30 young to middle-aged (30-45y) and 26 older (61-80y) women without mild cognitive impairment. Visuoperceptual ability, working memory, executive function, and learning ability were assessed using neuropsychological tests. Within each age group, women were divided by the median into lower and higher cognitive function groups to compare gait performance. Younger women with higher visuoperceptual ability had faster fast-pace (2.25±0.30 vs. 1.98±0.18m/s, p≤0.01) and dual-task gait speed (2.02±0.27 vs. 1.69±0.25m/s, p≤0.01) than women with lower visuoperceptual ability. The difference in dual-task gait speed remained significant (p=0.02) after adjusting for age, years of education, and other covariates. Dividing younger women based on other cognitive domains showed no difference in gait performance. In contrast, working memory and executive function discriminated dual-task gait speed (p<0.05) in older women after adjusting for age and education. To our knowledge, this is the first study to show that poorer cognitive function even at a relatively young age can negatively impact mobility. Different cognitive functions discriminated gait performance based on age, highlighting a possible influence of aging in the relationship between cognitive function and mobility in women. Copyright © 2016 Elsevier B.V. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017EPSC...11.1010K','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017EPSC...11.1010K"><span>Reproducing impact ionization mass spectra of E and F ring ice grains at different impact speeds</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Klenner, F.; Reviol, R.; Postberg, F.</p> <p>2017-09-01</p> <p>As impact speeds of E and F ring ice grains impinging onto the target of impact ionization mass spectrometers in space can vary greatly, the resulting cationic or anionic mass spectra can have very different appearances. The mass spectra can be accurately reproduced with an analog experimental setup IR-FL-MALDI-ToF-MS (Infrared Free Liquid Matrix Assisted Laser Desorption and Ionization Time of Flight Mass Spectrometry). We compare mass spectra of E and F ring ice grains taken by the Cosmic Dust Analyzer (CDA) onboard Cassini recorded at different impact speeds with our analog spectra and prove the capability of the analog experiment.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20080048052','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20080048052"><span>Miniature High-Force, Long-Stroke SMA Linear Actuators</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Cummin, Mark A.; Donakowski, William; Cohen, Howard</p> <p>2008-01-01</p> <p>Improved long-stroke shape-memory-alloy (SMA) linear actuators are being developed to exert significantly higher forces and operate at higher activation temperatures than do prior SMA actuators. In these actuators, long linear strokes are achieved through the principle of displacement multiplication, according to which there are multiple stages, each intermediate stage being connected by straight SMA wire segments to the next stage so that relative motions of stages are additive toward the final stage, which is the output stage. Prior SMA actuators typically include polymer housings or shells, steel or aluminum stages, and polymer pads between successive stages of displacement-multiplication assemblies. Typical output forces of prior SMA actuators range from 10 to 20 N, and typical strokes range from 0.5 to 1.5 cm. An important disadvantage of prior SMA wire actuators is relatively low cycle speed, which is related to actuation temperature as follows: The SMA wires in prior SMA actuators are typically made of a durable nickel/titanium alloy that has a shape-memory activation temperature of 80 C. An SMA wire can be heated quickly from below to above its activation temperature to obtain a stroke in one direction, but must then be allowed to cool to somewhat below its activation temperature (typically, less than or equal to 60 C in the case of an activation temperature of 80 C) to obtain a stroke in the opposite direction (return stroke). At typical ambient temperatures, cooling times are of the order of several seconds. Cooling times thus limit cycle speeds. Wires made of SMA alloys having significantly higher activation temperatures [denoted ultra-high-temperature (UHT) SMA alloys] cool to the required lower return-stroke temperatures more rapidly, making it possible to increase cycle speeds. The present development is motivated by a need, in some applications (especially aeronautical and space-flight applications) for SMA actuators that exert higher forces, operate at greater cycle speeds, and have stronger housings that can withstand greater externally applied forces and impacts. The main novel features of the improved SMA actuators are the following: 1) The ends of the wires are anchored in compact crimps made from short steel tubes. Each wire end is inserted in a tube, the tube is flattened between planar jaws to make the tube grip the wire, the tube is compressed to a slight U-cross-section deformation to strengthen the grip, then the crimp is welded onto one of the actuator stages. The pull strength of a typical crimp is about 125 N -- comparable to the strength of the SMA wire and greater than the typical pull strengths of wire-end anchors in prior SMA actuators. Greater pull strength is one of the keys to achievement of higher actuation force; 2) For greater strength and resistance to impacts, housings are milled from aluminum instead of being made from polymers. Each housing is made from two pieces in a clamshell configuration. The pieces are anodized to reduce sliding friction; 3) Stages are made stronger (to bear greater compression loads without excessive flexing) by making them from steel sheets thicker than those used in prior SMA actuators. The stages contain recessed pockets to accommodate the crimps. Recessing the pockets helps to keep overall dimensions as small as possible; and, 4) UHT SMA wires are used to satisfy the higher-speed/higher-temperature requirement.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_6");'>6</a></li> <li><a href="#" onclick='return showDiv("page_7");'>7</a></li> <li class="active"><span>8</span></li> <li><a href="#" onclick='return showDiv("page_9");'>9</a></li> <li><a href="#" onclick='return showDiv("page_10");'>10</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_8 --> <div id="page_9" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_7");'>7</a></li> <li><a href="#" onclick='return showDiv("page_8");'>8</a></li> <li class="active"><span>9</span></li> <li><a href="#" onclick='return showDiv("page_10");'>10</a></li> <li><a href="#" onclick='return showDiv("page_11");'>11</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="161"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/26226','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/26226"><span>Higher speed freight truck market analysis.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2013-07-01</p> <p>A market analysis was conducted on behalf of FRA to determine the viability for implementation of higher speed freight rail service in anticipation of high-speed passenger rail service on upgraded freight rail corridors. : The analysis focused on the...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/28268','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/28268"><span>Higher speed freight truck market analysis.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2013-07-01</p> <p>A market analysis was conducted on behalf of FRA to determine the viability for implementation of higher speed freight rail : service in anticipation of high-speed passenger rail service on upgraded freight rail corridors. : The analysis focused on t...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/29281587','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/29281587"><span>The Effect of Auditory Cueing on the Spatial and Temporal Gait Coordination in Healthy Adults.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Almarwani, Maha; Van Swearingen, Jessie M; Perera, Subashan; Sparto, Patrick J; Brach, Jennifer S</p> <p>2017-12-27</p> <p>Walk ratio, defined as step length divided by cadence, indicates the coordination of gait. During free walking, deviation from the preferential walk ratio may reveal abnormalities of walking patterns. The purpose of this study was to examine the impact of rhythmic auditory cueing (metronome) on the neuromotor control of gait at different walking speeds. Forty adults (mean age 26.6 ± 6.0 years) participated in the study. Gait characteristics were collected using a computerized walkway. In the preferred walking speed, there was no significant difference in walk ratio between uncued (walk ratio = .0064 ± .0007 m/steps/min) and metronome-cued walking (walk ratio = .0064 ± .0007 m/steps/min; p = .791). A higher value of walk ratio at the slower speed was observed with metronome-cued (walk ratio = .0071 ± .0008 m/steps/min) compared to uncued walking (walk ratio = .0068 ± .0007 m/steps/min; p < .001). The walk ratio was less at faster speed with metronome-cued (walk ratio = .0060 ± .0009 m/steps/min) compared to uncued walking (walk ratio = .0062 ± .0009 m/steps/min; p = .005). In healthy adults, the metronome cues may become an attentional demanding task, and thereby disrupt the spatial and temporal integration of gait at nonpreferred speeds.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20170001025','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20170001025"><span>Cruise Speed Sensitivity Study for Transonic Truss Braced Wing</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Wells, Douglas P.</p> <p>2017-01-01</p> <p>NASA's investment and research in aviation has led to new technologies and concepts that make aircraft more efficient and environmentally friendly. One aircraft design operational concept is the reduction of cruise speed to reduce fuel burned during a mission. Although this is not a new idea, it was used by all of the contractors involved in a 2008 NASA sponsored study that solicited concept and technology ideas to reduce environmental impacts for future subsonic passenger transports. NASA is currently improving and building new analysis capabilities to analyze advanced concepts. To test some of these new capabilities, a transonic truss braced wing configuration was used as a test case. This paper examines the effects due to changes in the design cruise speed and other tradeoffs in the design space. The analysis was baselined to the Boeing SUGAR High truss braced wing concept. An optimization was run at five different design cruise Mach numbers. These designs are compared to provide an initial assessment space and the parameters that should be considered when selecting a design cruise speed. A discussion of the design drivers is also included. The results show that the wing weight in the current analysis has more influence on the takeoff gross weight than expected. This effect caused lower than expected wing sweep angle values for higher cruise speed designs.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/25703350','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/25703350"><span>Can cars and trucks coexist peacefully on highways? Analyzing the effectiveness of road safety policies in Europe.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Castillo-Manzano, José I; Castro-Nuño, Mercedes; Fageda, Xavier</p> <p>2015-04-01</p> <p>We examine the impact on the traffic accident rate of the interaction between trucks and cars on Europe's roads using a panel data set that covers the period 1999-2010. We find that rising motorization rates for trucks lead to higher traffic fatalities, while rising motorization rates for cars do not. Empirically, the model we build predicts the positive impact of stricter speed limit legislation for trucks in the reduction of road fatalities. These findings lend support to European strategies and aimed at promoting alternative modes of freight transport, including rail and maritime transport. Copyright © 2015 Elsevier Ltd. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/1176188','DOE-PATENT-XML'); return false;" href="https://www.osti.gov/servlets/purl/1176188"><span>Method and system for controlling a rotational speed of a rotor of a turbogenerator</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/doepatents">DOEpatents</a></p> <p>Stahlhut, Ronnie Dean; Vuk, Carl Thomas</p> <p>2008-12-30</p> <p>A system and method controls a rotational speed of a rotor or shaft of a turbogenerator in accordance with a present voltage level on a direct current bus. A lower threshold and a higher threshold are established for a speed of a rotor or shaft of a turbogenerator. A speed sensor determines speed data or a speed signal for the rotor or shaft associated with a turbogenerator. A voltage regulator adjusts a voltage level associated with a direct current bus within a target voltage range if the speed data or speed signal indicates that the speed is above the higher threshold or below the lower threshold.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/32571','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/32571"><span>Impacts Assessment of Dynamic Speed Harmonization with Queue Warning : Task 3, Impacts Assessment Report. [supporting datasets</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2015-05-31</p> <p>The datasets in the .pdf and .zip attached to this record are in support of Intelligent Transportation Systems Joint Program Office (ITS JPO) report FHWA-JPO-15-222, "Impacts Assessment of Dynamic Speed Harmonization with Queue Warning : Task 3, Impa...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/105','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/105"><span>Research on the Safety Impacts of Speed Limiter Device Installations on Commercial Motor Vehicles: Phase II</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2012-03-01</p> <p>The purpose of this project was to identify the impacts of implementing speed limiters (SL) in commercial vehicle fleet operations. These impacts may be related to safety through a reduction in the number and/or severity of crashes, and/or address op...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/25520301','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/25520301"><span>Sleep disturbance and neurocognitive function during the recovery from a sport-related concussion in adolescents.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Kostyun, Regina O; Milewski, Matthew D; Hafeez, Imran</p> <p>2015-03-01</p> <p>Sleep disturbances are a hallmark sign after a sport-related concussion (SRC). Poor sleep has been shown to adversely affect baseline neurocognitive test scores, but it is not comprehensively understood how neurocognitive function is affected by disrupted sleep during recovery from a concussion. To identify the correlation between adolescent athletes' neurocognitive function and their self-reported sleep quantity and sleep disturbance symptoms during recovery from SRC. Cross-sectional study; Level of evidence, 3. Immediate Post-Concussion Assessment and Cognition Testing (ImPACT) data were retrospectively collected for 545 adolescent athletes treated for SRC at a sports medicine concussion clinic. Patients were stratified into groups based on 2 criteria: self-reported sleep duration and self-reported sleep disturbance symptoms during postinjury ImPACT testing. Sleep duration was classified as short (<7 hours), intermediate (7-9 hours), and long (>9 hours). Sleep disturbance symptoms were self-reported as part of the Post-Concussion Symptom Scale (PCSS) as either sleeping less than normal, sleeping more than normal, or having trouble falling asleep. One-way analyses of variance were conducted to examine the effects that sleep duration as well as self-reported sleep disturbance symptoms had on composite scores. A total of 1067 ImPACT tests were analyzed: test 1, 545; test 2, 380; and test 3, 142. Sleeping fewer than 7 hours the night before testing correlated with higher PCSS scores (P < .001), whereas sleeping longer than 9 hours correlated with worse visual memory (P = .01), visual motor speed (P <.001), and reaction time (P = .04) composite scores. With regard to self-reported sleep disturbance symptoms, patients demonstrated worse composite scores during ImPACT testing when they self-reported sleeping more than normal (ImPACT test 1: verbal memory, P < .001; visual motor speed, P = .05; reaction time, P = .01; ImPACT test 2: verbal memory, P < .001; visual memory, P < .001; visual motor speed, P < .001; reaction time, P = .01). Adolescent patients recovering from SRC demonstrated higher (worse) PCSS scores (P < .001) when they sensed that their sleep had been disrupted. Adolescent patients who perceive that their sleep is somehow disrupted after SRC may report a greater number of concussion symptoms during their recovery. In addition, the study results suggest that sleeping more than normal may identify an individual who continues to be actively recovering from concussion, given the correlation between lower neurocognitive function and this self-reported symptom. © 2014 The Author(s).</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=3539927','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=3539927"><span>Maximum walking speeds obtained using treadmill and overground robot system in persons with post-stroke hemiplegia</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p></p> <p>2012-01-01</p> <p>Background Previous studies demonstrated that stroke survivors have a limited capacity to increase their walking speeds beyond their self-selected maximum walking speed (SMWS). The purpose of this study was to determine the capacity of stroke survivors to reach faster speeds than their SMWS while walking on a treadmill belt or while being pushed by a robotic system (i.e. “push mode”). Methods Eighteen chronic stroke survivors with hemiplegia were involved in the study. We calculated their self-selected comfortable walking speed (SCWS) and SMWS overground using a 5-meter walk test (5-MWT). Then, they were exposed to walking at increased speeds, on a treadmill and while in “push mode” in an overground robotic device, the KineAssist, until they were tested at a speed that they could not sustain without losing balance. We recorded the time and number of steps during each trial and calculated gait speed, average cadence and average step length. Results Maximum walking speed in the “push mode” was 13% higher than the maximum walking speed on the treadmill and both were higher (“push mode”: 61%; treadmill: 40%) than the maximum walking speed overground. Subjects achieved these faster speeds by initially increasing both step length and cadence and, once individuals stopped increasing their step length, by only increasing cadence. Conclusions With post-stroke hemiplegia, individuals are able to walk at faster speeds than their SMWS overground, when provided with a safe environment that provides external forces that requires them to attempt dynamic stability maintenance at higher gait speeds. Therefore, this study suggests the possibility that, given the appropriate conditions, people post-stroke can be trained at higher speeds than previously attempted. PMID:23057500</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://eric.ed.gov/?q=start+AND+business&pg=4&id=EJ922231','ERIC'); return false;" href="https://eric.ed.gov/?q=start+AND+business&pg=4&id=EJ922231"><span>Evaluating the Impact of SPEED on Students' Career Choices: A Pilot Study</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.eric.ed.gov/ERICWebPortal/search/extended.jsp?_pageLabel=advanced">ERIC Educational Resources Information Center</a></p> <p>Woodier-Harris, Naomi R.</p> <p>2010-01-01</p> <p>Purpose: The purpose of this paper is two-fold; first, to explore the Student Placements for Entrepreneurs in Education (SPEED) programme, which aims to help students gain real business start-up experience whilst at university and second to examine the impact of SPEED on the students. Design/methodology/approach: For the first part of the paper,…</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/1992AcAau..26..799S','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/1992AcAau..26..799S"><span>Aluminum 2219-T87 and 5456-H116 - A comparative study of spacecraft wall materials in dual-wall structures under hypervelocity impact</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Schonberg, William P.</p> <p>1992-11-01</p> <p>All earth-orbiting spacecraft are susceptible to high-speed impacts by pieces of orbital debris. To prevent mission failure and possibly loss of life, protection against perforation by high-speed orbital debris particles must be included in the spacecraft design. Although any number of materials can be used to manufacture perforation-resistant structures, aluminum is often used in such systems because of its relatively high strength-to-weight ratio. This paper presents the results of a study in which the high speed impact response characteristics of dual-wall structures made from two different aluminum alloys were analyzed to determine which alloy would be more suitable for use in a perforation-resistant dual-wall structural system that is to be exposed to the orbital debris environment. Impact response characteristics were obtained numerically and experimentally. At impact speeds below 7 km/s, it was found that the two aluminum alloys considered contributed similar levels of perforation resistance; at speeds in excess of 7 km/s, aluminum 2219-T87 was superior to aluminum 5546-H116 in preventing perforation of dual-wall structural systems.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=19930040458&hterms=comparative+study&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D70%26Ntt%3Dcomparative%2Bstudy','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=19930040458&hterms=comparative+study&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D70%26Ntt%3Dcomparative%2Bstudy"><span>Aluminum 2219-T87 and 5456-H116 - A comparative study of spacecraft wall materials in dual-wall structures under hypervelocity impact</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Schonberg, William P.</p> <p>1992-01-01</p> <p>All earth-orbiting spacecraft are susceptible to high-speed impacts by pieces of orbital debris. To prevent mission failure and possibly loss of life, protection against perforation by high-speed orbital debris particles must be included in the spacecraft design. Although any number of materials can be used to manufacture perforation-resistant structures, aluminum is often used in such systems because of its relatively high strength-to-weight ratio. This paper presents the results of a study in which the high speed impact response characteristics of dual-wall structures made from two different aluminum alloys were analyzed to determine which alloy would be more suitable for use in a perforation-resistant dual-wall structural system that is to be exposed to the orbital debris environment. Impact response characteristics were obtained numerically and experimentally. At impact speeds below 7 km/s, it was found that the two aluminum alloys considered contributed similar levels of perforation resistance; at speeds in excess of 7 km/s, aluminum 2219-T87 was superior to aluminum 5546-H116 in preventing perforation of dual-wall structural systems.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/23939758','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/23939758"><span>Impact of distraction on the driving performance of adolescents with and without attention-deficit/hyperactivity disorder.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Narad, Megan; Garner, Annie A; Brassell, Anne A; Saxby, Dyani; Antonini, Tanya N; O'Brien, Kathleen M; Tamm, Leanne; Matthews, Gerald; Epstein, Jeffery N</p> <p>2013-10-01</p> <p>This study extends the literature regarding attention-deficit/hyperactivity disorder (ADHD)-related driving impairments to a newly licensed, adolescent population. To investigate the combined risks of adolescence, ADHD, and distracted driving (cell phone conversation and text messaging) on driving performance. Adolescents aged 16 to 17 years with (n = 28) and without (n = 33) ADHD engaged in a simulated drive under 3 conditions (no distraction, cell phone conversation, and texting). During each condition, one unexpected event (eg, another car suddenly merging into driver's lane) was introduced. Cell phone conversation, texting, and no distraction while driving. Self-report of driving history, average speed, standard deviation of speed, standard deviation of lateral position, and braking reaction time during driving simulation. Adolescents with ADHD reported fewer months of driving experience and a higher proportion of driving violations than control subjects. After controlling for months of driving history, adolescents with ADHD demonstrated more variability in speed and lane position than control subjects. There were no group differences for braking reaction time. Furthermore, texting negatively impacted the driving performance of all participants as evidenced by increased variability in speed and lane position. To our knowledge, this study is one of the first to investigate distracted driving in adolescents with ADHD and adds to a growing body of literature documenting that individuals with ADHD are at increased risk for negative driving outcomes. Furthermore, texting significantly impairs the driving performance of all adolescents and increases existing driving-related impairment in adolescents with ADHD, highlighting the need for education and enforcement of regulations against texting for this age group.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2009PhDT.......160P','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2009PhDT.......160P"><span>Splashing, feeding, contracting: Drop impact and fluid dynamics of Vorticella</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Pepper, Rachel E.</p> <p></p> <p>This thesis comprises two main topics: understanding drop impact and splashing, and studying the feeding and contracting of the microorganism Vorticella. In Chapter 1, we study the effect of substrate compliance on the splash threshold of a liquid drop using an elastic membrane under variable tension. We find that splashing can be suppressed by reducing this tension. Measurements of the velocity and acceleration of the spreading drop after impact indicate that the splashing behavior is set at very early times after, or possibly just before, impact, far before the actual splash occurs. We also provide a model for the tension dependence of the splashing threshold. In Chapter 2, we study the evolution of the ejected liquid sheet, or lamella, created after impact of a liquid drop onto a solid surface using high-speed video. We find that the lamella rim thickness is always much larger than the boundary layer thickness, and that this thickness decreases with increasing impact speed. We also observe an unusual plateau behavior in thickness versus time at higher impact speeds as we approach the splash threshold. In Chapter 3, we show through calculations, simulations, and experiments that the eddies often observed near sessile filter feeders are due to the presence of nearby boundaries. We model the common filter feeder Vorticella, and also track particles around live feeding Vorticella to determine the experimental flow field. Our models are in good agreement both with each other and with the experiments. We also provide simple approximate equations to predict experimental eddy sizes due to boundaries. In Chapter 4, we show through calculations that filter feeders such as Vorticella can greatly enhance their nutrient uptake by feeding at an angle rather than perpendicular to a substrate. We also show experimental evidence that living Vorticella use this strategy. Finally, in Chapter 5, we discuss possible future directions for these projects, including potential insights from a close examination of lamella behavior at the splash threshold, and calculations to determine if Vorticella contract rapidly towards the substrate to which they are attached in order to mix the surrounding fluid.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/29738251','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/29738251"><span>Polymer Surface Textured with Nanowire Bundles to Repel High-Speed Water Drops.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Li, Y P; Li, X Y; Zhu, X P; Lei, M K; Lakhtakia, A</p> <p>2018-05-22</p> <p>Water drops impacting windshields of high-speed trains and aircraft as well as blades in steam turbine power generators obliquely and at high speeds are difficult to repel. Impacting drops penetrate the void regions of nanotextured and microtextured superhydrophobic coatings, with this pinning resulting in the loss of drop mobility. In order to repel high-speed water drops, we nanotextured polymer surfaces with nanowire bundles separated from their neighbors by microscale void regions, with the nanowires in a bundle separated from their neighbors by nanoscale void regions. Water drops with speeds below a critical speed rebound completely. Water drops with speeds exceeding a critical speed rebound partially, but residual droplets that begin to be pinned undergo a spontaneous dewetting process and slide off. The natural oscillations of residual droplets drive this dewetting process in the interbundle void regions, resulting in a transition from the sticky Wenzel state to the slippery Cassie state without external stimuli.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2013AGUFM.A14E..06C','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2013AGUFM.A14E..06C"><span>The Impacts of Wind Speed Trends and Long-term Variability in Relation to Hydroelectric Reservoir Inflows on Wind Power in the Pacific Northwest</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Cross, B.; Kohfeld, K. E.; Cooper, A.; Bailey, H. J.; Rucker, M.</p> <p>2013-12-01</p> <p>The use of wind power is growing rapidly in the Pacific Northwest (PNW ) due to environmental concerns, decreasing costs of implementation, strong wind speeds, and a desire to diversify electricity sources to minimize the impacts of streamflow variability on electricity prices and system flexibility. In hydroelectric dominated systems, like the PNW, the benefits of wind power can be maximized by accounting for the relationship between long term variability in wind speeds and reservoir inflows. Clean energy policies in British Columbia make the benefits of increased wind power generation during low streamflow periods particularly large, by preventing the overbuilding of marginal hydroelectric projects. The goal of this work was to quantify long-term relationships between wind speed and streamflow behavior in British Columbia. Wind speed data from the North American Regional Reanalysis (NARR) and cumulative usable inflows (CUI) from BC Hydro were used to analyze 10m wind speed and density (WD) trends, WD-CUI correlations, and WD anomalies during low and high inflow periods in the PNW (40°N to 65°N, 110°W to 135°W) from 1979-2010. Statistically significant positive wind speed and density trends were found for most of the PNW, with the largest increases along the Pacific Coast. CUI-WD correlations were weakly positive for most regions, with the highest values along the US coast (r ~0.55), generally weaker correlations to the north, and negative correlations (r ~ -0.25) along BC's North Coast. When considering seasonal relationships, the Spring freshet was coincident with lower WD anomalies west of the Rocky Mountains and higher WDs to the east. A similar but opposite pattern was observed for low inflow winter months. When considering interannual variability, lowest inflow years experienced positive WD anomalies (up to 40% increases) for the North Coast. In highest inflow years, positive WD anomalies were widespread in the US and for smaller patches of central BC. By accounting for regional and temporal differences in the relationship between wind (WD) and streamflow (CUI) behaviour during wind farm site selection, the benefits of energy diversification can be maximized.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19800015188','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19800015188"><span>Visualization of impact damage of composite plates by means of the Moire technique</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Knauss, W. G.; Babcock, C. D.; Chai, H.</p> <p>1980-01-01</p> <p>The phenomenological aspects of propagation damage due to low velocity impact on heavily loaded graphite-epoxy composite laminates were investigated using high speed photography coupled with the moire fringe technique. High speed moire motion records of the impacted specimens are presented. The results provide information on the time scale and sequence of the failure process. While the generation of the initial damage cannot always be separated temporally from the spreading of the damage, the latter takes place on the average with a speed on the order of 200 m/sec.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/1997PhDT.......170W','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/1997PhDT.......170W"><span>Recycle of mixed automotive plastics: A model study</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Woramongconchai, Somsak</p> <p></p> <p>This research investigated blends of virgin automotive plastics which were identified through market analysis. The intent was that this study could be used as a basis for further research in blends of automotive plastics recyclate. The effects of temperature, shear, time, and degree of mixing in a two-roll mill, a single-screw extruder, and a twin-screw extruder were investigated. Properties were evaluated in terms of melt flow, rigidity, strength, impact, heat resistance, electrical resistivity, color, and resistance to water and gasoline. Torque rheometry, dynamic mechanical analysis (DMA), optical and scanning electron microscopy were used to characterize the processability and morphology of major components of the blends. The two-roll mill was operated at high temperature, short time, and low roll speed to avoid discolored and degraded materials. The single-screw extruder and twin-screw extruder were operated at medium and high temperature and high screw speed, respectively, for optimizing head pressure, residence time, shear and degree of mixing of the materials. Melt index increased with extrusion temperature. Flexural modulus increased with the processing temperatures in milling or twin-screw extrusion, but decreased with the increasing single-screw extrusion temperature. Tensile modulus was also enhanced by increasing processing temperature. The tensile strengths for each process were similar and relatively low. The impact strength increased with temperature and roll speed in two-roll milling, was unaffected by the single-screw extrusion temperature and decreased with increasing twin-screw extrusion temperature. Heat resistance was always reduced by higher processing temperature. The volume resistivity increased, water absorption was unaffected and gasoline absorption altered by increased processing temperature. The latter increased somewhat with mill temperature, roll speed (two-roll mill) and higher extrusion temperature (single-screw extruder), but decreased with increased twin-screw extrusion temperature. The flexural modulus of the recycled mixed automotive plastics expected in 2003 was higher than the 1980s and 1990 recycle. Flexural strength effects were not large enough for serious consideration, but were more dominant when compared to those in the 1980s and 1990s. Impact strengths at 20-30 J/m were the lowest value compared to the 1980s and 1990s mixed automotive recycle. Torque rheometry, dynamic mechanical analysis and optical and electron microscopy agreed with each other on the characterization of the processability and morphology of the blends. LLDPE and HDPE were miscible while PP was partially miscible with polyethylene. ABS and nylon-6 were immiscible with the polyolefins, but partially miscible with each other. As expected, the polyurethane foam was immiscible with the other components. The minor components of the model recycle of mixed automotive materials were probably partially miscible with ABS/nylon-6, but there were multiple and unresolved phases in the major blends.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/23919253','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/23919253"><span>Controlling microstructure of pentacene derivatives by solution processing: impact of structural anisotropy on optoelectronic properties.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>James, David T; Frost, Jarvist M; Wade, Jessica; Nelson, Jenny; Kim, Ji-Seon</p> <p>2013-09-24</p> <p>The consideration of anisotropic structural properties and their impact on optoelectronic properties in small-molecule thin films is vital to understand the performance of devices incorporating crystalline organic semiconductors. Here we report on the important relationship between structural and optoelectronic anisotropy in aligned, functionalized-pentacene thin films fabricated using the solution-based zone-casting technique. The microstructure of thin films composed of 6,13-bis(triisopropylsilylethynyl)pentacene (TIPS-pentacene) and 6,13-bis(triethylsilylethynyl)pentacene (TES-pentacene) is systematically controlled by varying the casting speed. By controlling the structural alignment, we were able to experimentally decouple, for the first time in these films, an intramolecular absorption transition dipole (at ∼440 nm) oriented close to the pentacene short axis and an intermolecular absorption transition dipole (at ∼695 nm) oriented predominantly along the conjugated pentacene-pentacene core stacking axis (crystallographic a-axis) in both films. Using the intermolecular absorption as a signature for intermolecular delocalization, much higher optical dichroism was obtained in TES-pentacene (16 ± 6) than TIPS-pentacene (3.2 ± 0.1), which was attributed to the 1D packing structure of TES-pentacene compared to the 2D packing structure of TIPS-pentacene. This result was also supported by field-effect mobility anisotropy measurements of the films, with TES-pentacene exhibiting a higher anisotropy (∼21-47, depending on the casting speed) than TIPS-pentacene (∼3-10).</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_7");'>7</a></li> <li><a href="#" onclick='return showDiv("page_8");'>8</a></li> <li class="active"><span>9</span></li> <li><a href="#" onclick='return showDiv("page_10");'>10</a></li> <li><a href="#" onclick='return showDiv("page_11");'>11</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_9 --> <div id="page_10" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_8");'>8</a></li> <li><a href="#" onclick='return showDiv("page_9");'>9</a></li> <li class="active"><span>10</span></li> <li><a href="#" onclick='return showDiv("page_11");'>11</a></li> <li><a href="#" onclick='return showDiv("page_12");'>12</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="181"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/27595311','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/27595311"><span>The effect of three surface conditions, speed and running experience on vertical acceleration of the tibia during running.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Boey, Hannelore; Aeles, Jeroen; Schütte, Kurt; Vanwanseele, Benedicte</p> <p>2017-06-01</p> <p>Research has focused on parameters that are associated with injury risk, e.g. vertical acceleration. These parameters can be influenced by running on different surfaces or at different running speeds, but the relationship between them is not completely clear. Understanding the relationship may result in training guidelines to reduce the injury risk. In this study, thirty-five participants with three different levels of running experience were recruited. Participants ran on three different surfaces (concrete, synthetic running track, and woodchip trail) at two different running speeds: a self-selected comfortable speed and a fixed speed of 3.06 m/s. Vertical acceleration of the lower leg was measured with an accelerometer. The vertical acceleration was significantly lower during running on the woodchip trail in comparison with the synthetic running track and the concrete, and significantly lower during running at lower speed in comparison with during running at higher speed on all surfaces. No significant differences in vertical acceleration were found between the three groups of runners at fixed speed. Higher self-selected speed due to higher performance level also did not result in higher vertical acceleration. These results may show that running on a woodchip trail and slowing down could reduce the injury risk at the tibia.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016AtmEn.134...96N','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016AtmEn.134...96N"><span>Modelling road dust emission abatement measures using the NORTRIP model: Vehicle speed and studded tyre reduction</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Norman, M.; Sundvor, I.; Denby, B. R.; Johansson, C.; Gustafsson, M.; Blomqvist, G.; Janhäll, S.</p> <p>2016-06-01</p> <p>Road dust emissions in Nordic countries still remain a significant contributor to PM10 concentrations mainly due to the use of studded tyres. A number of measures have been introduced in these countries in order to reduce road dust emissions. These include speed reductions, reductions in studded tyre use, dust binding and road cleaning. Implementation of such measures can be costly and some confidence in the impact of the measures is required to weigh the costs against the benefits. Modelling tools are thus required that can predict the impact of these measures. In this paper the NORTRIP road dust emission model is used to simulate real world abatement measures that have been carried out in Oslo and Stockholm. In Oslo both vehicle speed and studded tyre share reductions occurred over a period from 2004 to 2006 on a major arterial road, RV4. In Stockholm a studded tyre ban on Hornsgatan in 2010 saw a significant reduction in studded tyre share together with a reduction in traffic volume. The model is found to correctly simulate the impact of these measures on the PM10 concentrations when compared to available kerbside measurement data. Importantly meteorology can have a significant impact on the concentrations through both surface and dispersion conditions. The first year after the implementation of the speed reduction on RV4 was much drier than the previous year, resulting in higher mean concentrations than expected. The following year was much wetter with significant rain and snow fall leading to wet or frozen road surfaces for 83% of the four month study period. This significantly reduced the net PM10 concentrations, by 58%, compared to the expected values if meteorological conditions had been similar to the previous years. In the years following the studded tyre ban on Hornsgatan road wear production through studded tyres decreased by 72%, due to a combination of reduced traffic volume and reduced studded tyre share. However, after accounting for exhaust contributions and the impact of meteorological conditions in the model calculations then the net mean reduction in PM10 concentrations was only ∼50%, in agreement with observations. The NORTRIP model is shown to be able to reproduce the impacts of both traffic measures and meteorology on traffic induced PM10 concentrations, making it a unique and valuable tool for predicting the impact of measures for air quality management applications.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017AcAau.140..126W','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017AcAau.140..126W"><span>Investigation of flameholding characteristics in a kerosene-fueled scramjet combustor with tandem dual-cavity</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Wang, Yu-hang; Song, Wen-yan; Shi, De-yong</p> <p>2017-11-01</p> <p>The flameholding characteristics in a kerosene-fueled scramjet combustor with a tandem dual-cavity were investigated experimentally under various inlet stagnation pressure conditions. Flame stabilization locations were judged by the pressure distributions and flame luminescence images. The results show that at lower and higher equivalence ratios, the flame was stabilized in the downstream and upstream cavities, respectively. While at intermediate range of equivalence ratio the flame was oscillating between the two cavities. The inlet stagnation pressure has a significant impact on the flameholding characteristics by affecting the relative pressure rise and the flame speed. The transition of flame stabilization location can occur in a higher local flow Mach number in the case of the higher inlet stagnation pressure.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/29885928','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/29885928"><span>An evidence based method to calculate pedestrian crossing speeds in vehicle collisions (PCSC).</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Bastien, C; Wellings, R; Burnett, B</p> <p>2018-06-07</p> <p>Pedestrian accident reconstruction is necessary to establish cause of death, i.e. establishing vehicle collision speed as well as circumstances leading to the pedestrian being impacted and determining culpability of those involved for subsequent court enquiry. Understanding the complexity of the pedestrian attitude during an accident investigation is necessary to ascertain the causes leading to the tragedy. A generic new method, named Pedestrian Crossing Speed Calculator (PCSC), based on vector algebra, is proposed to compute the pedestrian crossing speed at the moment of impact. PCSC uses vehicle damage and pedestrian anthropometric dimensions to establish a combination of head projection angles against the windscreen; this angle is then compared against the combined velocities angle created from the vehicle and the pedestrian crossing speed at the time of impact. This method has been verified using one accident fatality case in which the exact vehicle and pedestrian crossing speeds were known from Police forensic video analysis. PCSC was then applied on two other accident scenarios and correctly corroborated with the witness statements regarding the pedestrians crossing behaviours. The implications of PCSC could be significant once fully validated against further future accident data, as this method is reversible, allowing the computation of vehicle impact velocity from pedestrian crossing speed as well as verifying witness accounts. Copyright © 2018 Elsevier Ltd. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016SuMi...97..303B','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016SuMi...97..303B"><span>Performance enhancement of Pt/TiO2/Si UV-photodetector by optimizing light trapping capability and interdigitated electrodes geometry</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Bencherif, H.; Djeffal, F.; Ferhati, H.</p> <p>2016-09-01</p> <p>This paper presents a hybrid approach based on an analytical and metaheuristic investigation to study the impact of the interdigitated electrodes engineering on both speed and optical performance of an Interdigitated Metal-Semiconductor-Metal Ultraviolet Photodetector (IMSM-UV-PD). In this context, analytical models regarding the speed and optical performance have been developed and validated by experimental results, where a good agreement has been recorded. Moreover, the developed analytical models have been used as objective functions to determine the optimized design parameters, including the interdigit configuration effect, via a Multi-Objective Genetic Algorithm (MOGA). The ultimate goal of the proposed hybrid approach is to identify the optimal design parameters associated with the maximum of electrical and optical device performance. The optimized IMSM-PD not only reveals superior performance in terms of photocurrent and response time, but also illustrates higher optical reliability against the optical losses due to the active area shadowing effects. The advantages offered by the proposed design methodology suggest the possibility to overcome the most challenging problem with the communication speed and power requirements of the UV optical interconnect: high derived current and commutation speed in the UV receiver.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/22261613','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/22261613"><span>Impact of one HF-rTMS session on fine motor function in right-handed healthy female subjects: a comparison of stimulation over the left versus the right dorsolateral prefrontal cortex.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Baeken, C; Schrijvers, D L; Sabbe, B G C; Vanderhasselt, M A; De Raedt, R</p> <p>2012-01-01</p> <p>Repetitive transcranial magnetic stimulation (rTMS) is a non-invasive tool to investigate neural conduction in motor processes. Most rTMS research has been conducted by targeting the primary motor cortex. Several studies have also found increased psychomotor speed after rTMS of the dorsolateral prefrontal cortex (DLPFC). However, these studies were mainly performed in psychiatric patients, only targeting the left DLPFC, and often without sham control. Moreover, psychomotor speed is mostly measured based on tasks that also require higher executive functions. Here, we examined the lateralized effect of one sham-controlled high-frequency rTMS session applied to the left or right DLPFC on fine motor function in 36 healthy right-handed females, using the Fitts' paradigm. We found a significant improvement in psychomotor speed only after actively stimulating the right DLPFC. Our results support the assumption of a right prefrontal neural network implicated in visuomotor behavior and performance processes, and that the improvement in psychomotor speed is not a secondary effect of decreased mood. Copyright © 2012 S. Karger AG, Basel.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/24836476','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/24836476"><span>Emotional states of drivers and the impact on speed, acceleration and traffic violations - a simulator study.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Roidl, Ernst; Frehse, Berit; Höger, Rainer</p> <p>2014-09-01</p> <p>Maladjusted driving, such as aggressive driving and delayed reactions, is seen as one cause of traffic accidents. Such behavioural patterns could be influenced by strong emotions in the driver. The causes of emotions in traffic are divided into two distinct classes: personal factors and properties of the specific driving situation. In traffic situations, various appraisal factors are responsible for the nature and intensity of experienced emotions. These include whether another driver was accountable, whether goals were blocked and whether progress and safety were affected. In a simulator study, seventy-nine participants took part in four traffic situations which each elicited a different emotion. Each situation had critical elements (e.g. slow car, obstacle on the street) based on combinations of the appraisal factors. Driving parameters such as velocity, acceleration, and speeding, together with the experienced emotions, were recorded. Results indicate that anger leads to stronger acceleration and higher speeds even for 2 km beyond the emotion-eliciting event. Anxiety and contempt yielded similar but weaker effects, yet showed the same negative and dangerous driving pattern as anger. Fright correlated with stronger braking momentum and lower speeds directly after the critical event. Copyright © 2014. Published by Elsevier Ltd.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/biblio/4261988','DOE-PATENT-XML'); return false;" href="https://www.osti.gov/biblio/4261988"><span>THRUST BEARING</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/doepatents">DOEpatents</a></p> <p>Heller, P.R.</p> <p>1958-09-16</p> <p>A thrust bearing suitable for use with a rotor or blower that is to rotate about a vertical axis is descrihed. A centrifagal jack is provided so thnt the device may opernte on one hearing at starting and lower speeds, and transfer the load to another bearing at higher speeds. A low viscosity fluid is used to lubricate the higher speed operation bearing, in connection with broad hearing -surfaces, the ability to withstand great loads, and a relatively high friction loss, as contraated to the lower speed operatio;n bearing which will withstand only light thrust loads but is sufficiently frictionfree to avoid bearing seizure during slow speed or startup operation. An axially aligned shaft pin provides the bearing surface for low rotational speeds, but at higher speed, weights operating against spring tension withdraw nthe shaft pin into the bearing proper and the rotor shaft comes in contact with the large bearing surfaces.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2013Icar..222..263P','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2013Icar..222..263P"><span>Survival of yeast spores in hypervelocity impact events up to velocities of 7.4 km s-1</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Price, M. C.; Solscheid, C.; Burchell, M. J.; Josse, L.; Adamek, N.; Cole, M. J.</p> <p>2013-01-01</p> <p>We report on the survivability in hypervelocity impacts of yeast in spore form, and as mature cultures, at impact velocities from 1 to 7.4 km s-1, corresponding to an estimated peak shock pressure of ˜43 GPa. Spores from a yeast strain (BY4743), deficient in an enzyme required for uracil production, were fired into water (to simulate oceanic impact from space) using a light gas gun. The water was then retrieved and filtered and the resulting retentate and filtrate cultured to determine viability and survival rates of remnant spores. Yeast growth (confirmed as coming from the original sample as it had the same enzyme deficiency) was found in recovered samples at all impact speeds, albeit in smaller quantities at the higher speeds. The survival probabilities were measured as ˜50% at 1 km s-1, falling to ˜10-3% at 7.4 km s-1. This follows the pattern observed in previous work on survival of microbial life and spores exposed to extreme shock loading, where there is reasonable survival at low peak shock pressures with more severe lethality above a critical shock pressure at the GPa scale (here between 2 and 10 GPa). These results are explained in the context of a general model for survival against extreme shock and are relevant to the hypotheses of panspermia and litho-panspermia, showing that extreme shocks during transfer across space are not necessarily sterilising.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016APS..DFDKP1089F','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016APS..DFDKP1089F"><span>High-speed ethanol micro-droplet impact on a solid surface</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Fujita, Yuta; Kiyama, Akihito; Tagawa, Yoshiyuki</p> <p>2016-11-01</p> <p>Recently, droplet impact draws great attention in the fluid mechanics. In previous work, micro-droplet impact on a solid surface at velocities up to 100 m s-1 was studied. However the study was only on water micro-droplets. In this study, we experimentally investigate high-speed impact of ethanol micro-droplets in order to confirm the feature about maximum spreading radius with another liquid. A droplet is generated from a laser-induced high-speed liquid jet. The diameter of droplets is around 80 μm and the velocity is larger than 30 m s-1. The surface tension of ethanol is 22.4 mNm-1 and density is 789 kgm-3. Weber number ranges We >1000. By using a high-speed camera, we investigate the deformation of droplets as a function of Weber number. This work was supported by JSPS KAKENHI Grant Number JP26709007.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.gpo.gov/fdsys/pkg/FR-2013-04-12/pdf/2013-08646.pdf','FEDREG'); return false;" href="https://www.gpo.gov/fdsys/pkg/FR-2013-04-12/pdf/2013-08646.pdf"><span>78 FR 22031 - California High-Speed Rail Authority-Construction Exemption-In Merced, Madera and Fresno Counties...</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.gpo.gov/fdsys/browse/collection.action?collectionCode=FR">Federal Register 2010, 2011, 2012, 2013, 2014</a></p> <p></p> <p>2013-04-12</p> <p>... High-Speed Rail Authority--Construction Exemption--In Merced, Madera and Fresno Counties, CA AGENCY... High-Speed Rail Authority (Authority). This Final EIS is titled ``California High-Speed Train: Merced... Final EIS assesses the potential environmental impacts of constructing and operating a high-speed...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/16797665','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/16797665"><span>Acoustic wave propagation in high-pressure system.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Foldyna, Josef; Sitek, Libor; Habán, Vladimír</p> <p>2006-12-22</p> <p>Recently, substantial attention is paid to the development of methods of generation of pulsations in high-pressure systems to produce pulsating high-speed water jets. The reason is that the introduction of pulsations into the water jets enables to increase their cutting efficiency due to the fact that the impact pressure (so-called water-hammer pressure) generated by an impact of slug of water on the target material is considerably higher than the stagnation pressure generated by corresponding continuous jet. Special method of pulsating jet generation was developed and tested extensively under the laboratory conditions at the Institute of Geonics in Ostrava. The method is based on the action of acoustic transducer on the pressure liquid and transmission of generated acoustic waves via pressure system to the nozzle. The purpose of the paper is to present results obtained during the research oriented at the determination of acoustic wave propagation in high-pressure system. The final objective of the research is to solve the problem of transmission of acoustic waves through high-pressure water to generate pulsating jet effectively even at larger distances from the acoustic source. In order to be able to simulate numerically acoustic wave propagation in the system, it is necessary among others to determine dependence of the sound speed and second kinematical viscosity on operating pressure. Method of determination of the second kinematical viscosity and speed of sound in liquid using modal analysis of response of the tube filled with liquid to the impact was developed. The response was measured by pressure sensors placed at both ends of the tube. Results obtained and presented in the paper indicate good agreement between experimental data and values of speed of sound calculated from so-called "UNESCO equation". They also show that the value of the second kinematical viscosity of water depends on the pressure.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/27741027','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/27741027"><span>Lithium and cognition in those with bipolar disorder.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Paterson, Amelia; Parker, Gordon</p> <p>2017-03-01</p> <p>Although a percentage of patients report cognitive side-effects when taking lithium, it can be difficult to determine from the literature whether any cognitive changes reflect lithium itself, the lithium serum level, residual mood symptoms, the underlying nature of bipolar disorder, or biological alterations such as hypothyroidism. This review was carried out to synthesize and evaluate relevant literature examining any cognitive impact of lithium in those with bipolar disorder. The effect of lithium in those with bipolar disorder was examined across the cognitive domains of attention, psychomotor speed, processing speed, working memory, intellectual functioning, verbal memory, visual memory, and executive functioning by reviewing the published empirical literature. Any impact of hypothyroidism and lithium toxicity was also examined. The literature supports the conclusion that lithium has a distinct impact on psychomotor speed in participants with bipolar disorder. In contrast, there appears to be no impact on attention. Any impact of lithium on memory in patients with bipolar disorder is unclear as the literature is contradictory and any such effect may be overshadowed by the greater impact of residual mood symptoms. The impact on processing speed, intellectual abilities, and executive functioning also remains unclear. Several clinical management strategies are recommended.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/21701289','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/21701289"><span>Myoelectric activation and kinetics of different plyometric push-up exercises.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>García-Massó, Xavier; Colado, Juan C; González, Luis M; Salvá, Pau; Alves, Joao; Tella, Víctor; Triplett, N Travis</p> <p>2011-07-01</p> <p>The kinetic and myoelectric differences between 3 types of plyometric push-ups were investigated. Twenty-seven healthy, physically active men served as subjects and completed both familiarization and testing sessions. During these sessions, subjects performed 2 series of 3 plyometric push-up variations in a counterbalanced order according to the following techniques: Countermovement push-ups (CPUs) were push-ups performed with the maximum speed of movement; jump push-ups (JPUs) were similar to clapping push-ups; and fall push-ups (FPUs) required kneeling subjects to drop and then attempt to return to their initial position. Vertical ground reaction forces were determined by using a force plate. Myoelectric activity was recorded by means of electromyography. Impact force and impact rate of force development were significantly (p < 0.05) higher for FPUs than for JPUs. The maximum rate of force development was higher for CPUs (p < 0.05) than for JPUs, and the maximum force was higher for the CPUs than for the FPUs (p < 0.05). There were differences among exercises for the mean muscle activation of the pectoralis major (PM; p < 0.001), triceps brachii (p < 0.001), external oblique (p < 0.005) and anterior deltoid (p < 0.001), and in the maximum muscle activation of the PM (p < 0.001). Plyometric push-ups with countermovement achieved a higher maximum force and rate of force and did not cause impact forces. Thus, this type of push-up exercise may be regarded as the best for improving explosive force. The FPU exercise achieved higher levels of muscular activation in the agonist and synergist muscle groups, and greater impact forces and impact force development rates.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/24134803','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/24134803"><span>Walking speed related joint kinetic alterations in trans-tibial amputees: impact of hydraulic 'ankle' damping.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>De Asha, Alan R; Munjal, Ramesh; Kulkarni, Jai; Buckley, John G</p> <p>2013-10-17</p> <p>Passive prosthetic devices are set up to provide optimal function at customary walking speed and thus may function less effectively at other speeds. This partly explains why joint kinetic adaptations become more apparent in lower-limb amputees when walking at speeds other than customary. The present study determined whether a trans-tibial prosthesis incorporating a dynamic-response foot that was attached to the shank via an articulating hydraulic device (hyA-F) lessened speed-related adaptations in joint kinetics compared to when the foot was attached via a rigid, non-articulating attachment (rigF). Eight active unilateral trans-tibial amputees completed walking trials at their customary walking speed, and at speeds they deemed to be slow-comfortable and fast-comfortable whilst using each type of foot attachment. Moments and powers at the distal end of the prosthetic shank and at the intact joints of both limbs were compared between attachment conditions. There was no change in the amount of intact-limb ankle work across speed or attachment conditions. As speed level increased there was an increase on both limbs in the amount of hip and knee joint work done, and increases on the prosthetic side were greater when using the hyA-F. However, because all walking speed levels were higher when using the hyA-F, the intact-limb ankle and combined joints work per meter travelled were significantly lower; particularly so at the customary speed level. This was the case despite the hyA-F dissipating more energy during stance. In addition, the amount of eccentric work done per meter travelled became increased at the residual knee when using the hyA-F, with increases again greatest at customary speed. Findings indicate that a trans-tibial prosthesis incorporating a dynamic-response foot reduced speed-related changes in compensatory intact-limb joint kinetics when the foot was attached via an articulating hydraulic device compared to rigid attachment. As differences between attachment conditions were greatest at customary speed, findings indicate a hydraulic ankle-foot device is most effectual at the speed it is set-up for.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19920014738','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19920014738"><span>Effect of low-speed impact damage and damage location on behavior of composite panels</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Jegley, Dawn C.</p> <p>1992-01-01</p> <p>The effect of low speed impact damage on the compression and tension strength of thin and moderately thick composite specimens was investigated. Impact speed ranged from 50 to 550 ft./sec., with corresponding impact energies from 0.25 to 30.7 ft. x lb. Impact locations were near the center of the specimen or near a lateral unloaded edge. In this study, thin specimens with only 90 degree and + or - 45 degree plies that were impacted away from the unloaded edge suffered less reduction in load carrying capability because of impact damage than of the same specimens impacted near the unloaded edge. Failure loads of thicker compression loaded specimens with a similar stacking sequence were independent of impact location. Failure loads of thin tension loaded specimens with 0 degree plies was independent of impact location, whereas failure loads of thicker compression loaded specimens with 0 degree plies were dependent upon impact location. A finite element analysis indicated that high axial strains occurred near the unloaded edges of the postbuckled panels. Thus, impacts near the unloaded edge would significantly affect the behavior of the postbuckled panel.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/18549','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/18549"><span>Impacts of signal system timings on rain related congestion.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2010-06-01</p> <p>It is known that inclement weather can affect traffic volumes, vehicle speeds, speed variance, saturation flow rates, and sometimes : discharge rates from traffic signals. These parameters in turn can have a significant impact on the efficiency of tr...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.gpo.gov/fdsys/pkg/FR-2011-10-26/pdf/2011-27693.pdf','FEDREG'); return false;" href="https://www.gpo.gov/fdsys/pkg/FR-2011-10-26/pdf/2011-27693.pdf"><span>76 FR 66281 - Withdrawal of the Notice of Intent To Prepare a Programmatic Environmental Impact Statement for...</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.gpo.gov/fdsys/browse/collection.action?collectionCode=FR">Federal Register 2010, 2011, 2012, 2013, 2014</a></p> <p></p> <p>2011-10-26</p> <p>... DEPARTMENT OF DEFENSE Department of the Army Withdrawal of the Notice of Intent To Prepare a Programmatic Environmental Impact Statement for the Stationing and Operation of Joint High Speed Vessels AGENCY... Environmental Impact Statement (PEIS) for the stationing and operation of up to 12 Joint High Speed Vessels...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28679010','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28679010"><span>Factors Influencing Injury Severity of Bicyclists Involved in Crashes with Motor Vehicles: Bike Lanes, Alcohol, Lighting, Speed, and Helmet Use.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Helak, Kelsey; Jehle, Dietrich; McNabb, Daniel; Battisti, Amanda; Sanford, Steward; Lark, Mary Claire</p> <p>2017-07-01</p> <p>In 2014, 726 bicyclists were killed and an additional 50,000 were injured in crashes with motor vehicles. The number of cyclists in the United States is increasing, and as a result there has been a call for more bike lanes. We examined the difference in the severity of injury of bicyclists involved in motor vehicle crashes when riding in the traffic lane compared with riding in a bike lane or on a paved shoulder. We also controlled for other safety factors, including alcohol use, travel speed, posted speed, helmet usage, and lighting conditions to determine their impact on bicyclist safety. Single-year National Automotive Sampling System-General Estimates System files were used to analyze data regarding the bike lanes, and multiyear data were used to analyze the additional factors. Univariate and multiple regression analyses controlling for confounders were performed on the data. When adjusting for speed limit, alcohol use by driver, weather conditions, time of day, and helmet use, the cyclist's position had no significant effect on the severity of injury ( P = 0.57). The severity of injury was significantly greater when the driver or bicyclist had been drinking alcohol ( P < 0.0001 and P < 0.003, respectively). Bicyclists were more severely injured when vehicles moved at greater speeds and the posted speed limit was higher ( P < 0.0001 for both). Also, injury severity was found to be significantly higher when lighting conditions were "dark" ( P < 0.0001). Our findings suggest that simply having a dedicated space for bicyclists, such as a bike lane or a paved shoulder, does not reduce the severity of injuries sustained when a crash with a motor vehicle takes place. Cyclist safety could be improved by implementing changes that affect vehicle speed, alcohol use by drivers, and lighting conditions. Moreover, emergency physicians should be aware that when they receive a report of a cyclist being struck by a car in a bike lane, they should prepare to treat injuries of severity similar to those received by a bicyclist hit by a vehicle in traffic.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20110023417','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20110023417"><span>On the Relationship Between High Speed Solar Wind Streams and Radiation Belt Electron Fluxes</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Zheng, Yihua</p> <p>2011-01-01</p> <p>Both past and recent research results indicate that solar wind speed has a close connection to radiation belt electron fluxes [e.g., Paulikas and Blake, 1979; Reeves et aI., 2011]: a higher solar wind speed is often associated with a higher level of radiation electron fluxes. But the relationship can be very complex [Reeves et aI., 2011]. The study presented here provides further corroboration of this viewpoint by emphasizing the importance of a global perspective and time history. We find that all the events during years 2010 and 2011 where the >0.8 MeV integral electron flux exceeds 10(exp 5) particles/sq cm/sr/s (pfu) at GEO orbit are associated with the high speed streams (HSS) following the onset of the Stream Interaction Region (SIR), with most of them belonging to the long-lasting Corotating Interaction Region (CIR). Our preliminary results indicate that during HSS events, a maximum speed of 700 km/s and above is a sufficient but not necessary condition for the > 0.8 MeV electron flux to reach 10(exp 5) pfu. But in the exception cases of HSS events where the electron flux level exceeds the 10(exp 5) pfu value but the maximum solar wind speed is less than 700 km/s, a prior impact can be noted either from a CME or a transient SIR within 3-4 days before the arrival of the HSS - stressing the importance of time history. Through superposed epoch analysis and studies providing comparisons with the CME events and the HSS events where the flux level fails to reach the 10(exp 5) pfu, we will present the quantitative assessment of behaviors and relationships of various quantities, such as the time it takes to reach the flux threshold value from the stream interface and its dependence on different physical parameters (e.g., duration of the HSS event, its maximum or average of the solar wind speed, IMF Bz, Kp). The ultimate goal is to apply what is derived to space weather forecasting.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_8");'>8</a></li> <li><a href="#" onclick='return showDiv("page_9");'>9</a></li> <li class="active"><span>10</span></li> <li><a href="#" onclick='return showDiv("page_11");'>11</a></li> <li><a href="#" onclick='return showDiv("page_12");'>12</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_10 --> <div id="page_11" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_9");'>9</a></li> <li><a href="#" onclick='return showDiv("page_10");'>10</a></li> <li class="active"><span>11</span></li> <li><a href="#" onclick='return showDiv("page_12");'>12</a></li> <li><a href="#" onclick='return showDiv("page_13");'>13</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="201"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/25279544','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/25279544"><span>A health impact assessment of a proposed bill to decrease speed limits on local roads in Massachusetts (U.S.A.).</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>James, Peter; Ito, Kate; Banay, Rachel F; Buonocore, Jonathan J; Wood, Benjamin; Arcaya, Mariana C</p> <p>2014-10-02</p> <p>Decreasing traffic speeds increases the amount of time drivers have to react to road hazards, potentially averting collisions, and makes crashes that do happen less severe. Boston's regional planning agency, the Metropolitan Area Planning Council (MAPC), in partnership with the Massachusetts Department of Public Health (MDPH), conducted a Health Impact Assessment (HIA) that examined the potential health impacts of a proposed bill in the state legislature to lower the default speed limits on local roads from 30 miles per hour (mph) to 25 mph. The aim was to reduce vehicle speeds on local roads to a limit that is safer for pedestrians, cyclists, and children. The passage of this proposed legislation could have had far-reaching and potentially important public health impacts. Lower default speed limits may prevent around 18 fatalities and 1200 serious injuries to motorists, cyclists and pedestrians each year, as well as promote active transportation by making local roads feel more hospitable to cyclists and pedestrians. While a lower speed limit would increase congestion and slightly worsen air quality, the benefits outweigh the costs from both a health and economic perspective and would save the state approximately $62 million annually from prevented fatalities and injuries.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4210978','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4210978"><span>A Health Impact Assessment of a Proposed Bill to Decrease Speed Limits on Local Roads in Massachusetts (U.S.A.)</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>James, Peter; Ito, Kate; Banay, Rachel F.; Buonocore, Jonathan J.; Wood, Benjamin; Arcaya, Mariana C.</p> <p>2014-01-01</p> <p>Decreasing traffic speeds increases the amount of time drivers have to react to road hazards, potentially averting collisions, and makes crashes that do happen less severe. Boston’s regional planning agency, the Metropolitan Area Planning Council (MAPC), in partnership with the Massachusetts Department of Public Health (MDPH), conducted a Health Impact Assessment (HIA) that examined the potential health impacts of a proposed bill in the state legislature to lower the default speed limits on local roads from 30 miles per hour (mph) to 25 mph. The aim was to reduce vehicle speeds on local roads to a limit that is safer for pedestrians, cyclists, and children. The passage of this proposed legislation could have had far-reaching and potentially important public health impacts. Lower default speed limits may prevent around 18 fatalities and 1200 serious injuries to motorists, cyclists and pedestrians each year, as well as promote active transportation by making local roads feel more hospitable to cyclists and pedestrians. While a lower speed limit would increase congestion and slightly worsen air quality, the benefits outweigh the costs from both a health and economic perspective and would save the state approximately $62 million annually from prevented fatalities and injuries. PMID:25279544</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4074127','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4074127"><span>Quantitative Measurement of Vocal Fold Vibration in Male Radio Performers and Healthy Controls Using High-Speed Videoendoscopy</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Warhurst, Samantha; McCabe, Patricia; Heard, Rob; Yiu, Edwin; Wang, Gaowu; Madill, Catherine</p> <p>2014-01-01</p> <p>Purpose Acoustic and perceptual studies show a number of differences between the voices of radio performers and controls. Despite this, the vocal fold kinematics underlying these differences are largely unknown. Using high-speed videoendoscopy, this study sought to determine whether the vocal vibration features of radio performers differed from those of non-performing controls. Method Using high-speed videoendoscopy, recordings of a mid-phonatory/i/ in 16 male radio performers (aged 25–52 years) and 16 age-matched controls (aged 25–52 years) were collected. Videos were extracted and analysed semi-automatically using High-Speed Video Program, obtaining measures of fundamental frequency (f0), open quotient and speed quotient. Post-hoc analyses of sound pressure level (SPL) were also performed (n = 19). Pearson's correlations were calculated between SPL and both speed and open quotients. Results Male radio performers had a significantly higher speed quotient than their matched controls (t = 3.308, p = 0.005). No significant differences were found for f0 or open quotient. No significant correlation was found between either open or speed quotient with SPL. Discussion A higher speed quotient in male radio performers suggests that their vocal fold vibration was characterised by a higher ratio of glottal opening to closing times than controls. This result may explain findings of better voice quality, higher equivalent sound level and greater spectral tilt seen in previous research. Open quotient was not significantly different between groups, indicating that the durations of complete vocal fold closure were not different between the radio performers and controls. Further validation of these results is required to determine the aetiology of the higher speed quotient result and its implications for voice training and clinical management in performers. PMID:24971625</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20010047506','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20010047506"><span>The Impact of Increasing Carbon Dioxide on Ozone Recovery</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Rosenfield, Joan E.; Douglass, Anne R.; Considine, David B.; Einaudi, Franco (Technical Monitor)</p> <p>2001-01-01</p> <p>We have used the GSFC coupled two-dimensional (2D) model to study the impact of increasing carbon dioxide from 1980 to 2050 on the recovery of ozone to its pre-1980 amounts. We find that the changes in temperature and circulation arising from increasing CO2 affect ozone recovery in a manner which varies greatly with latitude, altitude, and time of year. Middle and upper stratospheric ozone recovers faster at all latitudes due to a slowing of the ozone catalytic loss cycles. In the lower stratosphere, the recovery of tropical ozone is delayed due to a decrease in production and a speed up in the overturning circulation. The recovery of high northern latitude lower stratospheric ozone is delayed in spring and summer due to an increase in springtime heterogeneous chemical loss, and is speeded up in fall and winter due to increased downwelling. The net effect on the higher northern latitude column ozone is to slow down the recovery from late March to late July, while making it faster at other times. In the high southern latitudes, the impact of CO2 cooling is negligible. Annual mean column ozone is predicted to recover faster at all latitudes, and globally averaged ozone is predicted to recover approximately ten years faster as a result of increasing CO2.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017ClDy..tmp..413Z','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017ClDy..tmp..413Z"><span>Observational evidence of the downstream impact on tropical rainfall from stratospheric Kelvin waves</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Zhang, Lei; Karnauskas, Kristopher B.; Weiss, Jeffrey B.; Polvani, Lorenzo M.</p> <p>2017-08-01</p> <p>Analysis of one continuous decade of daily, high-vertical resolution sounding data from five proximate islands in the western equatorial Pacific region reveals eastward and downward propagating Kelvin waves in the tropical stratosphere, with a zonal wave number one structure and a period of 15 days. By defining an initiation index, we find that these waves are primarily generated over the western Pacific warm pool and South America-tropical Atlantic sector, consistent with regions of frequent deep convection. The zonal phase speed of the stratospheric Kelvin waves (SKWs) is relatively slow ( 10 m s-1) over the initiation region due to coupling with deep convection, and becomes much faster ( 30-40 m s-1) once decoupled from the downstream troposphere. SKWs have significant impacts on downstream tropical rainfall through modulation of tropopause height. The cold phase of SKWs at tropopause leads to higher tropopause heights and more convection in tropics—with opposite impacts associated with the warm phase. Downstream tropical precipitation anomalies associated with these SKWs also propagate eastward with the same speed and zonal scale as observed SKWs. Interannual variability of the amplitude of the SKWs is shown to be associated with the Quasi-Biennial oscillation (QBO); implications for predictability are discussed.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/28825','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/28825"><span>Evaluating outcomes of raising speed limits on high speed non-freeways.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2015-04-01</p> <p>The purpose of this research was to assist in determining the potential impacts of implementing a : proposed 65 mph speed limit on non-freeways in Michigan. Consideration was given to a broad range of : performance measures, including operating speed...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/28599','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/28599"><span>Evaluating the impacts of proposed speed limit increases in Michigan : research spotlight.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2014-07-01</p> <p>Recent proposed speed limit legislation led MDOT to evaluate the : states current speed limit policies and potential alternatives. Currently, : Michigan freeways have a maximum speed limit of 70 mph for passenger : vehicles and 60 mph for trucks a...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016AIPC.1698c0011G','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016AIPC.1698c0011G"><span>Calculation and experimental study on high-speed impact of heat-resistant coating materials with a meteoric particle</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Glazunov, Anatoly; Ishchenko, Aleksandr; Afanas'eva, Svetlana; Belov, Nikolai; Burkin, Viktor; Rogaev, Konstantin; Yugov, Nikolai</p> <p>2016-01-01</p> <p>The given article presents the conducted calculation and experimental study on destruction of heat-resistant coating material of an aircraft in the process of high-speed interaction of the steel spherical projectile. The projectile is imitating a meteoric particle. The study was conducted in the wide range of velocities. The mathematical behavioral model of heat-resistant coating under high-speed impact was developed. The interaction of ameteoric particle with an element of the protective structure has especially individual character and depends on impact velocity and angle, materials of the interacting solids.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/29300107','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/29300107"><span>Dextrose monohydrate as a non-animal sourced alternative diluent in high shear wet granulation tablet formulations.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Mitra, Biplob; Wolfe, Chad; Wu, Sy-Juen</p> <p>2018-05-01</p> <p>The feasibility of dextrose monohydrate as a non-animal sourced diluent in high shear wet granulation (HSWG) tablet formulations was determined. Impacts of granulation solution amount and addition time, wet massing time, impeller speed, powder and solution binder, and dry milling speed and screen opening size on granule size, friability and density, and tablet solid fraction (SF) and tensile strength (TS) were evaluated. The stability of theophylline tablets TS, disintegration time (DT) and in vitro dissolution were also studied. Following post-granulation drying at 60 °C, dextrose monohydrate lost 9% water and converted into the anhydrate form. Higher granulation solution amounts and faster addition, faster impeller speeds, and solution binder produced larger, denser and stronger (less friable) granules. All granules were compressed into tablets with acceptable TS. Contrary to what is normally observed, denser and larger granules (at ≥21% water level) produced tablets with a higher TS. The TS of the weakest tablets increased the most after storage at both 25 °C/60% RH and 40 °C/75% RH. Tablet DT was higher for stronger granules and after storage. Tablet dissolution profiles for 21% or less water were comparable and did not change on stability. However, the dissolution profile for tablets prepared with 24% water was slower initially and continued to decrease on stability. The results indicate a granulation water amount of not more than 21% is required to achieve acceptable tablet properties. This study clearly demonstrated the utility of dextrose monohydrate as a non-animal sourced diluent in a HSWG tablet formulation.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://www.dtic.mil/docs/citations/ADA249534','DTIC-ST'); return false;" href="http://www.dtic.mil/docs/citations/ADA249534"><span>Implications of the Third Industrial Revolution on the Elements of National Power and Their Impact on National Security Strategy</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.dtic.mil/">DTIC Science & Technology</a></p> <p></p> <p>1992-03-16</p> <p>34A Hidden U.S. Export: Higher Education ." The WashinQton Post, 16 February 1992, H1 and H4. Brandin , David H., and Michael A. Harrison. The...frequent significant technological change now occurs within the individual person’s working lifespan, life-long education is a necessity to remain...INDUSTRIAL REVOLUTION The phenomenal increase in speed and in raw power of computer processors, the shrinking size and cost of basic computing systems, the</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/biblio/22107700-theory-experiments-characterizing-hypervelocity-impact-plasmas-biased-spacecraft-materials','SCIGOV-STC'); return false;" href="https://www.osti.gov/biblio/22107700-theory-experiments-characterizing-hypervelocity-impact-plasmas-biased-spacecraft-materials"><span>Theory and experiments characterizing hypervelocity impact plasmas on biased spacecraft materials</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/search">DOE Office of Scientific and Technical Information (OSTI.GOV)</a></p> <p>Lee, Nicolas; Close, Sigrid; Goel, Ashish</p> <p>2013-03-15</p> <p>Space weather including solar activity and background plasma sets up spacecraft conditions that can magnify the threat from hypervelocity impacts. Hypervelocity impactors include both meteoroids, traveling between 11 and 72 km/s, and orbital debris, with typical impact speeds of 10 km/s. When an impactor encounters a spacecraft, its kinetic energy is converted over a very short timescale into energy of vaporization and ionization, resulting in a small, dense plasma. This plasma can produce radio frequency (RF) emission, causing electrical anomalies within the spacecraft. In order to study this phenomenon, we conducted ground-based experiments to study hypervelocity impact plasmas using amore » Van de Graaff dust accelerator. Iron projectiles ranging from 10{sup -16} g to 10{sup -11} g were fired at speeds of up to 70 km/s into a variety of target materials under a range of surface charging conditions representative of space weather effects. Impact plasmas associated with bare metal targets as well as spacecraft materials were studied. Plasma expansion models were developed to determine the composition and temperature of the impact plasma, shedding light on the plasma dynamics that can lead to spacecraft electrical anomalies. The dependence of these plasma properties on target material, impact speed, and surface charge was analyzed. Our work includes three major results. First, the initial temperature of the impact plasma is at least an order of magnitude lower than previously reported, providing conditions more favorable for sustained RF emission. Second, the composition of impact plasmas from glass targets, unlike that of impact plasmas from tungsten, has low dependence on impact speed, indicating a charge production mechanism that is significant down to orbital debris speeds. Finally, negative ion formation has a strong dependence on target material. These new results can inform the design and operation of spacecraft in order to mitigate future impact-related space weather anomalies and failures.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2013PhPl...20c2901L','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2013PhPl...20c2901L"><span>Theory and experiments characterizing hypervelocity impact plasmas on biased spacecraft materials</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Lee, Nicolas; Close, Sigrid; Goel, Ashish; Lauben, David; Linscott, Ivan; Johnson, Theresa; Strauss, David; Bugiel, Sebastian; Mocker, Anna; Srama, Ralf</p> <p>2013-03-01</p> <p>Space weather including solar activity and background plasma sets up spacecraft conditions that can magnify the threat from hypervelocity impacts. Hypervelocity impactors include both meteoroids, traveling between 11 and 72 km/s, and orbital debris, with typical impact speeds of 10 km/s. When an impactor encounters a spacecraft, its kinetic energy is converted over a very short timescale into energy of vaporization and ionization, resulting in a small, dense plasma. This plasma can produce radio frequency (RF) emission, causing electrical anomalies within the spacecraft. In order to study this phenomenon, we conducted ground-based experiments to study hypervelocity impact plasmas using a Van de Graaff dust accelerator. Iron projectiles ranging from 10-16 g to 10-11 g were fired at speeds of up to 70 km/s into a variety of target materials under a range of surface charging conditions representative of space weather effects. Impact plasmas associated with bare metal targets as well as spacecraft materials were studied. Plasma expansion models were developed to determine the composition and temperature of the impact plasma, shedding light on the plasma dynamics that can lead to spacecraft electrical anomalies. The dependence of these plasma properties on target material, impact speed, and surface charge was analyzed. Our work includes three major results. First, the initial temperature of the impact plasma is at least an order of magnitude lower than previously reported, providing conditions more favorable for sustained RF emission. Second, the composition of impact plasmas from glass targets, unlike that of impact plasmas from tungsten, has low dependence on impact speed, indicating a charge production mechanism that is significant down to orbital debris speeds. Finally, negative ion formation has a strong dependence on target material. These new results can inform the design and operation of spacecraft in order to mitigate future impact-related space weather anomalies and failures.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/26786188','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/26786188"><span>A virtual test system representing the distribution of pedestrian impact configurations for future vehicle front-end optimization.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Li, Guibing; Yang, Jikuang; Simms, Ciaran</p> <p>2016-07-03</p> <p>The purpose of this study is to define a computationally efficient virtual test system (VTS) to assess the aggressivity of vehicle front-end designs to pedestrians considering the distribution of pedestrian impact configurations for future vehicle front-end optimization. The VTS should represent real-world impact configurations in terms of the distribution of vehicle impact speeds, pedestrian walking speeds, pedestrian gait, and pedestrian height. The distribution of injuries as a function of body region, vehicle impact speed, and pedestrian size produced using this VTS should match the distribution of injuries observed in the accident data. The VTS should have the predictive ability to distinguish the aggressivity of different vehicle front-end designs to pedestrians. The proposed VTS includes 2 parts: a simulation test sample (STS) and an injury weighting system (IWS). The STS was defined based on MADYMO multibody vehicle to pedestrian impact simulations accounting for the range of vehicle impact speeds, pedestrian heights, pedestrian gait, and walking speed to represent real world impact configurations using the Pedestrian Crash Data Study (PCDS) and anthropometric data. In total 1,300 impact configurations were accounted for in the STS. Three vehicle shapes were then tested using the STS. The IWS was developed to weight the predicted injuries in the STS using the estimated proportion of each impact configuration in the PCDS accident data. A weighted injury number (WIN) was defined as the resulting output of the VTS. The WIN is the weighted number of average Abbreviated Injury Scale (AIS) 2+ injuries recorded per impact simulation in the STS. Then the predictive capability of the VTS was evaluated by comparing the distributions of AIS 2+ injuries to different pedestrian body regions and heights, as well as vehicle types and impact speeds, with that from the PCDS database. Further, a parametric analysis was performed with the VTS to assess the sensitivity of the injury predictions to changes in vehicle shape (type) and stiffness to establish the potential for using the VTS for future vehicle front-end optimization. An STS of 1,300 multibody simulations and an IWS based on the distribution of impact speed, pedestrian height, gait stance, and walking speed is broadly capable of predicting the distribution of pedestrian injuries observed in the PCDS database when the same vehicle type distribution as the accident data is employed. The sensitivity study shows significant variations in the WIN when either vehicle type or stiffness is altered. Injury predictions derived from the VTS give a good representation of the distribution of injuries observed in the PCDS and distinguishing ability on the aggressivity of vehicle front-end designs to pedestrians. The VTS can be considered as an effective approach for assessing pedestrian safety performance of vehicle front-end designs at the generalized level. However, the absolute injury number is substantially underpredicted by the VTS, and this needs further development.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2013PhDT.......576M','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2013PhDT.......576M"><span>Investigation of Hypervelocity Impact Phenomena Using Real-Time Concurrent Diagnostics</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Mihaly, Jonathan Michael</p> <p></p> <p>Hypervelocity impact of meteoroids and orbital debris poses a serious and growing threat to spacecraft. To study hypervelocity impact phenomena, a comprehensive ensemble of real-time concurrently operated diagnostics has been developed and implemented in the Small Particle Hypervelocity Impact Range (SPHIR) facility. This suite of simultaneously operated instrumentation provides multiple complementary measurements that facilitate the characterization of many impact phenomena in a single experiment. The investigation of hypervelocity impact phenomena described in this work focuses on normal impacts of 1.8 mm nylon 6/6 cylinder projectiles and variable thickness aluminum targets. The SPHIR facility two-stage light-gas gun is capable of routinely launching 5.5 mg nylon impactors to speeds of 5 to 7 km/s. Refinement of legacy SPHIR operation procedures and the investigation of first-stage pressure have improved the velocity performance of the facility, resulting in an increase in average impact velocity of at least 0.57 km/s. Results for the perforation area indicate the considered range of target thicknesses represent multiple regimes describing the non-monotonic scaling of target perforation with decreasing target thickness. The laser side-lighting (LSL) system has been developed to provide ultra-high-speed shadowgraph images of the impact event. This novel optical technique is demonstrated to characterize the propagation velocity and two-dimensional optical density of impact-generated debris clouds. Additionally, a debris capture system is located behind the target during every experiment to provide complementary information regarding the trajectory distribution and penetration depth of individual debris particles. The utilization of a coherent, collimated illumination source in the LSL system facilitates the simultaneous measurement of impact phenomena with near-IR and UV-vis spectrograph systems. Comparison of LSL images to concurrent IR results indicates two distinctly different phenomena. A high-speed, pressure-dependent IR-emitting cloud is observed in experiments to expand at velocities much higher than the debris and ejecta phenomena observed using the LSL system. In double-plate target configurations, this phenomena is observed to interact with the rear-wall several micro-seconds before the subsequent arrival of the debris cloud. Additionally, dimensional analysis presented by Whitham for blast waves is shown to describe the pressure-dependent radial expansion of the observed IR-emitting phenomena. Although this work focuses on a single hypervelocity impact configuration, the diagnostic capabilities and techniques described can be used with a wide variety of impactors, materials, and geometries to investigate any number of engineering and scientific problems.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/24444753','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/24444753"><span>Match-to-match variation in physical activity and technical skill measures in professional Australian Football.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Kempton, Thomas; Sullivan, Courtney; Bilsborough, Johann C; Cordy, Justin; Coutts, Aaron J</p> <p>2015-01-01</p> <p>To determine the match-to-match variability in physical activity and technical performance measures in Australian Football, and examine the influence of playing position, time of season, and different seasons on these measures of variability. Longitudinal observational study. Global positioning system, accelerometer and technical performance measures (total kicks, handballs, possessions and Champion Data rank) were collected from 33 players competing in the Australian Football League over 31 matches during 2011-2012 (N=511 observations). The global positioning system data were categorised into total distance, mean speed (mmin(-1)), high-speed running (>14.4 kmh(-1)), very high-speed running (>19.9 kmh(-1)), and sprint (>23.0 kmh(-1)) distance while player load was collected from the accelerometer. The data were log transformed to provide coefficient of variation and the between subject standard deviation (expressed as percentages). Match-to-match variability was increased for higher speed activities (high-speed running, very high-speed running, sprint distance, coefficient of variation %: 13.3-28.6%) compared to global measures (speed, total distance, player load, coefficient of variation %: 5.3-9.2%). The between-match variability was relativity stable for all measures between and within AFL seasons, with only few differences between positions. Higher speed activities (high-speed running, very high-speed running, sprint distance), but excluding mean speed, total distance and player load, were all higher in the final third phase of the season compared to the start of the season. While global measures of physical performance are relatively stable, higher-speed activities and technical measures exhibit a large degree of between-match variability in Australian Football. However, these measures remain relatively stable between positions, and within and between Australian Football League seasons. Copyright © 2013 Sports Medicine Australia. Published by Elsevier Ltd. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28918981','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28918981"><span>Potential impacts of shipping noise on marine mammals in the western Canadian Arctic.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Halliday, William D; Insley, Stephen J; Hilliard, R Casey; de Jong, Tyler; Pine, Matthew K</p> <p>2017-10-15</p> <p>As the Arctic warms and sea ice decreases, increased shipping will lead to higher ambient noise levels in the Arctic Ocean. Arctic marine mammals are vulnerable to increased noise because they use sound to survive and likely evolved in a relatively quiet soundscape. We model vessel noise propagation in the proposed western Canadian Arctic shipping corridor in order to examine impacts on marine mammals and marine protected areas (MPAs). Our model predicts that loud vessels are audible underwater when >100km away, could affect marine mammal behaviour when within 2km for icebreakers vessels, and as far as 52km for tankers. This vessel noise could have substantial impacts on marine mammals during migration and in MPAs. We suggest that locating the corridor farther north, use of marine mammal observers on vessels, and the reduction of vessel speed would help to reduce this impact. Copyright © 2017 Elsevier Ltd. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2012APS..DFD.M4010L','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2012APS..DFD.M4010L"><span>Air Entrapment for Liquid Drops Impacting a Solid Substrate</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Liu, Yuan; Tan, Peng; Xu, Lei</p> <p>2012-11-01</p> <p>Using high-speed photography coupled with optical interference, we experimentally study the air entrapment during a liquid drop impacting a solid substrate. We observe the formation of a compressed air film before the liquid touches the substrate, with internal pressure considerably higher than the atmospheric value. The degree of compression highly depends on the impact velocity, as explained by balancing the liquid deceleration with the large pressure of compressed air. After contact, the air film expands vertically at the edge, reducing its pressure within a few tens of microseconds and producing a thick rim on the perimeter. This thick-rimmed air film subsequently contracts into an air bubble, governed by the complex interaction between surface tension, inertia and viscous drag. Such a process is universally observed for impacts above a few centimeters high. Hong Kong GRF grant CUHK404211 and direct grant 2060418.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/23526265','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/23526265"><span>Influence of twin-screw extrusion on soluble arabinoxylans and corn fiber gum from corn fiber.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Singkhornart, Sasathorn; Lee, Seul Gi; Ryu, Gi Hyung</p> <p>2013-09-01</p> <p>The effect of feed moisture content and screw speed in the extrusion process with and without chemical pretreatment of corn fiber was investigated. Different chemical pretreatment methods (NaOH and H2 SO4 solution) were compared. The improvement of reducing sugar, soluble arabinoxylans (SAX) content and the yield of corn fiber gum was measured. A high reducing sugar content was obtained in the filtrate fraction from the extruded destarched corn fiber (EDCF) with H₂SO₄ pretreatment. Feed moisture content most effectively improved both reducing sugar and SAX content of filtrate. Increasing feed moisture content and screw speed resulted in a higher SAX content in the filtrate of the EDCF with NaOH pretreatment. The SAX content of the residual solid from the EDCF with NaOH pretreatment was higher compared to H₂SO₄ pretreated and unpretreated samples and significantly increased with decreasing feed moisture content. The screw speed did not have a major impact after enzyme hydrolysis. The yield of corn fiber gum was increased by 12% using NaOH pretreatment combined with extrusion process as compared to the destarched corn fiber. The results show the great potential of the extrusion process as an effective pretreatment for disruption the lignocelluloses of corn fiber, leading to conversion of cellulose to glucose and hemicelluloses to SAX and isolation of corn fiber gum. © 2013 Society of Chemical Industry.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/817','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/817"><span>Safety impacts of differential speed limits on rural interstate highways</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2005-10-01</p> <p>To compare the safety effects of a uniform speed limit (USL) for all vehicles as opposed to a differential speed limit (DSL) for cars and heavy trucks, detailed crash data, speed monitoring data, and traffic volumes were sought for rural interstate h...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017PhyA..466..232Z','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017PhyA..466..232Z"><span>Impact of individual interest shift on information dissemination in modular networks</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Zhao, Narisa; Cui, Xuelian</p> <p>2017-01-01</p> <p>Social networks exhibit strong community structure. Many researches have been done to explore the impacts of community structure on information diffusion but few combined with human behaviors together. In this paper, we focus on how the individual interests' changing behavior impacts the dynamics of information propagation. Firstly, we propose an information dissemination model considering both the community structure and individual interest shift where social reinforcement and time decaying are taken into account. The accuracy of the model is evaluated by comparing the simulation and theoretical results. Further, the numerical results illustrate that both the community structure and the interests changing behavior have effects on the outbreak size of the information dissemination. Specially, lower modularity and higher community connection density will accelerate the speed of information propagation especially when the information maximal lifetime is shorter. In addition, the changes of individual interests in the message have a great impact on the final density of the received through increasing or decreasing the number of satisfied individuals directly. What is more, our findings suggest that when the modularity of the network is higher and the community clustering coefficient is lower individual interest shift behavior will have a heavier effect on the spread scope.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_9");'>9</a></li> <li><a href="#" onclick='return showDiv("page_10");'>10</a></li> <li class="active"><span>11</span></li> <li><a href="#" onclick='return showDiv("page_12");'>12</a></li> <li><a href="#" onclick='return showDiv("page_13");'>13</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_11 --> <div id="page_12" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_10");'>10</a></li> <li><a href="#" onclick='return showDiv("page_11");'>11</a></li> <li class="active"><span>12</span></li> <li><a href="#" onclick='return showDiv("page_13");'>13</a></li> <li><a href="#" onclick='return showDiv("page_14");'>14</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="221"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/1410011','SCIGOV-STC'); return false;" href="https://www.osti.gov/servlets/purl/1410011"><span>High Specific Stiffness Shafts and Advanced Bearing Coatings for Gas Turbine Engines Final Report CRADA No. TC-1089-95</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/search">DOE Office of Scientific and Technical Information (OSTI.GOV)</a></p> <p>Barbee, Troy; Chin, Herbert</p> <p></p> <p>At the time of the CRADA, the largest in-service gas-turbine aircraft engines strove for increased thrust and power density to meet the requirements for take-off thrust, given the increase in take-off gross weight (TOGW) associated with longer range transport requirements. The trend in modem turbo shaft engines was toward turbine shafts with higher and higher length-to-diameter ratios, which reduced the shaft critical speed. Using co nventional shaft materials, this lead to shafts that needed to operate near or above sensitive shaft bending critical speeds, therefore requiring multiple bearings and/ or multiple squeeze-film dampers to control the dynamic response. Using newmore » materials and d esign concepts this project demonstrated the use of new shaft materials which could provide increased shaft speed range above existing maximum engine speeds without encountering a critic al speed event and high vector deflections. This increased main shaft speed also resulted in decreased bearing life associated with lower heat dissipation and higher centrifugal forces. Thus, a limited effort was devoted to feasibility of higher performance bearing coatings to mitigate the speed effects.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/22587378','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/22587378"><span>Dynamic properties of a dirt and a synthetic equine racetrack surface measured by a track-testing device.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Setterbo, J J; Fyhrie, P B; Hubbard, M; Upadhyaya, S K; Stover, S M</p> <p>2013-01-01</p> <p>Racetrack surface is a risk factor for Thoroughbred racehorse injury and death that can be engineered and managed. To investigate the relationship between surface and injury, the mechanical behaviour of dirt and synthetic track surfaces must be quantified. To compare dynamic properties of a dirt and a synthetic surface in situ using a track-testing device designed to simulate equine hoof impact; and to determine the effects of impact velocity, impact angle and repeated impact on dynamic surface behaviour. A track-testing device measured force and displacement during impact into a dirt and a synthetic surface at 3 impact velocities (1.91, 2.30, 2.63 m/s), 2 impact angles (0°, 20° from vertical), and 2 consecutive impacts (initial, repeat). Surfaces were measured at 3 locations/day for 3 days. The effects of surface type, impact velocity, impact angle and impact number on dynamic surface properties were assessed using analysis of variance. Synthetic surface maximum forces, load rates and stiffnesses were 37-67% of dirt surface values. Surfaces were less stiff with lower impact velocities, angled impacts and initial impacts. The magnitude of differences between dirt and synthetic surfaces increased for repeat impacts and higher impact velocities. The synthetic surface was generally softer than the dirt surface. Greatly increased hardness for repeat impacts corroborates the importance of maintenance. Results at different impact velocities suggest that surface differences will persist at higher impact velocities. For both surfaces it is clearly important to prevent horse exposure to precompacted surfaces, particularly during high-speed training when the surface has already been trampled. These data should be useful in coordinating racetrack surface management with racehorse training to prevent injuries. © 2012 EVJ Ltd.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016JSV...375...63V','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016JSV...375...63V"><span>On the experimental prediction of the stability threshold speed caused by rotating damping</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Vervisch, B.; Derammelaere, S.; Stockman, K.; De Baets, P.; Loccufier, M.</p> <p>2016-08-01</p> <p>An ever increasing demand for lighter rotating machinery and higher operating speeds results in a raised probability of instabilities. Rotating damping is one of the reasons, instability occurs. Rotating damping, or rotor internal damping, is the damping related to all rotating parts while non-rotating damping appearing in the non-rotating parts. The present study describes a rotating setup, designed to investigate rotating damping experimentally. An efficient experimental procedure is presented to predict the stability threshold of a rotating machine. The setup consists of a long thin shaft with a disk in the middle and clamped boundary conditions. The goal is to extract the system poles as a function of the rotating speed. The real parts of these poles are used to construct the decay rate plot, which is an indication for the stability. The efficiency of the experimental procedure relies on the model chosen for the rotating shaft. It is shown that the shaft behavior can be approximated by a single degree of freedom model that incorporates a speed dependent damping. As such low measurement effort and only one randomly chosen measurement location are needed to construct the decay rate plot. As an excitation, an automated impact hammer is used and the response is measured by eddy current probes. The proposed method yields a reliable prediction of the stability threshold speed which is validated through measurements.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://eric.ed.gov/?q=wind&id=EJ817607','ERIC'); return false;" href="https://eric.ed.gov/?q=wind&id=EJ817607"><span>Impacts of Wake Effect and Time Delay on the Dynamic Analysis of Wind Farms Models</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.eric.ed.gov/ERICWebPortal/search/extended.jsp?_pageLabel=advanced">ERIC Educational Resources Information Center</a></p> <p>El-Fouly, Tarek H. M.; El-Saadany, Ehab F.; Salama, Magdy M. A.</p> <p>2008-01-01</p> <p>This article investigates the impacts of proper modeling of the wake effects and wind speed delays, between different wind turbines' rows, on the dynamic performance accuracy of the wind farms models. Three different modeling scenarios were compared to highlight the impacts of wake effects and wind speed time-delay models. In the first scenario,…</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4759554','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4759554"><span>Solitary Wave in One-dimensional Buckyball System at Nanoscale</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Xu, Jun; Zheng, Bowen; Liu, Yilun</p> <p>2016-01-01</p> <p>We have studied the stress wave propagation in one-dimensional (1-D) nanoscopic buckyball (C60) system by molecular dynamics (MD) simulation and quantitative modeling. Simulation results have shown that solitary waves are generated and propagating in the buckyball system through impacting one buckyball at one end of the buckyball chain. We have found the solitary wave behaviors are closely dependent on the initial temperature and impacting speed of the buckyball chain. There are almost no dispersion and dissipation of the solitary waves (stationary solitary wave) for relatively low temperature and high impacting speed. While for relatively high temperature and low impacting speed the profile of the solitary waves is highly distorted and dissipated after propagating several tens of buckyballs. A phase diagram is proposed to describe the effect of the temperature and impacting speed on the solitary wave behaviors in buckyball system. In order to quantitatively describe the wave behavior in buckyball system, a simple nonlinear-spring model is established, which can describe the MD simulation results at low temperature very well. The results presented in this work may lay a solid step towards the further understanding and manipulation of stress wave propagation and impact energy mitigation at nanoscale. PMID:26891624</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/21217472','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/21217472"><span>Injury tolerance criteria for short-duration axial impulse loading of the isolated tibia.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Quenneville, Cheryl E; McLachlin, Stewart D; Greeley, Gillian S; Dunning, Cynthia E</p> <p>2011-01-01</p> <p>Impulse loading of the lower leg during events such as ejection seat landings or in-vehicle land mine blasts may result in devastating injuries. These impacts achieve higher forces over shorter durations than car crashes, from which experimental results have formed the current basis for protective measures of an axial force limit of 5.4 kN, as registered by an anthropomorphic test device (ATD). The hypotheses of this study were that the injury tolerance of the isolated tibia to short-duration axial loading is higher than that previously reported and that secondary parameters such as momentum or kinetic energy are significant for fracture tolerance, in addition to force. Seven pairs of cadaveric tibias were impacted using a pneumatic testing apparatus, replicating short-duration axial impulse events. One specimen from each pair was impacted with a light mass and the contralateral impacted with a heavy mass, to investigate the effects of momentum and kinetic energy, as well as force, on injury. Impacts were applied incrementally until failure. Force, kinetic energy, age, and height were shown to be significant factors in the probability of fracture. A 10% risk of injury corresponded to an impact force of 7.9 kN, with an average kinetic energy of 240 J. In comparison, this same impact level applied to an ATD would register a force of 16.2 kN because of the higher stiffness of the ATD. These results suggest that the current injury standard may be too conservative for the tibia during high-speed impacts such as in-vehicle land mine blasts and that factors in addition to force should be taken into consideration.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/1159782','SCIGOV-STC'); return false;" href="https://www.osti.gov/servlets/purl/1159782"><span>Effect of Tip-Speed Constraints on the Optimized Design of a Wind Turbine</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/search">DOE Office of Scientific and Technical Information (OSTI.GOV)</a></p> <p>Dykes, K.; Resor, B.; Platt, A.</p> <p></p> <p>This study investigates the effect of tip-velocity constraints on system levelized cost of energy (LCOE). The results indicate that a change in maximum tip speed from 80 to 100~m/s could produce a 32% decrease in gearbox weight (a 33% reduction in cost) which would result in an overall reduction of 1%-9% in system LCOE depending on the design approach. Three 100~m/s design cases were considered including a low tip-speed ratio/high-solidity rotor design, a high tip-speed ratio/ low-solidity rotor design, and finally a flexible blade design in which a high tip-speed ratio was used along with removing the tip deflection constraintmore » on the rotor design. In all three cases, the significant reduction in gearbox weight caused by the higher tip-speed and lower overall gear ratio was counterbalanced by increased weights for the rotor and/or other drivetrain components and the tower. As a result, the increased costs of either the rotor or drivetrain components offset the overall reduction in turbine costs from down-sizing the gearbox. Other system costs were not significantly affected, whereas energy production was slightly reduced in the 100~m/s case low tip-speed ratio case and increased in the high tip-speed ratio case. This resulted in system cost of energy reductions moving from the 80~m/s design to the 100~m/s designs of 1.2% for the low tip-speed ratio, 4.6% for the high tip-speed ratio, and 9.5% for the final flexible case (the latter result is optimistic because the impact of deflection of the flexible blade on power production was not modeled). Overall, the results demonstrate that there is a trade-off in system design between the maximum tip velocity and the overall wind plant cost of energy, and there are many trade-offs within the overall system in designing a turbine for a high maximum tip velocity.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/31482','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/31482"><span>Safety and operational impacts of differential speed limits on two-lane rural highways in Montana.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2016-07-01</p> <p>Speed limit policies can be broadly classified into two categories. Uniform speed limit policies establish the same maximum limit for all vehicles, while differential speed limit policies set a lower limit for heavy trucks in comparison to cars and l...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19990116783','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19990116783"><span>Characterizing Secondary Debris Impact Ejecta</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Schonberg, W. P.</p> <p>1999-01-01</p> <p>All spacecraft in low-Earth orbit are subject to high-speed impacts by meteoroids and orbital debris particles. These impacts can damage flight-critical systems which can in turn lead to catastrophic failure of the spacecraft. Therefore, the design of a spacecraft for an Earth-orbiting mission must take into account the possibility of such impacts and their effects on the spacecraft structure and on all of its exposed subsystem components. In addition to threatening the operation of the spacecraft itself, on-orbit impacts also generate a significant amount of ricochet particles. These high-speed particles can destroy critical external spacecraft subsystem and also increase the contamination of the orbital environment. This report presents a summary of the work performed towards the development of an empirical model that characterizes the secondary ejecta created by a high-speed impacta on a typical aerospace structural surface.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=1298254','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=1298254"><span>Air bags and ocular injuries.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Stein, J D; Jaeger, E A; Jeffers, J B</p> <p>1999-01-01</p> <p>PURPOSE: This investigation retrospectively examined ocular injuries associated with air bag deployment to gain a better appreciation of potential risk factors in motor vehicle accidents. National statistics regarding the efficacy of air bags were reviewed. METHODS: Review of the literature from 1991 to 1998 identified 44 articles describing 97 patients with air-bag-induced ocular injuries. Variables extracted from each case were age, sex, height, position in the car, eye wear, vehicle impact speed, visual acuity, and specific ocular injuries. RESULTS: Corneal abrasions occurred in 49% of occupants, hyphemas in 43%, vitreous or retinal hemorrhages in 25%, and retinal tears or detachments in 15%. The globe was ruptured in 10 patients. Patients involved in higher-speed accidents (over 30 mph) sustained a greater percentage of vitreous or retinal hemorrhages and traumatic cataracts, while those at slower speeds were more prone to retinal tears or detachments. In a subset of 14 patients with serious ocular injuries, the impact speed of 11 patients was recorded at 30 mph or less. Slower speed may be a risk factor for some ocular injuries. Occupant height was not a significant factor. National statistics confirm that air bags reduce fatalities in motor vehicle accidents. However, children sitting in the front seat without a seat belt and infants in passenger-side rear-facing car seats are at risk for fatal injury. CONCLUSION: Air bags combined with seat belts are an effective means of reducing injury and death in adults during motor vehicle accidents. However, this study has documented a wide variety of ocular injuries associated with air bag deployment. It is hoped that researchers can develop modifications that continue to save lives while minimizing additional harm. Images FIGURE 1 FIGURE 2A FIGURE 2B FIGURE 2C FIGURE 2D FIGURE 3A FIGURE 3B FIGURE 4 FIGURE 5 FIGURE 7 FIGURE 8 PMID:10703118</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/35990','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/35990"><span>Impact of Perceptual Speed Calming Curve Countermeasures on Drivers’ Anticipation and Mitigation Ability : A Driving Simulator Study</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2018-02-01</p> <p>Horizontal curves are unavoidable in rural roads and are a serious crash risk to vehicle occupants. This study investigates the impact and effectiveness of three curve-based perceptual speed-calming countermeasures (advance curve warning signs, chevr...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018PMB....63g5005C','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018PMB....63g5005C"><span>An in silico framework to analyze the anisotropic shear wave mechanics in cardiac shear wave elastography</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Caenen, Annette; Pernot, Mathieu; Peirlinck, Mathias; Mertens, Luc; Swillens, Abigail; Segers, Patrick</p> <p>2018-04-01</p> <p>Shear wave elastography (SWE) is a potential tool to non-invasively assess cardiac muscle stiffness. This study focused on the effect of the orthotropic material properties and mechanical loading on the performance of cardiac SWE, as it is known that these factors contribute to complex 3D anisotropic shear wave propagation. To investigate the specific impact of these complexities, we constructed a finite element model with an orthotropic material law subjected to different uniaxial stretches to simulate SWE in the stressed cardiac wall. Group and phase speed were analyzed in function of tissue thickness and virtual probe rotation angle. Tissue stretching increased the group and phase speed of the simulated shear wave, especially in the direction of the muscle fiber. As the model provided access to the true fiber orientation and material properties, we assessed the accuracy of two fiber orientation extraction methods based on SWE. We found a higher accuracy (but lower robustness) when extracting fiber orientations based on the location of maximal shear wave speed instead of the angle of the major axis of the ellipsoidal group speed surface. Both methods had a comparable performance for the center region of the cardiac wall, and performed less well towards the edges. Lastly, we also assessed the (theoretical) impact of pathology on shear wave physics and characterization in the model. It was found that SWE was able to detect changes in fiber orientation and material characteristics, potentially associated with cardiac pathologies such as myocardial fibrosis. Furthermore, the model showed clearly altered shear wave patterns for the fibrotic myocardium compared to the healthy myocardium, which forms an initial but promising outcome of this modeling study.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=3796044','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=3796044"><span>The Impact of Distraction on the Driving Performance of Adolescents with and without Attention Deficit Hyperactivity Disorder</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Narad, Megan; Garner, Annie A.; Brassell, Anne A.; Saxby, Dyani; Antonini, Tanya N.; O'Brien, Kathleen M.; Tamm, Leanne; Matthews, Gerald; Epstein, Jeffery N.</p> <p>2013-01-01</p> <p>Importance This study extends the literature regarding Attention-Deficit/Hyperactivity Disorder (ADHD) related driving impairments to a newly-licensed, adolescent population. Objective To investigate the combined risks of adolescence, ADHD, and distracted driving (cell phone conversation and text messaging) on driving performance. Design Adolescents with and without ADHD engaged in a simulated drive under three conditions (no distraction, cell phone conversation, texting). During each condition, one unexpected event (e.g., car suddenly merging into driver's lane) was introduced. Setting Driving simulator. Participants Adolescents aged 16–17 with ADHD (n=28) and controls (n=33). Interventions/Main Exposures Cell phone conversation, texting, and no distraction while driving. Outcome Measures Self-report of driving history; Average speed, standard deviation of speed, standard deviation of lateral position, braking reaction time during driving simulation. Results Adolescents with ADHD reported fewer months of driving experience and a higher proportion of driving violations than controls. After controlling for months of driving history, adolescents with ADHD demonstrated more variability in speed and lane position than controls. There were no group differences for braking reaction time. Further, texting negatively impacted the driving performance of all participants as evidenced by increased variability in speed and lane position. Conclusions This study, one of the first to investigate distracted driving in adolescents with ADHD, adds to a growing body of literature documenting that individuals with ADHD are at increased risk for negative driving outcomes. Furthermore, texting significantly impairs the driving performance of all adolescents and increases existing driving-related impairment in adolescents with ADHD, highlighting the need for education and enforcement of regulations against texting for this age group. PMID:23939758</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017JGRE..122.2111S','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017JGRE..122.2111S"><span>Aeolian saltation on Mars at low wind speeds</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Sullivan, R.; Kok, J. F.</p> <p>2017-10-01</p> <p>Laboratory experiments indicate that the fluid threshold friction speed, <fi>u</fi>*tf, required to initiate fully developed aeolian saltation is much higher on Mars than on Earth. A discrepancy exists between Mars climate models that do not predict winds this strong and observations that sand-sized particles are indeed moving. This paper describes how wind friction speeds well below <fi>u</fi>*tf, but above the impact threshold, <fi>u</fi>*ti, required to sustain saltation, can initiate sustained saltation on Mars, but at relatively low flux. Numerical experiments indicate that a sand grain on Mars mobilized sporadically between <fi>u</fi>*ti and <fi>u</fi>*tf will develop, over fetch lengths longer than generally available within low-pressure wind tunnels, trajectories capable of splashing grains that propagate saltation and collectively form a cluster of saltating grains that migrate downwind together. The passage of a saltation cluster should leave behind a narrow zone of affected surface grains. The cumulative effect of many clusters represents a low-flux phenomenon that should produce slow changes to aeolian bedforms over periods in which winds remain close to <fi>u</fi>*ti and never or rarely reach <fi>u</fi>*tf. Field evidence from small impact ripples along rover traverses is consistent with effects of saltation at these low friction speeds, without obvious evidence for events ≥<fi>u</fi>*tf. The potential utility of this grain mobility process is that it can operate entirely at more common winds well below <fi>u</fi>*tf and so help explain widespread sand movements observed on Mars wherever evidence might be mostly absent for <fi>u</fi>*tf being exceeded.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/22934497','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/22934497"><span>[The preliminary study on nursing the extraction of mandibular mesioangular impacted third molar using reversal high-speed air turbine].</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Song, Juan; Bi, Xiaoqin</p> <p>2012-08-01</p> <p>To study the nursing methods and its effect in mandibular mesioangular impacted third molar extraction with reversal high-speed air turbine. 60 patients with mandibular mesioangular impacted third molar were selected in this study, who were treated in Department of Senior Dentists, West China School of Stomatology, Sichuan University, between June to December 2010. They were randomly and equally divided into control group and experimental group (n=30). The former was treated with tradition chisel splint method while the latter was treated with reversal high-speed air turbine extraction and provided appropriate nursing interventions. Postoperative reactions and wound healing status were evaluated through consultation. There were significant differences between control group and experimental group in terms of postoperative bleeding wound, swelling, dry socket and so on (P<0.05). Mandibular mesioangular impacted third molar extraction with reversal high-speed air turbine is effective, and the corresponding nursing measure is worthy further promotion.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/24913482','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/24913482"><span>Impact of texting on young drivers' behavior and safety on urban and rural roads through a simulation experiment.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Yannis, George; Laiou, Alexandra; Papantoniou, Panagiotis; Christoforou, Charalambos</p> <p>2014-06-01</p> <p>This research aims to investigate the impact of texting on the behavior and safety of young drivers on urban and rural roads. A driving simulator experiment was carried out in which 34 young participants drove in different driving scenarios; specifically, driving in good weather, in raining conditions, in daylight and in night were examined. Lognormal regression methods were used to investigate the influence of texting as well as various other parameters on the mean speed and mean reaction time. Binary logistic methods were used to investigate the influence of texting use as well as various other parameters in the probability of an accident. It appears that texting leads to statistically significant decrease of the mean speed and increase of the mean reaction time in urban and rural road environment. Simultaneously, it leads to an increased accident probability due to driver distraction and delayed reaction at the moment of the incident. It appeared that drivers using mobile phones with a touch screen present different driving behavior with respect to their speed, however, they had an even higher probability of being involved in an accident. The analysis of the distracted driving performance of drivers who are texting while driving may allow for the identification of measures for the improvement of driving performance (e.g., restrictive measures, training and licensing, information campaigns). The identification of some of the parameters that have an impact on the behavior and safety of young drivers concerning texting and the consequent results can be exploited by policy decision makers in future efforts for the improvement of road safety. Copyright © 2014 Elsevier Ltd. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/12840638','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/12840638"><span>Ground reaction forces and kinematics in distance running in older-aged men.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Bus, Sicco A</p> <p>2003-07-01</p> <p>The biomechanics of distance running has not been studied before in older-aged runners but may be different than in younger-aged runners because of musculoskeletal degeneration at older age. This study aimed at determining whether the stance phase kinematics and ground reaction forces in running are different between younger- and older-aged men. Lower-extremity kinematics using three-dimensional motion analysis and ground reaction forces (GRF) using a force plate were assessed in 16 older-aged (55-65 yr) and 13 younger-aged (20-35 yr) well-trained male distance runners running at a self-selected (SRS) and a controlled (CRS) speed of 3.3 m.s-1. The older subjects ran at significantly lower self-selected speeds than the younger subjects (mean 3.34 vs 3.77 m.s-1). In both speed conditions, the older runners exhibited significantly more knee flexion at heel strike and significantly less knee flexion and extension range of motion. No age group differences were present in subtalar joint motion. Impact peak force (1.91 vs 1.70 BW) and maximal initial loading rate (107.5 vs 85.5 BW.s-1) were significantly higher in the older runners at the CRS. Maximal peak vertical and anteroposterior forces and impulses were significantly lower in the older runners at the SRS. The biomechanics of running is different between older- and younger-aged runners on several relevant parameters. The larger impact peak force and initial loading rate indicate a loss of shock-absorbing capacity in the older runners. This may increase their susceptibility to lower-extremity overuse injuries. Moreover, it emphasizes the focus on optimizing cushioning properties in the design and prescription of running shoes and suggests that older-aged runners should be cautious with running under conditions of high impact.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/23246708','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/23246708"><span>Modeling and analyzing traffic safety perceptions: An application to the speed limit reduction pilot project in Edmonton, Alberta.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>El-Basyouny, Karim; El-Bassiouni, Mohamed Yahia</p> <p>2013-03-01</p> <p>To address the speeding problem in residential areas, the City of Edmonton initiated a pilot project to reduce the posted speed limit from 50km/h to 40km/h within six residential communities. This paper investigates the community perceptions of traffic safety within the six pilot communities in two phases: prior to project initiation (pre-pilot) and following the end of the project (post-pilot). This objective was accomplished by analyzing the results of two random dialing telephone surveys comprising 300 residents each. A preliminary analysis showed compatible demographic configurations for the two samples and confirmed that the residents were aware of both the posted speed limits and the adopted speed management controls. For the confirmatory factor analysis (CFA), a two-group (pre-pilot and post-pilot) three-factor model was used to assess the residents' perceptions of the speeding behavior (Speeding), their concerns about traffic safety issues (Concerns), and their perceptions of traffic safety (Safety). Comparing the CFA results of the post-pilot survey versus those of the pre-pilot survey, it was evident that there was a significant decrease in Speeding and Concerns accompanied by a significant increase in Safety. A structural equations model (SEM) was also fitted to the data in order to assess the impact of Speeding and Concerns on Safety. The results showed that Concerns increase significantly with Speeding, and that both factors have significant negative impacts on Safety. However, while the impact of Concerns on Safety was direct, that of Speeding on Safety was largely indirect (i.e., mediated through Concerns). Overall, the multivariate analysis has demonstrated that the pilot project was successful in improving the residents' perceptions of traffic safety in their community. Crown Copyright © 2012. Published by Elsevier Ltd. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2005JFM...545..203T','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2005JFM...545..203T"><span>The air bubble entrapped under a drop impacting on a solid surface</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Thoroddsen, S. T.; Etoh, T. G.; Takehara, K.; Ootsuka, N.; Hatsuki, Y.</p> <p>2005-12-01</p> <p>We present experimental observations of the disk of air caught under a drop impacting onto a solid surface. By imaging the impact through an acrylic plate with an ultra-high-speed video camera, we can follow the evolution of the air disk as it contracts into a bubble under the centre of the drop. The initial size and contraction speed of the disk were measured for a range of impact Weber and Reynolds numbers. The size of the initial disk is related to the bottom curvature of the drop at the initial contact, as measured in free-fall. The initial contact often leaves behind a ring of micro-bubbles, marking its location. The air disk contracts at a speed comparable to the corresponding air disks caught under a drop impacting onto a liquid surface. This speed also seems independent of the wettability of the liquid, which only affects the azimuthal shape of the contact line. For some impact conditions, the dynamics of the contraction leaves a small droplet at the centre of the bubble. This arises from a capillary wave propagating from the edges of the contracting disk towards the centre. As the wave converges its amplitude grows until it touches the solid substrate, thereby pinching off the micro-droplet at the plate, in the centre of the bubble. The effect of increasing liquid viscosity is to slow down the contraction speed and to produce a more irregular contact line leaving more micro-bubbles along the initial ring.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/20380924','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/20380924"><span>Improving homogeneity by dynamic speed limit systems.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>van Nes, Nicole; Brandenburg, Stefan; Twisk, Divera</p> <p>2010-05-01</p> <p>Homogeneity of driving speeds is an important variable in determining road safety; more homogeneous driving speeds increase road safety. This study investigates the effect of introducing dynamic speed limit systems on homogeneity of driving speeds. A total of 46 subjects twice drove a route along 12 road sections in a driving simulator. The speed limit system (static-dynamic), the sophistication of the dynamic speed limit system (basic roadside, advanced roadside, and advanced in-car) and the situational condition (dangerous-non-dangerous) were varied. The homogeneity of driving speed, the rated credibility of the posted speed limit and the acceptance of the different dynamic speed limit systems were assessed. The results show that the homogeneity of individual speeds, defined as the variation in driving speed for an individual subject along a particular road section, was higher with the dynamic speed limit system than with the static speed limit system. The more sophisticated dynamic speed limit system tested within this study led to higher homogeneity than the less sophisticated systems. The acceptance of the dynamic speed limit systems used in this study was positive, they were perceived as quite useful and rather satisfactory. Copyright (c) 2009 Elsevier Ltd. All rights reserved.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_10");'>10</a></li> <li><a href="#" onclick='return showDiv("page_11");'>11</a></li> <li class="active"><span>12</span></li> <li><a href="#" onclick='return showDiv("page_13");'>13</a></li> <li><a href="#" onclick='return showDiv("page_14");'>14</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_12 --> <div id="page_13" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_11");'>11</a></li> <li><a href="#" onclick='return showDiv("page_12");'>12</a></li> <li class="active"><span>13</span></li> <li><a href="#" onclick='return showDiv("page_14");'>14</a></li> <li><a href="#" onclick='return showDiv("page_15");'>15</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="241"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2015EGUGA..17.1791W','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2015EGUGA..17.1791W"><span>Modelling storm development and the impact when introducing waves, sea spray and heat fluxes</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Wu, Lichuan; Rutgersson, Anna; Sahlée, Erik</p> <p>2015-04-01</p> <p>In high wind speed conditions, sea spray generated due to intensity breaking waves have big influence on the wind stress and heat fluxes. Measurements show that drag coefficient will decrease in high wind speed. Sea spray generation function (SSGF), an important term of wind stress parameterization in high wind speed, usually treated as a function of wind speed/friction velocity. In this study, we introduce a wave state depended SSGG and wave age depended Charnock number into a high wind speed wind stress parameterization (Kudryavtsev et al., 2011; 2012). The proposed wind stress parameterization and sea spray heat fluxes parameterization from Andreas et al., (2014) were applied to an atmosphere-wave coupled model to test on four storm cases. Compared with measurements from the FINO1 platform in the North Sea, the new wind stress parameterization can reduce the forecast errors of wind in high wind speed range, but not in low wind speed. Only sea spray impacted on wind stress, it will intensify the storms (minimum sea level pressure and maximum wind speed) and lower the air temperature (increase the errors). Only the sea spray impacted on the heat fluxes, it can improve the model performance on storm tracks and the air temperature, but not change much in the storm intensity. If both of sea spray impacted on the wind stress and heat fluxes are taken into account, it has the best performance in all the experiment for minimum sea level pressure and maximum wind speed and air temperature. Andreas, E. L., Mahrt, L., and Vickers, D. (2014). An improved bulk air-sea surface flux algorithm, including spray-mediated transfer. Quarterly Journal of the Royal Meteorological Society. Kudryavtsev, V. and Makin, V. (2011). Impact of ocean spray on the dynamics of the marine atmospheric boundary layer. Boundary-layer meteorology, 140(3):383-410. Kudryavtsev, V., Makin, V., and S, Z. (2012). On the sea-surface drag and heat/mass transfer at strong winds. Technical report, Royal Netherlands Meteorological Institute.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/25155859','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/25155859"><span>Indicators of walking speed in rheumatoid arthritis: relative influence of articular, psychosocial, and body composition characteristics.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Lusa, Amanda L; Amigues, Isabelle; Kramer, Henry R; Dam, Thuy-Tien; Giles, Jon T</p> <p>2015-01-01</p> <p>To explore the contributions from and interactions between articular swelling and damage, psychosocial factors, and body composition characteristics on walking speed in rheumatoid arthritis (RA). RA patients underwent the timed 400-meter long-corridor walk. Demographics, self-reported levels of depressive symptoms and fatigue, RA characteristics, and body composition (using whole-body dual X-ray absorptiometry, and abdominal and thigh computed tomography) were assessed and their associations with walking speed explored. A total of 132 RA patients had data for the 400-meter walk, among whom 107 (81%) completed the full 400 meters. Significant multivariable indicators of slower walking speed were older age, higher depression scores, higher reported pain and fatigue, higher swollen and replaced joint counts, higher cumulative prednisone exposure, nontreatment with disease-modifying antirheumatic drugs, and worse body composition. These features accounted for 60% of the modeled variability in walking speed. Among specific articular features, slower walking speed was primarily correlated with large/medium lower-extremity joint involvement. However, these articular features accounted for only 21% of the explainable variability in walking speed. Having any relevant articular characteristic was associated with a 20% lower walking speed among those with worse body composition (P < 0.001), compared with only a 6% lower speed among those with better body composition (P = 0.010 for interaction). Psychosocial factors and body composition are potentially reversible contributors to walking speed in RA. Relative to articular disease activity and damage, nonarticular indicators were collectively more potent indicators of an individual's mobility limitations. Copyright © 2015 by the American College of Rheumatology.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/31483','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/31483"><span>Safety and operational impacts of differential speed limits on two-lane rural highways in Montana : project summary.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2016-07-01</p> <p>Speed limit policies can be broadly classified into two categories. Uniform speed limit policies establish the same maximum limit for all vehicles, while differential speed limit policies set a lower limit for heavy trucks in comparison to cars and l...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4587396','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4587396"><span>Computational modeling and simulation of spall fracture in polycrystalline solids by an atomistic-based interfacial zone model</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Lin, Liqiang; Zeng, Xiaowei</p> <p>2015-01-01</p> <p>The focus of this work is to investigate spall fracture in polycrystalline materials under high-speed impact loading by using an atomistic-based interfacial zone model. We illustrate that for polycrystalline materials, increases in the potential energy ratio between grain boundaries and grains could cause a fracture transition from intergranular to transgranular mode. We also found out that the spall strength increases when there is a fracture transition from intergranular to transgranular. In addition, analysis of grain size, crystal lattice orientation and impact speed reveals that the spall strength increases as grain size or impact speed increases. PMID:26435546</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4408773','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4408773"><span>The impact of odor–reward memory on chemotaxis in larval Drosophila</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Schleyer, Michael; Reid, Samuel F.; Pamir, Evren; Saumweber, Timo; Paisios, Emmanouil; Davies, Alexander</p> <p>2015-01-01</p> <p>How do animals adaptively integrate innate with learned behavioral tendencies? We tackle this question using chemotaxis as a paradigm. Chemotaxis in the Drosophila larva largely results from a sequence of runs and oriented turns. Thus, the larvae minimally need to determine (i) how fast to run, (ii) when to initiate a turn, and (iii) where to direct a turn. We first report how odor-source intensities modulate these decisions to bring about higher levels of chemotactic performance for higher odor-source intensities during innate chemotaxis. We then examine whether the same modulations are responsible for alterations of chemotactic performance by learned odor “valence” (understood throughout as level of attractiveness). We find that run speed (i) is neither modulated by the innate nor by the learned valence of an odor. Turn rate (ii), however, is modulated by both: the higher the innate or learned valence of the odor, the less often larvae turn whenever heading toward the odor source, and the more often they turn when heading away. Likewise, turning direction (iii) is modulated concordantly by innate and learned valence: turning is biased more strongly toward the odor source when either innate or learned valence is high. Using numerical simulations, we show that a modulation of both turn rate and of turning direction is sufficient to account for the empirically found differences in preference scores across experimental conditions. Our results suggest that innate and learned valence organize adaptive olfactory search behavior by their summed effects on turn rate and turning direction, but not on run speed. This work should aid studies into the neural mechanisms by which memory impacts specific aspects of behavior. PMID:25887280</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018MeScT..29e5401Z','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018MeScT..29e5401Z"><span>Single-camera displacement field correlation method for centrosymmetric 3D dynamic deformation measurement</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Zhao, Jiaye; Wen, Huihui; Liu, Zhanwei; Rong, Jili; Xie, Huimin</p> <p>2018-05-01</p> <p>Three-dimensional (3D) deformation measurements are a key issue in experimental mechanics. In this paper, a displacement field correlation (DFC) method to measure centrosymmetric 3D dynamic deformation using a single camera is proposed for the first time. When 3D deformation information is collected by a camera at a tilted angle, the measured displacement fields are coupling fields of both the in-plane and out-of-plane displacements. The features of the coupling field are analysed in detail, and a decoupling algorithm based on DFC is proposed. The 3D deformation to be measured can be inverted and reconstructed using only one coupling field. The accuracy of this method was validated by a high-speed impact experiment that simulated an underwater explosion. The experimental results show that the approach proposed in this paper can be used in 3D deformation measurements with higher sensitivity and accuracy, and is especially suitable for high-speed centrosymmetric deformation. In addition, this method avoids the non-synchronisation problem associated with using a pair of high-speed cameras, as is common in 3D dynamic measurements.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2011SPIE.8193E..0TW','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2011SPIE.8193E..0TW"><span>Optimal design of UAV's pod shape</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Wei, Qun; Jia, Hong-guang</p> <p>2011-08-01</p> <p>In the modern war, UAV(unmanned aircraft system) plays a more and more important role in the army. UAVs always carry electrical-optical reconnaissance systems. These systems are used to accomplish the missions of observing and reconnaissance the battlefield. For traditional UAV, the shape of the pod on UAV is sphericity. In addition, the pod of UAV not only has the job of observing and reconnaissance the battlefield, but its shape also has impact on the UAV's drag when it flies in the air. In this paper, two different kinds of pod models are set up, one is the traditional sphericity model, the other is a new model. Unstructured grid is used on the flow field. Using CFD(computational fluid dynamic) method, the results of the drags of the different kinds of pod are got. The drag's relationship between the pod and the UAV is obtained by comparing the results of simulations. After analyzing the results we can get: when UAV flies at low speed(0.3Ma{0.7Ma), the drag's difference between the two kinds of pod is little, the pod's drag takes a small part of the UAV's whole drag which is only about 14%. At transonic speed(0.8Ma{1.2Ma), the drag's difference between these two kinds of pod is getting bigger and bigger along with the speed goes higher. The traditional pod's drag is 1/3 of the UAV's whole drag value, but for the new pod, it is only 1/5. At supersonic speed(1.3Ma{2.0Ma), the traditional pod's drag goes up rapidly, but the new kind of pod's drag goes up slowly. This makes the difference between the two kinds of UAVs' total drag comes greater. For example, at 2Ma, the total drag of new UAV is only 2/3 of the traditional UAV. These results show: when the UAV flies at low speed, these two kinds of pod have little difference in drag. But if it flies at supersonic speed, the pod has great impact on the UAV's total drag, so the designer of UAV's pod should pay more attention on the out shape.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4257605','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4257605"><span>Excitability of the Primary Motor Cortex Increases More Strongly with Slow- than with Normal-Speed Presentation of Actions</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Moriuchi, Takefumi; Iso, Naoki; Sagari, Akira; Ogahara, Kakuya; Kitajima, Eiji; Tanaka, Koji; Tabira, Takayuki; Higashi, Toshio</p> <p>2014-01-01</p> <p>Introduction The aim of the present study was to investigate how the speed of observed action affects the excitability of the primary motor cortex (M1), as assessed by the size of motor evoked potentials (MEPs) induced by transcranial magnetic stimulation (TMS). Methods Eighteen healthy subjects watched a video clip of a person catching a ball, played at three different speeds (normal-, half-, and quarter-speed). MEPs were induced by TMS when the model's hand had opened to the widest extent just before catching the ball (“open”) and when the model had just caught the ball (“catch”). These two events were locked to specific frames of the video clip (“phases”), rather than occurring at specific absolute times, so that they could easily be compared across different speeds. MEPs were recorded from the thenar (TH) and abductor digiti minimi (ADM) muscles of the right hand. Results The MEP amplitudes were higher when the subjects watched the video clip at low speed than when they watched the clip at normal speed. A repeated-measures ANOVA, with the factor VIDEO-SPEED, showed significant main effects. Bonferroni's post hoc test showed that the following MEP amplitude differences were significant: TH, normal vs. quarter; ADM, normal vs. half; and ADM, normal vs. quarter. Paired t-tests showed that the significant MEP amplitude differences between TMS phases under each speed condition were TH, “catch” higher than “open” at quarter speed; ADM, “catch” higher than “open” at half speed. Conclusions These results indicate that the excitability of M1 was higher when the observed action was played at low speed. Our findings suggest that the action observation system became more active when the subjects observed the video clip at low speed, because the subjects could then recognize the elements of action and intention in others. PMID:25479161</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016A%26A...594A..93C','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016A%26A...594A..93C"><span>Impacts of fragmented accretion streams onto classical T Tauri stars: UV and X-ray emission lines</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Colombo, S.; Orlando, S.; Peres, G.; Argiroffi, C.; Reale, F.</p> <p>2016-10-01</p> <p>Context. The accretion process in classical T Tauri stars (CTTSs) can be studied through the analysis of some UV and X-ray emission lines which trace hot gas flows and act as diagnostics of the post-shock downfalling plasma. In the UV-band, where higher spectral resolution is available, these lines are characterized by rather complex profiles whose origin is still not clear. Aims: We investigate the origin of UV and X-ray emission at impact regions of density structured (fragmented) accretion streams. We study if and how the stream fragmentation and the resulting structure of the post-shock region determine the observed profiles of UV and X-ray emission lines. Methods: We modeled the impact of an accretion stream consisting of a series of dense blobs onto the chromosphere of a CTTS through two-dimensional (2D) magnetohydrodynamic (MHD) simulations. We explored different levels of stream fragmentation and accretion rates. From the model results, we synthesize C IV (1550 Å) and O VIII (18.97 Å) line profiles. Results: The impacts of accreting blobs onto the stellar chromosphere produce reverse shocks propagating through the blobs and shocked upflows. These upflows, in turn, hit and shock the subsequent downfalling fragments. As a result, several plasma components differing for the downfalling velocity, density, and temperature are present altoghether. The profiles of C IV doublet are characterized by two main components: one narrow and redshifted to speed ≈ 50 km s-1 and the other broader and consisting of subcomponents with redshift to speed in the range 200-400 km s-1. The profiles of O VIII lines appear more symmetric than C IV and are redshifted to speed ≈ 150 km s-1. Conclusions: Our model predicts profiles of C IV line remarkably similar to those observed and explains their origin in a natural way as due to stream fragmentation. Movies are available at http://www.aanda.org</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/biblio/1252820-wind-speed-response-marine-non-precipitating-stratocumulus-clouds-over-diurnal-cycle-cloud-system-resolving-simulations','SCIGOV-STC'); return false;" href="https://www.osti.gov/biblio/1252820-wind-speed-response-marine-non-precipitating-stratocumulus-clouds-over-diurnal-cycle-cloud-system-resolving-simulations"><span>Wind speed response of marine non-precipitating stratocumulus clouds over a diurnal cycle in cloud-system resolving simulations</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/search">DOE Office of Scientific and Technical Information (OSTI.GOV)</a></p> <p>Kazil, Jan; Feingold, Graham; Yamaguchi, Takanobu</p> <p></p> <p>Observed and projected trends in large-scale wind speed over the oceans prompt the question: how do marine stratocumulus clouds and their radiative properties respond to changes in large-scale wind speed? Wind speed drives the surface fluxes of sensible heat, moisture, and momentum and thereby acts on cloud liquid water path (LWP) and cloud radiative properties. We present an investigation of the dynamical response of non-precipitating, overcast marine stratocumulus clouds to different wind speeds over the course of a diurnal cycle, all else equal. In cloud-system resolving simulations, we find that higher wind speed leads to faster boundary layer growth and strongermore » entrainment. The dynamical driver is enhanced buoyant production of turbulence kinetic energy (TKE) from latent heat release in cloud updrafts. LWP is enhanced during the night and in the morning at higher wind speed, and more strongly suppressed later in the day. Wind speed hence accentuates the diurnal LWP cycle by expanding the morning–afternoon contrast. The higher LWP at higher wind speed does not, however, enhance cloud top cooling because in clouds with LWP ≳50 gm –2, longwave emissions are insensitive to LWP. This leads to the general conclusion that in sufficiently thick stratocumulus clouds, additional boundary layer growth and entrainment due to a boundary layer moistening arises by stronger production of TKE from latent heat release in cloud updrafts, rather than from enhanced longwave cooling. Here, we find that large-scale wind modulates boundary layer decoupling. At nighttime and at low wind speed during daytime, it enhances decoupling in part by faster boundary layer growth and stronger entrainment and in part because shear from large-scale wind in the sub-cloud layer hinders vertical moisture transport between the surface and cloud base. With increasing wind speed, however, in decoupled daytime conditions, shear-driven circulation due to large-scale wind takes over from buoyancy-driven circulation in transporting moisture from the surface to cloud base and thereby reduces decoupling and helps maintain LWP. Furthermore, the total (shortwave + longwave) cloud radiative effect (CRE) responds to changes in LWP and cloud fraction, and higher wind speed translates to a stronger diurnally averaged total CRE. However, the sensitivity of the diurnally averaged total CRE to wind speed decreases with increasing wind speed.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/pages/biblio/1252820-wind-speed-response-marine-non-precipitating-stratocumulus-clouds-over-diurnal-cycle-cloud-system-resolving-simulations','SCIGOV-DOEP'); return false;" href="https://www.osti.gov/pages/biblio/1252820-wind-speed-response-marine-non-precipitating-stratocumulus-clouds-over-diurnal-cycle-cloud-system-resolving-simulations"><span>Wind speed response of marine non-precipitating stratocumulus clouds over a diurnal cycle in cloud-system resolving simulations</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/pages">DOE PAGES</a></p> <p>Kazil, Jan; Feingold, Graham; Yamaguchi, Takanobu</p> <p>2016-05-12</p> <p>Observed and projected trends in large-scale wind speed over the oceans prompt the question: how do marine stratocumulus clouds and their radiative properties respond to changes in large-scale wind speed? Wind speed drives the surface fluxes of sensible heat, moisture, and momentum and thereby acts on cloud liquid water path (LWP) and cloud radiative properties. We present an investigation of the dynamical response of non-precipitating, overcast marine stratocumulus clouds to different wind speeds over the course of a diurnal cycle, all else equal. In cloud-system resolving simulations, we find that higher wind speed leads to faster boundary layer growth and strongermore » entrainment. The dynamical driver is enhanced buoyant production of turbulence kinetic energy (TKE) from latent heat release in cloud updrafts. LWP is enhanced during the night and in the morning at higher wind speed, and more strongly suppressed later in the day. Wind speed hence accentuates the diurnal LWP cycle by expanding the morning–afternoon contrast. The higher LWP at higher wind speed does not, however, enhance cloud top cooling because in clouds with LWP ≳50 gm –2, longwave emissions are insensitive to LWP. This leads to the general conclusion that in sufficiently thick stratocumulus clouds, additional boundary layer growth and entrainment due to a boundary layer moistening arises by stronger production of TKE from latent heat release in cloud updrafts, rather than from enhanced longwave cooling. Here, we find that large-scale wind modulates boundary layer decoupling. At nighttime and at low wind speed during daytime, it enhances decoupling in part by faster boundary layer growth and stronger entrainment and in part because shear from large-scale wind in the sub-cloud layer hinders vertical moisture transport between the surface and cloud base. With increasing wind speed, however, in decoupled daytime conditions, shear-driven circulation due to large-scale wind takes over from buoyancy-driven circulation in transporting moisture from the surface to cloud base and thereby reduces decoupling and helps maintain LWP. Furthermore, the total (shortwave + longwave) cloud radiative effect (CRE) responds to changes in LWP and cloud fraction, and higher wind speed translates to a stronger diurnally averaged total CRE. However, the sensitivity of the diurnally averaged total CRE to wind speed decreases with increasing wind speed.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=3242565','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=3242565"><span>Thoracic Injury Risk as a Function of Crash Severity – Car-to-car Side Impact Tests with WorldSID Compared to Real-life Crashes</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Sunnevång, Cecilia; Rosén, Erik; Boström, Ola; Lechelt, Ulf</p> <p>2010-01-01</p> <p>Side airbags reduce the risk of fatal injury by approximately 30%. Due to limited real-life data the risk reducing effect for serious injury has not yet been established. Since side airbags are mainly designed and validated for crash severities used in available test procedures little is known regarding the protective effect when severity increases. The objective of this study was to understand for which crash severities AIS3+ thorax occupant protection in car-to-car nearside collisions need to and can be improved. The aim was fulfilled by means of real life data, for older cars without side airbag, and a series of car-to-car tests performed with the WorldSID 50%-ile in modern and older cars at different impact speeds. The real life data showed that the risk of AIS3+ injury was highest for the thorax followed by the pelvis and head. For both non-senior and senior occupants, most thorax injuries were sustained at lateral delta-v from 20 km/h to 40 km/h. In this severity range, senior occupants were found to have approximately four times higher risk of thoracic injury than non-senior occupants. The crash tests at lateral impact speed 55 km/h (delta-v 32 km/h) confirmed the improved performance at severities represented in current legal and rating tests. The structural integrity of the modern car impacted at 70 km/h showed a potential for improved side impact protection by interior countermeasures. PMID:21050600</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/21050600','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/21050600"><span>Thoracic Injury Risk as a Function of Crash Severity - Car-to-car Side Impact Tests with WorldSID Compared to Real-life Crashes.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Sunnevång, Cecilia; Rosén, Erik; Boström, Ola; Lechelt, Ulf</p> <p>2010-01-01</p> <p>Side airbags reduce the risk of fatal injury by approximately 30%. Due to limited real-life data the risk reducing effect for serious injury has not yet been established. Since side airbags are mainly designed and validated for crash severities used in available test procedures little is known regarding the protective effect when severity increases.The objective of this study was to understand for which crash severities AIS3+ thorax occupant protection in car-to-car nearside collisions need to and can be improved. The aim was fulfilled by means of real life data, for older cars without side airbag, and a series of car-to-car tests performed with the WorldSID 50%-ile in modern and older cars at different impact speeds.The real life data showed that the risk of AIS3+ injury was highest for the thorax followed by the pelvis and head. For both non-senior and senior occupants, most thorax injuries were sustained at lateral delta-v from 20 km/h to 40 km/h. In this severity range, senior occupants were found to have approximately four times higher risk of thoracic injury than non-senior occupants. The crash tests at lateral impact speed 55 km/h (delta-v 32 km/h) confirmed the improved performance at severities represented in current legal and rating tests. The structural integrity of the modern car impacted at 70 km/h showed a potential for improved side impact protection by interior countermeasures.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2010AIPC.1208..366D','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2010AIPC.1208..366D"><span>Unlabored system motion by specially conditioned electromagnetic fields in higher dimensional realms</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>David Froning, H.; Meholic, Gregory V.</p> <p>2010-01-01</p> <p>This third of three papers explores the possibility of swift, stress-less system transitions between slower-than-light and faster-than-light speeds with negligible net expenditure of system energetics. The previous papers derived a realm of higher dimensionality than 4-D spacetime that enabled such unlabored motion; and showed that fields that could propel and guide systems on unlabored paths in the higher dimensional realm must be fields that have been conditioned to SU(2) (or higher) Lie group symmetry. This paper shows that the system's surrounding vacuum dielectric ɛμ, within the higher dimensional realm's is a vector (not scalar) quantity with fixed magnitude ɛ0μ0 and changing direction within the realm with changing system speed. Thus, ɛμ generated by the system's EM field must remain tuned to vacuum ɛ0μ0 in both magnitude and direction during swift, unlabored system transitions between slower and faster than light speeds. As a result, the system's changing path and speed is such that the magnitude of the higher dimensional realm's ɛ0μ0 is not disturbed. And it is shown that a system's flight trajectories associated with its swift, unlabored transitions between zero and infinite speed can be represented by curved paths traced-out within the higher dimensional realm.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28500990','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28500990"><span>Evaluating the safety impact of adaptive cruise control in traffic oscillations on freeways.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Li, Ye; Li, Zhibin; Wang, Hao; Wang, Wei; Xing, Lu</p> <p>2017-07-01</p> <p>Adaptive cruise control (ACC) has been considered one of the critical components of automated driving. ACC adjusts vehicle speeds automatically by measuring the status of the ego-vehicle and leading vehicle. Current commercial ACCs are designed to be comfortable and convenient driving systems. Little attention is paid to the safety impacts of ACC, especially in traffic oscillations when crash risks are the highest. The primary objective of this study was to evaluate the impacts of ACC parameter settings on rear-end collisions on freeways. First, the occurrence of a rear-end collision in a stop-and-go wave was analyzed. A car-following model in an integrated ACC was developed for a simulation analysis. The time-to-collision based factors were calculated as surrogate safety measures of the collision risk. We also evaluated different market penetration rates considering that the application of ACC will be a gradual process. The results showed that the safety impacts of ACC were largely affected by the parameters. Smaller time delays and larger time gaps improved safety performance, but inappropriate parameter settings increased the collision risks and caused traffic disturbances. A higher reduction of the collision risk was achieved as the ACC vehicle penetration rate increased, especially in the initial stage with penetration rates of less than 30%. This study also showed that in the initial stage, the combination of ACC and a variable speed limit achieved better safety improvements on congested freeways than each single technique. Copyright © 2017 Elsevier Ltd. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2014JPhCS.500f2003F','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2014JPhCS.500f2003F"><span>MgO melting curve constraints from shock temperature and rarefaction overtake measurements in samples preheated to 2300 K</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Fat'yanov, O. V.; Asimow, P. D.</p> <p>2014-05-01</p> <p>Continuing our effort to obtain experimental constraints on the melting curve of MgO at 100-200 GPa, we extended our target preheating capability to 2300 K. Our new Mo capsule design holds a long MgO crystal in a controlled thermal gradient until impact by a Ta flyer launched at up to 7.5 km/s on the Caltech two-stage light-gas gun. Radiative shock temperatures and rarefaction overtake times were measured simultaneously by a 6-channel VIS/NIR pyrometer with 3 ns time resolution. The majority of our experiments showed smooth monotonic increases in MgO sound speed and shock temperature with pressure from 197 to 243 GPa. The measured temperatures as well as the slopes of the pressure dependences for both temperature and sound speed were in good agreement with those calculated numerically for the solid phase at our peak shock compression conditions. Most observed sound speeds, however, were ~800 m/s higher than those predicted by the model. A single unconfirmed data point at 239 GPa showed anomalously low temperature and sound speed, which could both be explained by partial melting in this experiment and could suggest that the Hugoniot of MgO preheated to 2300 K crosses its melting line just slightly above 240 GPa.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28380391','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28380391"><span>A microhydrodynamic rationale for selection of bead size in preparation of drug nanosuspensions via wet stirred media milling.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Li, Meng; Alvarez, Paulina; Bilgili, Ecevit</p> <p>2017-05-30</p> <p>Although wet stirred media milling has proven to be a robust process for producing nanoparticle suspensions of poorly water-soluble drugs and thereby enhancing their bioavailability, selection of bead size has been largely empirical, lacking fundamental rationale. This study aims to establish such rationale by investigating the impact of bead size at various stirrer speeds on the drug breakage kinetics via a microhydrodynamic model. To this end, stable suspensions of griseofulvin, a model BCS Class II drug, were prepared using hydroxypropyl cellulose and sodium dodecyl sulfate. The suspensions were milled at four different stirrer speeds (1000-4000rpm) using various sizes (50-1500μm) of zirconia beads. Laser diffraction, SEM, and XRPD were used for characterization. Our results suggest that there is an optimal bead size that achieves fastest breakage at each stirrer speed and that it shifts to a smaller size at higher speed. Calculated microhydrodynamic parameters reveal two counteracting effects of bead size: more bead-bead collisions with less energy/force upon a decrease in bead size. The optimal bead size exhibits a negative power-law correlation with either specific energy consumption or the microhydrodynamic parameters. Overall, this study rationalizes the use of smaller beads for more energetic wet media milling. Copyright © 2017 Elsevier B.V. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/29016453','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/29016453"><span>IN VITRO FLOW ANALYSIS OF NOVEL DOUBLE-CUTTING, OPEN-PORT, ULTRAHIGH-SPEED VITRECTOMY SYSTEMS.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Zehetner, Claus; Moelgg, Marion; Bechrakis, Emmanouil; Linhart, Caroline; Bechrakis, Nikolaos E</p> <p>2017-10-09</p> <p>To analyze the performance and flow characteristics of novel double-cutting, open-port, 23-, 25-, and 27-gauge ultrahigh-speed vitrectomy systems. In vitro fluidic measurements were performed to assess the volumetric aspiration profiles of several vitrectomy systems in basic salt solution and egg white. Double-cutting open-port vitrectomy probes delivered stable aspiration flow rates that were less prone to flow variation affected by the cutting speed. Increase in cutting frequency to the maximum level resulted in flow reduction of less than 10% (0.0%-9.5%). Commercially available 23-, 25-, and 27-G double-cutting probes exhibited higher egg-white and basic salt solution flow rates at all evaluated cut rates, with aspirational efficiencies being 1.1 to 2.9 times the flow rates of standard single-blade vitrectomy probes of the same caliber at the maximum preset vacuum. The highest relative differences were observed at faster cut rates. The newly introduced double-cutting open-port vitrectomy probes delivered stable aspiration flow rates that were less prone to flow variation affected by the cutting speed. The fluidic principle of constant flow even at the highest cut rates and low vacuum levels might impact surgical strategies, especially when performing manipulations close to the retina.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=3764142','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=3764142"><span>Setback Distances as a Conservation Tool in Wildlife-Human Interactions: Testing Their Efficacy for Birds Affected by Vehicles on Open-Coast Sandy Beaches</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Schlacher, Thomas A.; Weston, Michael A.; Lynn, David; Connolly, Rod M.</p> <p>2013-01-01</p> <p>In some wilderness areas, wildlife encounter vehicles disrupt their behaviour and habitat use. Changing driver behaviour has been proposed where bans on vehicle use are politically unpalatable, but the efficacy of vehicle setbacks and reduced speeds remains largely untested. We characterised bird-vehicle encounters in terms of driver behaviour and the disturbance caused to birds, and tested whether spatial buffers or lower speeds reduced bird escape responses on open beaches. Focal observations showed that: i) most drivers did not create sizeable buffers between their vehicles and birds; ii) bird disturbance was frequent; and iii) predictors of probability of flushing (escape) were setback distance and vehicle type (buses flushed birds at higher rates than cars). Experiments demonstrated that substantial reductions in bird escape responses required buffers to be wide (> 25 m) and vehicle speeds to be slow (< 30 km h-1). Setback distances can reduce impacts on wildlife, provided that they are carefully designed and derived from empirical evidence. No speed or distance combination we tested, however, eliminated bird responses. Thus, while buffers reduce response rates, they are likely to be much less effective than vehicle-free zones (i.e. beach closures), and rely on changes to current driver behaviour. PMID:24039711</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/25042','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/25042"><span>Evaluating the Effectiveness of Dynamic Speed Display Signs</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2012-09-01</p> <p>This study investigates the impact of dynamic speed display signs (DSDSs) on drivers speed-related : behavior. A survey questionnaire regarding attitudes and reactions to DSDSs on different road : classes was distributed to Maryland drivers of dif...</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_11");'>11</a></li> <li><a href="#" onclick='return showDiv("page_12");'>12</a></li> <li class="active"><span>13</span></li> <li><a href="#" onclick='return showDiv("page_14");'>14</a></li> <li><a href="#" onclick='return showDiv("page_15");'>15</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_13 --> <div id="page_14" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_12");'>12</a></li> <li><a href="#" onclick='return showDiv("page_13");'>13</a></li> <li class="active"><span>14</span></li> <li><a href="#" onclick='return showDiv("page_15");'>15</a></li> <li><a href="#" onclick='return showDiv("page_16");'>16</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="261"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2012MS%26E...36a2038H','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2012MS%26E...36a2038H"><span>Coefficient of restitution of sports balls: A normal drop test</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Haron, Adli; Ismail, K. A.</p> <p>2012-09-01</p> <p>Dynamic behaviour of bodies during impact is investigated through impact experiment, the simplest being a normal drop test. Normally, a drop test impact experiment involves measurement of kinematic data; this includes measurement of incident and rebound velocity in order to calculate a coefficient of restitution (COR). A high speed video camera is employed for measuring the kinematic data where speed is calculated from displacement of the bodies. Alternatively, sensors can be employed to measure speeds, especially for a normal impact where there is no spin of the bodies. This paper compares experimental coefficients of restitution (COR) for various sports balls, namely golf, table tennis, hockey and cricket. The energy loss in term of measured COR and effects of target plate are discussed in relation to the material and construction of these sports balls.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/26845732','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/26845732"><span>Partial body weight support treadmill training speed influences paretic and non-paretic leg muscle activation, stride characteristics, and ratings of perceived exertion during acute stroke rehabilitation.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Burnfield, Judith M; Buster, Thad W; Goldman, Amy J; Corbridge, Laura M; Harper-Hanigan, Kellee</p> <p>2016-06-01</p> <p>Intensive task-specific training is promoted as one approach for facilitating neural plastic brain changes and associated motor behavior gains following neurologic injury. Partial body weight support treadmill training (PBWSTT), is one task-specific approach frequently used to improve walking during the acute period of stroke recovery (<1month post infarct). However, only limited data have been published regarding the relationship between training parameters and physiologic demands during this early recovery phase. To examine the impact of four walking speeds on stride characteristics, lower extremity muscle demands (both paretic and non-paretic), Borg ratings of perceived exertion (RPE), and blood pressure. A prospective, repeated measures design was used. Ten inpatients post unilateral stroke participated. Following three familiarization sessions, participants engaged in PBWSTT at four predetermined speeds (0.5, 1.0, 1.5 and 2.0mph) while bilateral electromyographic and stride characteristic data were recorded. RPE was evaluated immediately following each trial. Stride length, cadence, and paretic single limb support increased with faster walking speeds (p⩽0.001), while non-paretic single limb support remained nearly constant. Faster walking resulted in greater peak and mean muscle activation in the paretic medial hamstrings, vastus lateralis and medial gastrocnemius, and non-paretic medial gastrocnemius (p⩽0.001). RPE also was greatest at the fastest compared to two slowest speeds (p<0.05). During the acute phase of stroke recovery, PBWSTT at the fastest speed (2.0mph) promoted practice of a more optimal gait pattern with greater intensity of effort as evidenced by the longer stride length, increased between-limb symmetry, greater muscle activation, and higher RPE compared to training at the slowest speeds. Copyright © 2016 Elsevier B.V. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/26833390','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/26833390"><span>The Effects of Frailty in Patients Undergoing Elective Cardiac Surgery.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Ad, Niv; Holmes, Sari D; Halpin, Linda; Shuman, Deborah J; Miller, Casey E; Lamont, Deborah</p> <p>2016-04-01</p> <p>The Society of Thoracic Surgeons (STS) recommends using gait speed as a marker of frailty to identify cardiac surgery patients at risk for adverse outcomes. However, a single marker of frailty may not provide consistently reliable risk information. We evaluated the impact of frailty and gait speed on patient outcomes after elective cardiac surgery. This was a prospective study of 167 older (≥65 years) coronary artery bypass grafting (CABG) and/or valve surgery patients. Patients were assessed using Cardiovascular Health Study (CHS) Frailty Index criteria: weight loss, exhaustion, physical activity, gait speed, and grip strength. Frailty was identified in 39 patients (23%) using CHS criteria. Frail patients had longer median intensive care unit stays (54 vs. 28 h, p = 0.003), longer median length of stay (8 vs. 5 days, p < 0.001), and greater likelihood of STS-defined complications (54% vs. 32%, p = 0.011) and discharge to an intermediate-care facility (45% vs. 12%, p < 0.001) but were not different from nonfrail patients on major outcome, operative mortality, or readmissions. After multivariate adjustment, frail and nonfrail patients were similar on perioperative outcomes. Absolute gait speed and slow gait speed using a cutoff were not related to incidence of STS-defined complications or major outcome in multivariate analyses. However, higher body mass index was correlated with slower gait speed (rs = 0.30, p < 0.001). The CHS index did not identify "frail" patients at increased risk for adverse outcomes. No relationship was found between gait speed and outcome. There is a need for alternative multidimensional measures to assess frailty in cardiac surgical patients. doi: 10.1111/jocs.12699 (J Card Surg 2016;31:187-194). © 2016 Wiley Periodicals, Inc.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/29037701','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/29037701"><span>Impact of industrial hammer mill rotor speed on extraction efficiency and quality of extra virgin olive oil.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Polari, Juan J; Garcí-Aguirre, David; Olmo-García, Lucía; Carrasco-Pancorbo, Alegría; Wang, Selina C</p> <p>2018-03-01</p> <p>Crushing is a key step during olive oil extraction. Among commercial crushers, the hammer mill is the most widely used due to its robustness and high throughput. In the present work, the impact of hammer mill rotor speed on extraction yield and overall quality of super-high-density Arbosana olive oils were assessed in an industrial facility. Our results show that increasing the rotor speed from 2400rpm to 3600rpm led to a rise in oil yield of 1.2%, while conserving quality parameters. Sensory analysis showed more pungency with increased rotation speed, while others attributes were unaffected. Volatile compounds showed little variation with the differences in crusher speed; however, total phenols content, two relevant secoiridoids, and triterpenoids levels increased with rotor speed. Hammer mill rotor speed is a processing variable that can be tuned to increase the extraction efficiency and modulate the chemical composition of extra virgin olive oil. Copyright © 2017 Elsevier Ltd. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017PhFl...29h2106C','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017PhFl...29h2106C"><span>Drop impact on spherical soft surfaces</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Chen, Simeng; Bertola, Volfango</p> <p>2017-08-01</p> <p>The impact of water drops on spherical soft surfaces is investigated experimentally through high-speed imaging. The effect of a convex compliant surface on the dynamics of impacting drops is relevant to various applications, such as 3D ink-jet printing, where drops of fresh material impact on partially cured soft substrates with arbitrary shape. Several quantities which characterize the morphology of impacting drops are measured through image-processing, including the maximum and minimum spreading angles, length of the wetted curve, and dynamic contact angle. In particular, the dynamic contact angle is measured using a novel digital image-processing scheme based on a goniometric mask, which does not require edge fitting. It is shown that the surface with a higher curvature enhances the retraction of the spreading drop; this effect may be due to the difference of energy dissipation induced by the curvature of the surface. In addition, the impact parameters (elastic modulus, diameter ratio, and Weber number) are observed to significantly affect the dynamic contact angle during impact. A quantitative estimation of the deformation energy shows that it is significantly smaller than viscous dissipation.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=19900049134&hterms=Subsystems+analyses&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D30%26Ntt%3DSubsystems%2Banalyses','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=19900049134&hterms=Subsystems+analyses&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D30%26Ntt%3DSubsystems%2Banalyses"><span>Exterior spacecraft subsystem protective shielding analysis and design</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Schonberg, William P.; Taylor, Roy A.</p> <p>1990-01-01</p> <p>All spacecraft are susceptible to impacts by meteoroids and pieces of orbiting space debris. An effective mechanism is developed to protect external spacecraft subsystems against damage by ricochet particles formed during such impacts. Equations and design procedures for protective shield panels are developed based on observed ricochet phenomena and calculated ricochet particle sizes and speeds. It is found that the diameter of the most damaging ricochet debris particle can be as large as 40 percent of the original project tile diameter, and can travel at speeds between 24 and 36 percent of the original projectile impact velocity. Panel dimensions are shown to be strongly dependent on their inclination to the impact velocity vector and on their distribution around a spacecraft module. It is concluded that obliquity effects of high-speed impacts must be considered in the design of any structure exposed to the meteoroid and space debris environment.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20140012875','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20140012875"><span>A Comparison of Crater-Size Scaling and Ejection-Speed Scaling During Experimental Impacts in Sand</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Anderson, J. L. B.; Cintala, M. J.; Johnson, M. K.</p> <p>2014-01-01</p> <p>Non-dimensional scaling relationships are used to understand various cratering processes including final crater sizes and the excavation of material from a growing crater. The principal assumption behind these scaling relationships is that these processes depend on a combination of the projectile's characteristics, namely its diameter, density, and impact speed. This simplifies the impact event into a single point-source. So long as the process of interest is beyond a few projectile radii from the impact point, the point-source assumption holds. These assumptions can be tested through laboratory experiments in which the initial conditions of the impact are controlled and resulting processes measured directly. In this contribution, we continue our exploration of the congruence between crater-size scaling and ejection-speed scaling relationships. In particular, we examine a series of experimental suites in which the projectile diameter and average grain size of the target are varied.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/26625','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/26625"><span>Higher speed freight truck : structural analysis.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2013-10-01</p> <p>Sharma & Associates, Inc. (SA) had previously (20052009) developed a higher speed freight truck under sponsorship ofthe : Federal Railroad Administration (FRA). Under the current contract, SA wastasked with developing performance requirements : fo...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4047486','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4047486"><span>Effects of walking speed on asymmetry and bilateral coordination of gait</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Plotnik, Meir; Bartsch, Ronny P.; Zeev, Aviva; Giladi, Nir; Hausdorff, Jeffery M.</p> <p>2013-01-01</p> <p>The mechanisms regulating the bilateral coordination of gait in humans are largely unknown. Our objective was to study how bilateral coordination changes as a result of gait speed modifications during over ground walking. 15 young adults wore force sensitive insoles that measured vertical forces used to determine the timing of the gait cycle events under three walking conditions (i.e., usual-walking, fast and slow). Ground reaction force impact (GRFI) associated with heel-strikes was also quantified, representing the potential contribution of sensory feedback to the regulation of gait. Gait asymmetry (GA) was quantified based on the differences between right and left swing times and the bilateral coordination of gait was assessed using the phase coordination index (PCI), a metric that quantifies the consistency and accuracy of the anti-phase stepping pattern. GA was preserved in the three different gait speeds. PCI was higher (reduced coordination) in the slow gait condition, compared to usual-walking (3.51% vs. 2.47%, respectively, p=0.002), but was not significantly affected in the fast condition. GRFI values were lower in the slow walking as compared to usual-walking and higher in the fast walking condition (p<0.001). Stepwise regression revealed that slowed gait related changes in PCI were not associated with the slowed gait related changes in GRFI. The present findings suggest that left-right anti-phase stepping is similar in normal and fast walking, but altered during slowed walking. This behavior might reflect a relative increase in attention resources required to regulate a slow gait speed, consistent with the possibility that cortical function and supraspinal input influences the bilateral coordination of gait. PMID:23680424</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2014APS..DFDD12010C','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2014APS..DFDD12010C"><span>Bouncing and coalescence of droplets on falling liquid films</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Che, Zhizhao; Deygas, Amandine; Matar, Omar</p> <p>2014-11-01</p> <p>When a droplet impacts on a falling liquid film, the outcome depends on the fluid properties of the droplet, its speed, and angle of incidence, as well as on the film flow rate and associated flow regimes. In this study, the oblique impact of droplets on a falling liquid film is investigated experimentally. The falling film is created on an inclined substrate and the Reynolds number is varied. Droplets with different sizes and different speeds are used to study the impact process for different Weber and Ohnesorge numbers. Different phenomena of droplet impact are identified and analysed, such as bouncing, partial coalescence, total coalescence, and splashing. An impact regime map is generated, and the effects of droplet impact speed and size, and the film flow rates are studied. The propagation of waves on the liquid film post-impact is analysed. The results show that the flowing film can significantly affect the impact process of droplets, and the latter can alter the propagation of waves on the falling film. EPSRC Programme Grant, MEMPHIS, EP/K0039761/1.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.gpo.gov/fdsys/pkg/FR-2013-05-16/pdf/2013-11701.pdf','FEDREG'); return false;" href="https://www.gpo.gov/fdsys/pkg/FR-2013-05-16/pdf/2013-11701.pdf"><span>78 FR 28940 - Environmental Impact Statement for the Atlanta to Charlotte Portion of the Southeast High Speed...</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.gpo.gov/fdsys/browse/collection.action?collectionCode=FR">Federal Register 2010, 2011, 2012, 2013, 2014</a></p> <p></p> <p>2013-05-16</p> <p>... the Atlanta to Charlotte Portion of the Southeast High Speed Rail Corridor AGENCY: Federal Rail... potential passenger rail improvements between Atlanta, GA and Charlotte, NC, along the Southeast High-Speed... federal High-Speed Intercity Passenger Rail (HSIPR) program and includes the development of a Passenger...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.gpo.gov/fdsys/pkg/FR-2013-05-28/pdf/2013-12565.pdf','FEDREG'); return false;" href="https://www.gpo.gov/fdsys/pkg/FR-2013-05-28/pdf/2013-12565.pdf"><span>78 FR 32007 - Environmental Impact Statement for Tulsa-Oklahoma City Passenger Rail Corridor, Oklahoma, Lincoln...</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.gpo.gov/fdsys/browse/collection.action?collectionCode=FR">Federal Register 2010, 2011, 2012, 2013, 2014</a></p> <p></p> <p>2013-05-28</p> <p>... Environmental Policy Act of 1969 (NEPA) for the State of Oklahoma High-Speed Rail Initiative: Tulsa--Oklahoma... South Central High Speed Rail Corridor and is a federally-designated high-speed rail (HSR) corridor...-Speed Rail Initiative: Tulsa--Oklahoma City Passenger Rail Corridor Investment Plan. The proposed route...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=5821978','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=5821978"><span>Design of a Conceptual Bumper Energy Absorber Coupling Pedestrian Safety and Low-Speed Impact Requirements</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Mo, Fuhao; Zhao, Siqi; Yu, Chuanhui; Duan, Shuyong</p> <p>2018-01-01</p> <p>The car front bumper system needs to meet the requirements of both pedestrian safety and low-speed impact which are somewhat contradicting. This study aims to design a new kind of modular self-adaptive energy absorber of the front bumper system which can balance the two performances. The X-shaped energy-absorbing structure was proposed which can enhance the energy absorption capacity during impact by changing its deformation mode based on the amount of external collision energy. Then, finite element simulations with a realistic vehicle bumper system are performed to demonstrate its crashworthiness in comparison with the traditional foam energy absorber, which presents a significant improvement of the two performances. Furthermore, the structural parameters of the X-shaped energy-absorbing structure including thickness (t u), side arc radius (R), and clamping boost beam thickness (t b) are analyzed using a full factorial method, and a multiobjective optimization is implemented regarding evaluation indexes of both pedestrian safety and low-speed impact. The optimal parameters are then verified, and the feasibility of the optimal results is confirmed. In conclusion, the new X-shaped energy absorber can meet both pedestrian safety and low-speed impact requirements well by altering the main deformation modes according to different impact energy levels. PMID:29581728</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/29581728','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/29581728"><span>Design of a Conceptual Bumper Energy Absorber Coupling Pedestrian Safety and Low-Speed Impact Requirements.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Mo, Fuhao; Zhao, Siqi; Yu, Chuanhui; Xiao, Zhi; Duan, Shuyong</p> <p>2018-01-01</p> <p>The car front bumper system needs to meet the requirements of both pedestrian safety and low-speed impact which are somewhat contradicting. This study aims to design a new kind of modular self-adaptive energy absorber of the front bumper system which can balance the two performances. The X-shaped energy-absorbing structure was proposed which can enhance the energy absorption capacity during impact by changing its deformation mode based on the amount of external collision energy. Then, finite element simulations with a realistic vehicle bumper system are performed to demonstrate its crashworthiness in comparison with the traditional foam energy absorber, which presents a significant improvement of the two performances. Furthermore, the structural parameters of the X-shaped energy-absorbing structure including thickness ( t u ), side arc radius ( R ), and clamping boost beam thickness ( t b ) are analyzed using a full factorial method, and a multiobjective optimization is implemented regarding evaluation indexes of both pedestrian safety and low-speed impact. The optimal parameters are then verified, and the feasibility of the optimal results is confirmed. In conclusion, the new X-shaped energy absorber can meet both pedestrian safety and low-speed impact requirements well by altering the main deformation modes according to different impact energy levels.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017APS..DFDQ12007K','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017APS..DFDQ12007K"><span>Simulation of High-Speed Droplet Impact Against Dry Substrates with Partial Velocity Slip</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Kondo, Tomoki; Ando, Keita</p> <p>2017-11-01</p> <p>High-speed droplet impact can be used to clean substrates such as silicon wafers. Radially spreading shear flow after the impact may allow for mechanically removing contaminant particles at substrate surfaces. Since it is a big challenge to experimentally explore such complicated flow that exhibits contact line motion and water hammer, its flow feature is not well understood. Here, we aim to numerically evaluate shear flow caused by the impact of a spherical water droplet (of submillimeter sizes) at high speed (up to 50 m/s) against a dry rigid wall. We model the flow based on compressible Navier-Stokes equations with Stokes' hypothesis and solve them by a high-order-accurate finite volume method equipped with shock and interface capturing. To treat the motion of a contact line between the three phases (the droplet, the rigid wall, and the ambient air) in a robust manner, we permit velocity slip at the wall with Navier's model, for wall slip is known to come into play under steep velocity gradients that can arise from high-speed droplet impact. In our presentation, we will examine radially spreading flow after the droplet impact and the resulting wall shear stress generation from the simulation. This work was supported by JSPS KAKENHI Grant Number JP17J02211.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/21257176','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/21257176"><span>Inhibition of bubble coalescence: effects of salt concentration and speed of approach.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Del Castillo, Lorena A; Ohnishi, Satomi; Horn, Roger G</p> <p>2011-04-01</p> <p>Bubble coalescence experiments have been performed using a sliding bubble apparatus, in which mm-sized bubbles in an aqueous electrolyte solution without added surfactant rose toward an air meniscus at different speeds obtained by varying the inclination of a closed glass cylinder containing the liquid. The coalescence times of single bubbles contacting the meniscus were monitored using a high speed camera. Results clearly show that stability against coalescence of colliding air bubbles is influenced by both the salt concentration and the approach speed of the bubbles. Contrary to the widespread belief that bubbles in pure water are unstable, we demonstrate that bubbles formed in highly purified water and colliding with the meniscus at very slow approach speeds can survive for minutes or even hours. At higher speeds, bubbles in water only survive for a few seconds, and at still higher speeds they coalesce instantly. Addition of a simple electrolyte (KCl) removes the low-speed stability and shifts the transition between transient stability and instant coalescence to higher approach speeds. At high electrolyte concentration no bubbles were observed to coalesce instantly. These observations are consistent with recent results of Yaminsky et al. (Langmuir 26 (2010) 8061) and the transitions between different regions of behavior are in semi-quantitative agreement with Yaminsky's model. Copyright © 2010 Elsevier Inc. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/26880706','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/26880706"><span>Rotary orbital suspension culture of embryonic stem cell-derived neural stem/progenitor cells: impact of hydrodynamic culture on aggregate yield, morphology and cell phenotype.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Laundos, Tiago L; Silva, Joana; Assunção, Marisa; Quelhas, Pedro; Monteiro, Cátia; Oliveira, Carla; Oliveira, Maria J; Pêgo, Ana P; Amaral, Isabel F</p> <p>2017-08-01</p> <p>Embryonic stem (ES)-derived neural stem/progenitor cells (ES-NSPCs) constitute a promising cell source for application in cell therapies for the treatment of central nervous system disorders. In this study, a rotary orbital hydrodynamic culture system was applied to single-cell suspensions of ES-NSPCs, to obtain homogeneously-sized ES-NSPC cellular aggregates (neurospheres). Hydrodynamic culture allowed the formation of ES-NSPC neurospheres with a narrower size distribution than statically cultured neurospheres, increasing orbital speeds leading to smaller-sized neurospheres and higher neurosphere yield. Neurospheres formed under hydrodynamic conditions (72 h at 55 rpm) showed higher cell compaction and comparable percentages of viable, dead, apoptotic and proliferative cells. Further characterization of cellular aggregates provided new insights into the effect of hydrodynamic shear on ES-NSPC behaviour. Rotary neurospheres exhibited reduced protein levels of N-cadherin and β-catenin, and higher deposition of laminin (without impacting fibronectin deposition), matrix metalloproteinase-2 (MMP-2) activity and percentage of neuronal cells. In line with the increased MMP-2 activity levels found, hydrodynamically-cultured neurospheres showed higher outward migration on laminin. Moreover, when cultured in a 3D fibrin hydrogel, rotary neurospheres generated an increased percentage of neuronal cells. In conclusion, the application of a constant orbital speed to single-cell suspensions of ES-NSPCs, besides allowing the formation of homogeneously-sized neurospheres, promoted ES-NSPC differentiation and outward migration, possibly by influencing the expression of cell-cell adhesion molecules and the secretion of proteases/extracellular matrix proteins. These findings are important when establishing the culture conditions needed to obtain uniformly-sized ES-NSPC aggregates, either for use in regenerative therapies or in in vitro platforms for biomaterial development or pharmacological screening. Copyright © 2016 John Wiley & Sons, Ltd. Copyright © 2016 John Wiley & Sons, Ltd.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018ApPhA.124..369V','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018ApPhA.124..369V"><span>Exponential increase in the on-off ratio of conductance in organic memory devices by controlling the surface morphology of the devices</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Vyas, Giriraj; Dagar, Parveen; Sahu, Satyajit</p> <p>2018-05-01</p> <p>We have shown an exponential increase in the ratio of conductance in the on and off states of switching devices by controlling the surface morphology of the thin films for the device by depositing at different rotational speeds. The pinholes which are preferred topography on the surface at higher rotational speed give rise to higher on-off ratio of current from the devices fabricated at the speed. The lower rotational speed contributes to higher thickness of the film and hence no switching. For thicker films, the domain is formed due to phase segregation between the two components in the film, which also indicates that the film is far from thermal equilibrium. At higher speed, there is very little scope of segregation when the film is drying up. Hence, there are only few pinholes on the surface of the film which are shallow. So, the filamentary mechanism of switching in memory devices can be firmly established by varying the speed of thin film deposition which leads to phase segregation of the materials. Thus, the formation of filament can be regulated by controlling the thickness and the surface morphology.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://pubs.er.usgs.gov/publication/70029411','USGSPUBS'); return false;" href="https://pubs.er.usgs.gov/publication/70029411"><span>Use of electromyogram telemetry to assess swimming activity of adult spring Chinook salmon migrating past a Columbia River dam</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://pubs.er.usgs.gov/pubs/index.jsp?view=adv">USGS Publications Warehouse</a></p> <p>Brown, R.S.; Geist, D.R.; Mesa, M.G.</p> <p>2006-01-01</p> <p>Electromyogram (EMG) radiotelemetry was used to estimate the swim speeds of spring Chinook salmon Oncorhynchus tshawytscha migrating upstream past a Columbia River dam. Electrodes from EMG transmitters were surgically implanted in the red muscle of fish captured at Bonneville Dam, and output from the tags was calibrated to defined swim speeds for each fish in a tunnel respirometer. The fish were then released below Bonneville Dam and radio-tracked as they migrated through the tailraces, fishways, and forebays of the dam. On average, swim speed was significantly higher when tagged salmon were moving through tailraces than when they were moving through other parts of the dam. Specifically, swim speeds for fish in tailraces (106.4 cm/s) were 23% higher than those of fish in fishways (84.9 cm/s) and 32% higher than those of fish in forebays (80.2 cm/s). Swim speeds were higher in fishways during the day than during the night, but there were no diel differences in swim speeds in tailraces and forebays. During dam passage, Chinook salmon spent the most time in tailraces, followed by fishways and forebays. ?? Copyright by the American Fisheries Society 2006.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/27560958','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/27560958"><span>Perceptual Stability of the Lissajous Figure Is Modulated by the Speed of Illusory Rotation.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Weilnhammer, Veith A; Sterzer, Philipp; Hesselmann, Guido</p> <p>2016-01-01</p> <p>Lissajous figures represent ambiguous structure-from-motion stimuli rotating in depth and have proven to be a versatile tool to explore the cognitive and neural mechanisms underlying bistable perception. They are generated by the intersection of two sinusoids with perpendicular axes and increasing phase-shift whose frequency determines the speed of illusory 3D rotation. Recently, we found that Lissajous figures of higher shifting frequencies elicited longer perceptual phase durations and tentatively proposed a "representational momentum" account. In this study, our aim was twofold. First, we aimed to gather more behavioral evidence related to the perceptual dynamics of the Lissajous figure by simultaneously varying its shifting frequency and size. Using a conventional analysis, we investigated the effects of our experimental manipulations on transition probability (i.e., the probability that the current percept will change at the next critical stimulus configuration). Second, we sought to test the impact of our experimental factors on the occurrence of transitions in bistable perception by means of a Bayesian approach that can be used to directly quantify the impact of contextual cues on perceptual stability. We thereby estimated the implicit prediction of perceptual stability and how it is modulated by experimental manipulations.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_12");'>12</a></li> <li><a href="#" onclick='return showDiv("page_13");'>13</a></li> <li class="active"><span>14</span></li> <li><a href="#" onclick='return showDiv("page_15");'>15</a></li> <li><a href="#" onclick='return showDiv("page_16");'>16</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_14 --> <div id="page_15" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_13");'>13</a></li> <li><a href="#" onclick='return showDiv("page_14");'>14</a></li> <li class="active"><span>15</span></li> <li><a href="#" onclick='return showDiv("page_16");'>16</a></li> <li><a href="#" onclick='return showDiv("page_17");'>17</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="281"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2014APS..DPPNO6013B','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2014APS..DPPNO6013B"><span>Experimental and numerical study of shock-driven collapse of multiple cavity arrays</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Betney, Matthew; Anderson, Phillip; Tully, Brett; Doyle, Hugo; Hawker, Nicholas; Ventikos, Yiannis</p> <p>2014-10-01</p> <p>This study presents a numerical and experimental investigation of the interaction of a single shock wave with multiple air-filled spherical cavities. The 5 mm diameter cavities are cast in a hydrogel, and collapsed by a shock wave generated by the impact of a projectile fired from a single-stage light-gas gun. Incident shock pressures of up to 1 GPa have been measured, and the results compared to simulations conducted using a front-tracking approach. The authors have previously studied the collapse dynamics of a single cavity. An important process is the formation of a high-speed transverse jet, which impacts the leeward cavity wall and produces a shockwave. The speed of this shock has been measured using schlieren imaging, and the density has been measured with a fibre optic probe. This confirmed the computational prediction that the produced shock is of a higher pressure than the original incident shock. When employing multiple cavity arrays, the strong shock produced by the collapse of one cavity can substantially affect the collapse of further cavities. With control over cavity placement, these effects may be utilised to intensify collapse. This intensification is experimentally measured via analysis of the optical emission.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/29560806','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/29560806"><span>Impact of music type on motor coordination task performance among introverted and extroverted students.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Jamshidzad, Maryam; Maghsoudipour, Maryam; Zakerian, Seyed Abolfazl; Bakhshi, Enayatollah; Coh, Paul</p> <p>2018-06-26</p> <p>People are interested in music. In this study, we assessed the impact of music type on objective performance. We distributed 64 medical science students in Tehran into four groups: Iranian pop music, traditional music, Mozart's classical music and control groups. All participants performed the two-arm coordination test once without music and once with music (except for the control group), with an interval of 1 week. In the music groups, music was playing during the performance of the test. Participants were categorized as either introverted or extroverted and were distributed equally in the groups. There was a significant decrease of test time in the second trial, observed in all music groups, and no significant difference identified in the control group. The traditional music group had less difference of mean time compared to the pop music group. The differences in the traditional and classical groups were not significantly different. In the music groups, both extroverted and introverted students decreased their test time significantly after music intervention, but extroverted students decreased more. Listening to music would enhance the speed of performance. Music with a higher tempo, such as pop music, increased the speed more.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4999232','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4999232"><span>Perceptual Stability of the Lissajous Figure Is Modulated by the Speed of Illusory Rotation</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Weilnhammer, Veith A.; Sterzer, Philipp; Hesselmann, Guido</p> <p>2016-01-01</p> <p>Lissajous figures represent ambiguous structure-from-motion stimuli rotating in depth and have proven to be a versatile tool to explore the cognitive and neural mechanisms underlying bistable perception. They are generated by the intersection of two sinusoids with perpendicular axes and increasing phase-shift whose frequency determines the speed of illusory 3D rotation. Recently, we found that Lissajous figures of higher shifting frequencies elicited longer perceptual phase durations and tentatively proposed a “representational momentum” account. In this study, our aim was twofold. First, we aimed to gather more behavioral evidence related to the perceptual dynamics of the Lissajous figure by simultaneously varying its shifting frequency and size. Using a conventional analysis, we investigated the effects of our experimental manipulations on transition probability (i.e., the probability that the current percept will change at the next critical stimulus configuration). Second, we sought to test the impact of our experimental factors on the occurrence of transitions in bistable perception by means of a Bayesian approach that can be used to directly quantify the impact of contextual cues on perceptual stability. We thereby estimated the implicit prediction of perceptual stability and how it is modulated by experimental manipulations. PMID:27560958</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/23623355','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/23623355"><span>Publication times, impact factors, and advance online publication in ophthalmology journals.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Chen, Haoyu; Chen, Chun Hui; Jhanji, Vishal</p> <p>2013-08-01</p> <p>Publication speed of peer-reviewed journals may play a major role in early dissemination of knowledge and may raise the citation index. In this study, we evaluated the publication speed of ophthalmology journals. Observational study. Observational study of bibliometric data in published ophthalmology journals. A list of ophthalmic journals featured in the 2010 Journal Citation Report was obtained on September 1, 2011. A total of 12 articles were chosen randomly from each of these journals published between January and December 2010. Median publication time and interquartile range (IQR) were obtained from the full texts of the published articles. Time lag between submission and revision, acceptance, and publication of the manuscripts was calculated. Correlation between publication time lag and journal impact factor as well as advance online publication was analyzed. A total of 51 ophthalmic journals were included. There was no statistically significant difference in the impact factors of journals based on their reporting of submission, revision, or acceptance times of the manuscripts (both P>0.05, Wilcoxon test). The median peer review and publication time of all ophthalmology journals was 133 days (IQR, 100.5-171.5) and 100 days (IQR, 62.9-166.3), respectively. There was no correlation between the journal impact factors and publication time lag (Spearman correlation). Approximately half of the ophthalmology journals (n = 26; 50.98%) published online in advance. Journals with advance online publication had higher impact factors compared with those without this feature (median, 1.692 [IQR, 1.05-2.80] vs. 1.02 [0.39-1.53]; P = 0.015, Mann-Whitney U test). For journals with advance online publication, the median time from acceptance to advance online publication (74.3 days [IQR, 48.3-115 days]) was significantly shorter than the median time between acceptance and print publication (170.75 days [IQR, 101.4-217 days]; P<0.001, Wilcoxon test). Publication time lag in ophthalmology journals was not correlated with journal impact factors. Advance online publication facility was provided by only half of the ophthalmology journals published in 2010. Journals with advance online publication had a higher impact factor compared with those without this feature. The author(s) have no proprietary or commercial interest in any materials discussed in this article. Copyright © 2013 American Academy of Ophthalmology. Published by Elsevier Inc. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/15266731','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/15266731"><span>Handpiece speed and postoperative outcomes in third molar surgery.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Campbell, John H; Murray, R Anthony</p> <p>2004-01-01</p> <p>This study was performed to assess surgical outcomes when externally irrigated slow-speed surgical handpieces (30,000 rpm) were compared to externally irrigated high-speed handpieces (90,000 rpm) in the removal of impacted lower third molar teeth. One hundred patients with bilater ally impacted third molar s were enrolled in the study; 53 remained to completion. Each patient served as his/her own control. The experimental side was treated using a 30,000 rpm electric rotary drill incorporating irrigation, while the control side was treated using the same drill system, but with a 90,000 rpm handpiece. Drill speeds used were alternated between the right and left sides of patients to avoid bias introduced by the dominant hand of the surgeon. Patients were blinded to drill speed, and were asked to complete a standardized pain/swelling questionnaire for seven days immediately following surgery. Data was analyzed to determine differences in pain, swelling, and complications in relation to the drill type used. No statistically significant differences were found in degree of pain, swelling, or complications when the slower drill was compared to the high-speed instrument. The study suggests that there is no difference in postoperative outcome when impacted third molar teeth are removed with either slow- or high-speed instrumentation, and that the choice of the drill type should be determined solely by the preference of the operator.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/27490267','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/27490267"><span>Aviation Emissions Impact Ambient Ultrafine Particle Concentrations in the Greater Boston Area.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Hudda, N; Simon, M C; Zamore, W; Brugge, D; Durant, J L</p> <p>2016-08-16</p> <p>Ultrafine particles are emitted at high rates by jet aircraft. To determine the possible impacts of aviation activities on ambient ultrafine particle number concentrations (PNCs), we analyzed PNCs measured from 3 months to 3.67 years at three sites within 7.3 km of Logan International Airport (Boston, MA). At sites 4.0 and 7.3 km from the airport, average PNCs were 2- and 1.33-fold higher, respectively, when winds were from the direction of the airport compared to other directions, indicating that aviation impacts on PNC extend many kilometers downwind of Logan airport. Furthermore, PNCs were positively correlated with flight activity after taking meteorology, time of day and week, and traffic volume into account. Also, when winds were from the direction of the airport, PNCs increased with increasing wind speed, suggesting that buoyant aircraft exhaust plumes were the likely source. Concentrations of other pollutants [CO, black carbon (BC), NO, NO2, NOx, SO2, and fine particulate matter (PM2.5)] decreased with increasing wind speed when winds were from the direction of the airport, indicating a different dominant source (likely roadway traffic emissions). Except for oxides of nitrogen, other pollutants were not correlated with flight activity. Our findings point to the need for PNC exposure assessment studies to take aircraft emissions into consideration, particularly in populated areas near airports.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/23211','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/23211"><span>Evaluation of electronic speed limit signs on US 30.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2011-09-01</p> <p>This study documents the speed : reduction impacts of two dynamic, : electronic school zone speed limit signs : at United Community Schools between : Ames and Boone, Iowa. The school : facility is situated along US Highway 30, : a rural four-lane div...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/715','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/715"><span>Safety impacts of different speed limits on cars and trucks : final report</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>1994-05-01</p> <p>The objectives of this study were to determine whether differential or uniform speed limits are more beneficial to transportation safety and traffic operations on Interstate highways. The approach to achieving this objective was to examine speed and ...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/24901745','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/24901745"><span>Survival of organic materials in hypervelocity impacts of ice on sand, ice, and water in the laboratory.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Burchell, Mark J; Bowden, Stephen A; Cole, Michael; Price, Mark C; Parnell, John</p> <p>2014-06-01</p> <p>The survival of organic molecules in shock impact events has been investigated in the laboratory. A frozen mixture of anthracene and stearic acid, solvated in dimethylsulfoxide (DMSO), was fired in a two-stage light gas gun at speeds of ~2 and ~4 km s(-1) at targets that included water ice, water, and sand. This involved shock pressures in the range of 2-12 GPa. It was found that the projectile materials were present in elevated quantities in the targets after impact and in some cases in the crater ejecta as well. For DMSO impacting water at 1.9 km s(-1) and 45° incidence, we quantify the surviving fraction after impact as 0.44±0.05. This demonstrates successful transfer of organic compounds from projectile to target in high-speed impacts. The range of impact speeds used covers that involved in impacts of terrestrial meteorites on the Moon, as well as impacts in the outer Solar System on icy bodies such as Pluto. The results provide laboratory evidence that suggests that exogenous delivery of complex organic molecules from icy impactors is a viable source of such material on target bodies.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20170007199','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20170007199"><span>Assessment of a Conceptual Flap System Intended for Enhanced General Aviation Safety</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Campbell, Bryan A.; Carter, Melissa B.</p> <p>2017-01-01</p> <p>A novel multielement trailing-edge flap system for light general aviation airplanes was conceived for enhanced safety during normal and emergency landings. The system is designed to significantly reduce stall speed, and thus approach speed, with the goal of reducing maneuveringflight accidents and enhancing pilot survivability in the event of an accident. The research objectives were to assess the aerodynamic performance characteristics of the system and to evaluate the extent to which it provided both increased lift and increased drag required for the low-speed landing goal. The flap system was applied to a model of a light general aviation, high-wing trainer and tested in the Langley 12- Foot Low-Speed Wind Tunnel. Data were obtained for several device deflection angles, and component combinations at a dynamic pressure of 4 pounds per square foot. The force and moment data supports the achievement of the desired increase in lift with substantially increased drag, all at relatively shallow angles of attack. The levels of lift and drag can be varied through device deflection angles and inboard/outboard differential deflections. As such, it appears that this flap system may provide an enabling technology to allow steep, controllable glide slopes for safe rapid descent to landing with reduced stall speed. However, a simple flat-plate lower surface spoiler (LSS) provided either similar or superior lift with little impact on pitch or drag as compared to the proposed system. Higher-fidelity studies are suggested prior to use of the proposed system.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/18605039','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/18605039"><span>[Automobile versus pedestrian accidents analysis by fixed-parameters computer simulation].</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Mao, Ming-Yuan; Chen, Yi-Jiu; Liu, Ning-Guo; Zou, Dong-Hua; Liu, Jun-Yong; Jin, Xian-Long</p> <p>2008-04-01</p> <p>Using computer simulation to analyze the effects of speed, type of automobile and impacted position on crash-course and injuries of pedestrians in automobile vs. pedestrian accidents. Automobiles (bus, minibus, car and truck) and pedestrian models were constructed with multi-body dynamics computing method. The crashes were simulated at different impact speeds (20, 30, 40, 50 and 60 km/h) and different positions (front, lateral and rear of pedestrians). Crash-courses and their biomechanical responses were studied. If the type of automobile and impact position were the same, the crash-courses were similar (impact speed < or = 60 km/h). There were some characteristics in the head acceleration, upper neck axial force and leg axial force. Multi-body dynamics computer simulation of crash can be applied to analyze crash-course and injuries (head, neck and leg) of pedestrians.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://eric.ed.gov/?q=mathematics+AND+level&pg=5&id=ED547205','ERIC'); return false;" href="https://eric.ed.gov/?q=mathematics+AND+level&pg=5&id=ED547205"><span>The Relationship between Multiplication Fact Speed-Recall and Fluency and Higher Level Mathematics Learning with Eighth Grade Middle School Students</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.eric.ed.gov/ERICWebPortal/search/extended.jsp?_pageLabel=advanced">ERIC Educational Resources Information Center</a></p> <p>Curry, Steven James</p> <p>2012-01-01</p> <p>This quantitative study investigated relationships between higher level mathematics learning and multiplication fact fluency, multiplication fact speed-recall, and reading grade equivalency of eighth grade students in Algebra I and Pre-Algebra. Higher level mathematics learning was indicated by an average score of 80% or higher on first and second…</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28411432','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28411432"><span>Automated in-line mixing system for large scale production of chitosan-based polyplexes.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Tavakoli Naeini, Ashkan; Soliman, Ousamah Younoss; Alameh, Mohamad Gabriel; Lavertu, Marc; Buschmann, Michael D</p> <p>2017-08-15</p> <p>Chitosan (CS)-based polyplexes are efficient non-viral gene delivery systems that are most commonly prepared by manual mixing. However, manual mixing is not only poorly controlled but also restricted to relatively small preparation volumes, limiting clinical applications. In order to overcome these drawbacks and to produce clinical quantities of CS-based polyplexes, a fully automated in-line mixing platform was developed for production of large batches of small-size and homogeneous CS-based polyplexes. Operational conditions to produce small-sized homogeneous polyplexes were identified. Increasing mixing concentrations of CS and nucleic acid was directly associated with an increase in size and polydispersity of both CS/pDNA and CS/siRNA polyplexes. We also found that although the speed of mixing has a negligible impact on the properties of CS/pDNA polyplexes, the size and polydispersity of CS/siRNA polyplexes are strongly influenced by the mixing speed: the higher the speed, the smaller the size and polydispersity. While in-line and manual CS/pDNA polyplexes had similar size and PDI, CS/siRNA polyplexes were smaller and more homogenous when prepared in-line in the non-laminar flow regime compared to manual method. Finally, we found that in-line mixed CS/siRNA polyplexes have equivalent or higher silencing efficiency of ApoB in HepG2 cells, compared to manually prepared polyplexes. Copyright © 2017 Elsevier Inc. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20160013388','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20160013388"><span>The Near-Earth Meteoroid Flux, Speed Distribution, and Uncertainty</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Moorhead, Althea; Cooke, William J.; Brown, Peter G.; Campbell-Brown, Margaret; Moser, Danielle E.</p> <p>2016-01-01</p> <p>Meteoroids are known to pose a threat to spacecraft; they can puncture components, disturb spacecraft attitude, and possibly create secondary electrical effects. Accurate environment models are therefore critical for mitigating meteoroid-related risks. While there are several meteoroid environment models available for assessing spacecraft risk, the uncertainties associated with these models are not well understood. Because meteoroid properties are derived from indirect observations such as meteors and impact craters, the uncertainty in the meteoroid flux is potentially quite large. We combine existing meteoroid flux measurements with new radar and optical meteor data to improve our characterization of the meteoroid flux onto the Earth and its velocity distribution. We use data extracted from the NASA all-sky network, the Canadian Automated Meteor Observatory, and the Canadian Meteor Orbit Radar. We improve our characterization of the observed meteoroid speed distribution by incorporating modern descriptions of the ionization efficiency (e.g., Thomas et al., 2016). We also present estimates of the uncertainties associated with our meteoroid flux distribution. Finally, we discuss the implications for spacecraft. Our model is constrained by the cratering rate on the space-facing surface of LDEF, and thus the risk posed to spacecraft by meteoroid-induced physical damage is the least uncertain component of our model. Other sources of risk, however, may vary. For instance, a lower average meteoroid speed would require a higher meteoroid mass flux in order to match the LDEF crater counts, leading to higher predicted rates of attitude disturbances.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/18531','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/18531"><span>Impacts of low speed vehicles on transportation infrastructure and safety</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2010-12-01</p> <p>There are increasing numbers of low-speed electric vehicles (LSVs) on public roadways. These vehicles are designed to be used within protected environments and on roadways with a maximum posted speed of 25 mph. Currently these vehicles are not subjec...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/31176','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/31176"><span>High-speed rail aerodynamic assessment and mitigation report : final report.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2015-12-01</p> <p>This report advances the current state of knowledge, as well as shared understanding and evaluation of present procedures used to : mitigate the impacts effects from high-speed trains (HST) operating at speeds between 110 mph and 250 mph. This work g...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/23820073','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/23820073"><span>Analysis of developed transition road safety barrier systems.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Soltani, Mehrtash; Moghaddam, Taher Baghaee; Karim, Mohamed Rehan; Sulong, N H Ramli</p> <p>2013-10-01</p> <p>Road safety barriers protect vehicles from roadside hazards by redirecting errant vehicles in a safe manner as well as providing high levels of safety during and after impact. This paper focused on transition safety barrier systems which were located at the point of attachment between a bridge and roadside barriers. The aim of this study was to provide an overview of the behavior of transition systems located at upstream bridge rail with different designs and performance levels. Design factors such as occupant risk and vehicle trajectory for different systems were collected and compared. To achieve this aim a comprehensive database was developed using previous studies. The comparison showed that Test 3-21, which is conducted by impacting a pickup truck with speed of 100 km/h and angle of 25° to transition system, was the most severe test. Occupant impact velocity and ridedown acceleration for heavy vehicles were lower than the amounts for passenger cars and pickup trucks, and in most cases higher occupant lateral impact ridedown acceleration was observed on vehicles subjected to higher levels of damage. The best transition system was selected to give optimum performance which reduced occupant risk factors using the similar crashes in accordance with Test 3-21. Copyright © 2013 Elsevier Ltd. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/21106584','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/21106584"><span>Flight in slow motion: aerodynamics of the pterosaur wing.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Palmer, Colin</p> <p>2011-06-22</p> <p>The flight of pterosaurs and the extreme sizes of some taxa have long perplexed evolutionary biologists. Past reconstructions of flight capability were handicapped by the available aerodynamic data, which was unrepresentative of possible pterosaur wing profiles. I report wind tunnel tests on a range of possible pterosaur wing sections and quantify the likely performance for the first time. These sections have substantially higher profile drag and maximum lift coefficients than those assumed before, suggesting that large pterosaurs were aerodynamically less efficient and could fly more slowly than previously estimated. In order to achieve higher efficiency, the wing bones must be faired, which implies extensive regions of pneumatized tissue. Whether faired or not, the pterosaur wings were adapted to low-speed flight, unsuited to marine style dynamic soaring but adapted for thermal/slope soaring and controlled, low-speed landing. Because their thin-walled bones were susceptible to impact damage, slow flight would have helped to avoid injury and may have contributed to their attaining much larger sizes than fossil or extant birds. The trade-off would have been an extreme vulnerability to strong or turbulent winds both in flight and on the ground, akin to modern-day paragliders.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/20655222','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/20655222"><span>Walking modulates speed sensitivity in Drosophila motion vision.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Chiappe, M Eugenia; Seelig, Johannes D; Reiser, Michael B; Jayaraman, Vivek</p> <p>2010-08-24</p> <p>Changes in behavioral state modify neural activity in many systems. In some vertebrates such modulation has been observed and interpreted in the context of attention and sensorimotor coordinate transformations. Here we report state-dependent activity modulations during walking in a visual-motor pathway of Drosophila. We used two-photon imaging to monitor intracellular calcium activity in motion-sensitive lobula plate tangential cells (LPTCs) in head-fixed Drosophila walking on an air-supported ball. Cells of the horizontal system (HS)--a subgroup of LPTCs--showed stronger calcium transients in response to visual motion when flies were walking rather than resting. The amplified responses were also correlated with walking speed. Moreover, HS neurons showed a relatively higher gain in response strength at higher temporal frequencies, and their optimum temporal frequency was shifted toward higher motion speeds. Walking-dependent modulation of HS neurons in the Drosophila visual system may constitute a mechanism to facilitate processing of higher image speeds in behavioral contexts where these speeds of visual motion are relevant for course stabilization. Copyright 2010 Elsevier Ltd. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/29359977','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/29359977"><span>Effect of trotting speed on kinematic variables measured by use of extremity-mounted inertial measurement units in nonlame horses performing controlled treadmill exercise.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Cruz, Antonio M; Vidondo, Beatriz; Ramseyer, Alessandra A; Maninchedda, Ugo E</p> <p>2018-02-01</p> <p>OBJECTIVE To assess effects of speed on kinematic variables measured by use of extremity-mounted inertial measurement units (IMUs) in nonlame horses performing controlled exercise on a treadmill. ANIMALS 10 nonlame horses. PROCEDURES 6 IMUs were attached at predetermined locations on 10 nonlame Franches Montagnes horses. Data were collected in triplicate during trotting at 3.33 and 3.88 m/s on a high-speed treadmill. Thirty-three selected kinematic variables were analyzed. Repeated-measures ANOVA was used to assess the effect of speed. RESULTS Significant differences between the 2 speeds were detected for most temporal (11/14) and spatial (12/19) variables. The observed spatial and temporal changes would translate into a gait for the higher speed characterized by increased stride length, protraction and retraction, flexion and extension, mediolateral movement of the tibia, and symmetry, but with similar temporal variables and a reduction in stride duration. However, even though the tibia coronal range of motion was significantly different between speeds, the high degree of variability raised concerns about whether these changes were clinically relevant. For some variables, the lower trotting speed apparently was associated with more variability than was the higher trotting speed. CONCLUSIONS AND CLINICAL RELEVANCE At a higher trotting speed, horses moved in the same manner (eg, the temporal events investigated occurred at the same relative time within the stride). However, from a spatial perspective, horses moved with greater action of the segments evaluated. The detected changes in kinematic variables indicated that trotting speed should be controlled or kept constant during gait evaluation.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_13");'>13</a></li> <li><a href="#" onclick='return showDiv("page_14");'>14</a></li> <li class="active"><span>15</span></li> <li><a href="#" onclick='return showDiv("page_16");'>16</a></li> <li><a href="#" onclick='return showDiv("page_17");'>17</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_15 --> <div id="page_16" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_14");'>14</a></li> <li><a href="#" onclick='return showDiv("page_15");'>15</a></li> <li class="active"><span>16</span></li> <li><a href="#" onclick='return showDiv("page_17");'>17</a></li> <li><a href="#" onclick='return showDiv("page_18");'>18</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="301"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/29127562','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/29127562"><span>Impact of a Pilot Videogame-Based Physical Activity Program on Walking Speed in Adults with Schizophrenia.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Leutwyler, H; Hubbard, E; Cooper, B A; Dowling, G</p> <p>2017-11-10</p> <p>The purpose of this report is to describe the impact of a videogame-based physical activity program using the Kinect for Xbox 360 game system (Microsoft, Redmond, WA) on walking speed in adults with schizophrenia. In this randomized controlled trial, 28 participants played either an active videogame for 30 min (intervention group) or played a sedentary videogame for 30 min (control group), once a week for 6 weeks. Walking speed was measured objectively with the Short Physical Performance Battery at enrollment and at the end of the 6-week program. The intervention group (n = 13) showed an average improvement in walking speed of 0.08 m/s and the control group (n = 15) showed an average improvement in walking speed of 0.03 m/s. Although the change in walking speed was not statistically significant, the intervention group had between a small and substantial clinically meaningful change. The results suggest a videogame based physical activity program provides clinically meaningful improvement in walking speed, an important indicator of health status.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19850002628','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19850002628"><span>Results of winglet development studies for DC-10 derivatives</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Shollenberger, C. A.; Humphreys, J. W.; Heiberger, F. S.; Pearson, R. M.</p> <p>1983-01-01</p> <p>The results of investigations into the application of winglets to the DC-10 aircraft are presented. The DC-10 winglet configuration was developed and its cruise performance determined in a previous investigation. This study included high speed and low speed wind tunnel tests to evaluate aerodynamic characteristics, and a subsonic flutter wind tunnel test with accompanying analysis and evaluation of results. Additionally, a configuration integration study employed the results of the wind tunnel studies to determine the overall impact of the installation of winglets on the DC-10 aircraft. Conclusions derived from the high speed and low speed tests indicate that the winglets had no significant effects on the DC-10 stability characteristics or high speed buffet. It was determined that winglets had a minimal effect on aircraft lift characteristics and improved the low speed aircraft drag under high lift conditions. The winglets affected the DC-10 flutter characteristics by reducing the flutter speed of the basic critical mode and introducing a new critical mode involving outer wing torsion and longitudinal bending. The overall impact of winglets was determined to be of sufficient benefit to merit flight evaluation.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/biblio/1012751-measuring-impact-rebound-photography','SCIGOV-STC'); return false;" href="https://www.osti.gov/biblio/1012751-measuring-impact-rebound-photography"><span>Measuring impact rebound with photography.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/search">DOE Office of Scientific and Technical Information (OSTI.GOV)</a></p> <p>Sumali, Hartono</p> <p>2010-05-01</p> <p>To study the rebound of a sphere colliding against a flat wall, a test setup was developed where the sphere is suspended with strings as a pendulum, elevated, and gravity-released to impact the wall. The motion of the sphere was recorded with a highspeed camera and traced with an image-processing program. From the speed of the sphere before and after each collision, the coefficient of restitution was computed, and shown to be a function of impact speed as predicted analytically.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017AIPC.1793d0006Z','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017AIPC.1793d0006Z"><span>Ultrafast dynamic response of single crystal β-HMX</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Zaug, Joseph M.; Armstrong, Michael R.; Crowhurst, Jonathan C.; Radousky, Harry B.; Ferranti, Louis; Swan, Raymond; Gross, Rick; Teslich, Nick E.; Wall, Mark A.; Austin, Ryan A.; Fried, Laurence E.</p> <p>2017-01-01</p> <p>We report results from ultrafast compression experiments conducted on β-HMX single crystals. Results consist of nominally 12 picosecond time-resolved wave profile data, (ultrafast time domain interferometry -TDI measurements), that were analyzed to determine high-velocity wave speeds as a function of piston velocity. TDI results are used to validate calculations of anisotropic stress-strain behavior of shocked loaded energetic materials. Our previous results derived using a 350 ps duration compression drive revealed anisotropic elastic wave response in single crystal β-HMX from (110) and (010) impact planes. Here we present results using a 1.05 ns duration compression drive with a 950 ps interferometry window to extend knowledge of the anisotropic dynamic response of β-HMX within eight microns of the initial impact plane. We observe two distinct wave profiles from (010) and three wave profiles from (010) impact planes. The (110) impact plane wave speeds typically exceed (010) impact plane wave speeds at the same piston velocities. The development of multiple hydrodynamic wave profiles begins at 20 GPa for the (110) impact plane and 28 GPa for the (10) impact plane. We compare our ultrafast TDI results with previous gun and plate impact results on β-HMX and PBX9501.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/1796','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/1796"><span>Pilot test of Heed the Speed, a program to reduce speeds in residential neighborhoods</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2006-08-01</p> <p>There is abundant evidence that higher speeds are associated with more severe pedestrian injuries and increased death. Speeding is generally more dangerous for pedestrians on residential roads than on other roadways. There has been significant work o...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/5852','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/5852"><span>65 mph speed limit : analysis of fatal accident injury severity</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>1989-11-01</p> <p>Several studies of the fatality experience in the 38 states that implemented a65 mph speed : limit on Rural Interstate highways in 1987 concluded that the higher speed limit has : caused fatalities to increase. This relationship between the speed lim...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/1997SPIE.2869..626B','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/1997SPIE.2869..626B"><span>High-speed photography and stress-gauge studies of the impact and penetration of plates by rods</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Bourne, Neil K.; Forde, Lucy C.; Field, John E.</p> <p>1997-05-01</p> <p>There has been much study of the penetration of semi- infinite and finite thickness targets by long rods at normal incidence. The effects of oblique impact have received relatively little attention and techniques of modeling are thus less developed. It was decided to conduct an experimental investigation of the effects of rod penetration at various angles of impact at zero yaw. The rods were mounted in a reverse ballistic configuration so that their response could be quantified through the impact. Scale copper, mild steel and tungsten alloy rods with hemispherical ends were suspended at the end of the barrel of a 50 mm gas gun at the University of Cambridge. The rods were instrumented with embedded manganin piezoresistive stress gauges. Annealed aluminum, duraluminum and rolled homogeneous armor plates of varying thickness and obliquity were fired at the rods at one of two velocities. The impacts were backlit and photographed with an Ultranac FS501 programmable high-speed camera operated in framing mode. The gauges were monitored using a 2 GH s-1 storage oscilloscope. Rods and plates were recovered after the impact for microstructural examination. Additionally, penetration of borosilicate glass targets was investigated using high-speed photography and a localized Xe flash source and schlieren optics. Additional data was obtained by the use of flash X-ray. Waves and damage were visualized in the glass. High-speed sequences and gauge records are presented showing the mechanisms of penetration and exit seen during impact.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/27845','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/27845"><span>Evaluating the impacts of speed limit policy alternatives.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2014-07-01</p> <p>As of June 2014, Michigan is one of eight states with a differential speed limit in place on its rural : freeways, which sets a maximum speed of 70 mph for passenger vehicles and 60 mph for trucks and : buses. In select urban environments, these spee...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/1790','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/1790"><span>Field test of the impact of setting and enforcing rational speed limits : final report for Gulfport, Mississippi--demonstration community</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2007-10-01</p> <p>To address concerns regarding the need to restore credibility to speed limits, the National Highway Traffic Safety Administration (NHTSA) and the Federal Highway Administration (FHWA) jointly undertook tests of rational speed limits, which have...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/32619','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/32619"><span>The use of a driving simulator to determine how time pressures impact driver aggressiveness.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2017-06-01</p> <p>Speeding greatly contributes to traffic safety with approximately a third of fatal crashes in the United States being speeding-related. Previous research has identified being late as a primary cause of speeding. In this driving simulator study, a vir...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/19374','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/19374"><span>Impact of the 65 mph speed limit on Virginia's rural interstate highways, 1989-1992.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>1994-01-01</p> <p>In April of 1987, Congress passed the Surface Transportation and Uniform Relocation Assistance Act (STURAA), which permitted states to raise their maximum speed limit on rural interstate highways to 65 mph. Virginia's 65 mph speed limit went into eff...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/19302','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/19302"><span>The impact of the 65 MPH speed limit on Virginia's rural interstate highways through 1990.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>1992-01-01</p> <p>In April of 1987, Congress passed the Surface Transportation and Uniform Relocation Assistance Act (STURAA), which permitted states to raise their maximum speed limit on rural interstate highways (rural interstates) to 65 mph. Virginia's 65 mph speed...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/14596','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/14596"><span>Environmental impact statement : Chicago-St. Louis high speed rail project</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2000-05-16</p> <p>The proposed action would provide High-Speed Rail (HSR) passenger service between Chicago and St. Louis, operating at top speeds of 110 mph (180 kph) through most of the project area, except for a 29-kilometer (18-mile) segment between Lincoln and Sp...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28678610','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28678610"><span>Occupant responses in conventional and ABTS seats in high-speed rear sled tests.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Viano, David C; Parenteau, Chantal S; Burnett, Roger; Prasad, Priya</p> <p>2018-01-02</p> <p>This study compared biomechanical responses of a normally seated Hybrid III dummy on conventional and all belts to seat (ABTS) seats in 40.2 km/h (25 mph) rear sled tests. It determined the difference in performance with modern (≥2000 MY) seats compared to older (<2000 MY) seats and ABTS seats. The seats were fixed in a sled buck subjected to a 40.2 km/h (25 mph) rear sled test. The pulse was a 15 g double-peak acceleration with 150 ms duration. The 50th percentile Hybrid III was lap-shoulder belted in the FMVSS 208 design position. The testing included 11 <2000 MY, 8 ≥2000 MY, and 7 ABTS seats. The dummy was fully instrumented, including head accelerations, upper and lower neck 6-axis load cells, chest acceleration, thoracic and lumbar spine load cells, and pelvis accelerations. The peak responses were normalized by injury assessment reference values (IARVs) to assess injury risks. Statistical analysis was conducted using Student's t test. High-speed video documented occupant kinematics. Biomechanical responses were lower with modern (≥2000 MY) seats than older (<2000 MY) designs. The lower neck extension moment was 32.5 ± 9.7% of IARV in modern seats compared to 62.8 ± 31.6% in older seats (P =.01). Overall, there was a 34% reduction in the comparable biomechanical responses with modern seats. Biomechanical responses were lower with modern seats than ABTS seats. The lower neck extension moment was 41.4 ± 7.8% with all MY ABTS seats compared to 32.5 ± 9.7% in modern seats (P =.07). Overall, the ABTS seats had 13% higher biomechanical responses than the modern seats. Modern (≥2000 MY) design seats have lower biomechanical responses in 40.2 km/h rear sled tests than older (<2000 MY) designs and ABTS designs. The improved performance is consistent with an increase in seat strength combined with improved occupant kinematics through pocketing of the occupant into the seatback, higher and more forward head restraint, and other design changes. The methods and data presented here provide a basis for standardized testing of seats. However, a complete understanding of seat safety requires consideration of out-of-position (OOP) occupants in high-speed impacts and consideration of the much more common, low-speed rear impacts.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/17094931','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/17094931"><span>The RID2 biofidelic rear impact dummy: a pilot study using human subjects in low speed rear impact full scale crash tests.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Croft, Arthur C; Philippens, Mathieu M G M</p> <p>2007-03-01</p> <p>Human subjects and the recently developed RID2 rear impact crash test dummy were exposed to a series of full scale, vehicle-to-vehicle crash tests. To evaluate the biofidelity of the RID2 anthropometric test dummy on the basis of calculated neck injury criterion (NIC) values by comparing these values to those obtained from human subjects exposed in the very same crashes. The widely used and familiar hybrid III dummy has been said to lack biofidelity in the special application of low speed rear impact crashes. Several attempts have been made to modify this dummy with only marginal success. Two completely new dummies have been developed; the BioRID and the RID2. Neither have been tested under real world crash boundary conditions in side-by-side comparisons with live human subjects. Volunteer subjects, including a 50th percentile male, a 95th percentile male, and a 50th percentile female, were placed in the driver's seat of a vehicle and subjected to a series of three low speed rear impact crashes each. The RID2 dummy, which is modeled after a 50th percentile male, was placed in the passenger seat in each case. Both subjects and dummy were fully instrumented and acceleration-time histories were recorded. From this data, velocities of the heads and torsos were determined and both were used to calculate the NIC values for both crash test subjects and the RID2. The RID2 demonstrated generally higher head accelerations and NIC values than those of the human subjects. Most of the observed variations might be explained on the basis of differing head restraint geometry, posture, and body size. The RID2 NIC values compared most favorably with those of the 50th percentile male subject. For the whole group, the correlations between RID2 and human subjects did not reach statistical significance. The small number of test subjects and crash tests limited the statistical power of this pilot study, and the correlation between the RID2 and human subject NIC values were not statistically significant. The overall qualitative performance and biofidelity of the RID2 was reasonable when compared with the male human 50th percentile subject. Its overall higher ranges of head acceleration and calculated NIC values compared to all of the human subjects were generally consistent. This condition could likely be improved by increasing the stiffness of the RID2 neck. Biofidelic validation of the RID2 will require ongoing testing using a larger number of human subjects and varying boundary conditions. The results of this pilot study, while encouraging, should be considered preliminary.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/25003137','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/25003137"><span>Study on typhoon characteristic based on bridge health monitoring system.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Wang, Xu; Chen, Bin; Sun, Dezhang; Wu, Yinqiang</p> <p>2014-01-01</p> <p>Through the wind velocity and direction monitoring system installed on Jiubao Bridge of Qiantang River, Hangzhou city, Zhejiang province, China, a full range of wind velocity and direction data was collected during typhoon HAIKUI in 2012. Based on these data, it was found that, at higher observed elevation, turbulence intensity is lower, and the variation tendency of longitudinal and lateral turbulence intensities with mean wind speeds is basically the same. Gust factor goes higher with increasing mean wind speed, and the change rate obviously decreases as wind speed goes down and an inconspicuous increase occurs when wind speed is high. The change of peak factor is inconspicuous with increasing time and mean wind speed. The probability density function (PDF) of fluctuating wind speed follows Gaussian distribution. Turbulence integral scale increases with mean wind speed, and its PDF does not follow Gaussian distribution. The power spectrum of observation fluctuating velocity is in accordance with Von Karman spectrum.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/27676242','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/27676242"><span>Speed behaviour in work zone crossovers. A driving simulator study.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Domenichini, Lorenzo; La Torre, Francesca; Branzi, Valentina; Nocentini, Alessandro</p> <p>2017-01-01</p> <p>Reductions in speed and, more critically, in speed variability between vehicles are considered an important factor to reduce crash risk in work zones. This study was designed to evaluate in a virtual environment the drivers' behaviour in response to nine different configurations of a motorway crossover work zone. Specifically, the speed behaviour through a typical crossover layout, designed in accordance with the Italian Ministerial Decree 10 July 2002, was compared with that of eight alternative configurations which differ in some characteristics such as the sequence of speed limits, the median opening width and the lane width. The influence of variable message signs, of channelizing devices and of perceptual treatments based on Human Factor principles were also tested. Forty-two participants drove in driving simulator scenarios while data on their speeds and decelerations were collected. The results indicated that drivers' speeds are always higher than the temporary posted speed limits for all configurations and that speeds decreases significantly only within the by-passes. However the implementation of higher speed limits, together with a wider median opening and taller channelization devices led to a greater homogeneity of the speeds adopted by the drivers. The presence of perceptual measures generally induced both the greatest homogenization of speeds and the largest reductions in mean speed values. Copyright © 2016 Elsevier Ltd. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016ApSS..390..289P','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016ApSS..390..289P"><span>High-speed collision of copper nanoparticle with aluminum surface: Molecular dynamics simulation</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Pogorelko, Victor V.; Mayer, Alexander E.; Krasnikov, Vasiliy S.</p> <p>2016-12-01</p> <p>We investigate the effect of the high-speed collision of copper nanoparticles with aluminum surface by means of molecular dynamic simulations. Studied diameter of nanoparticles is varied within the range 7.2-22 nm and the velocity of impact is equal to 500 or 1000 m/s. Dislocation analysis shows that a large quantity of dislocations is formed within the impact area. Overall length of dislocations is determined, first of all, by the impact velocity and by the size of incident copper nanoparticle, in other words, by the kinetic energy of the nanoparticle. Dislocations occupy the total volume of the impacted aluminum single crystal layer (40.5 nm in thickness) in the form of intertwined structure in the case of large kinetic energy of the incident nanoparticle. Decrease in the initial kinetic energy or increase in the layer thickness lead to restriction of the penetration depth of the dislocation net; formation of separate dislocation loops is observed in this case. Increase in the initial system temperature slightly raises the dislocation density inside the bombarded layer and considerably decreases the dislocation density inside the nanoparticle. The temperature increase also leads to a deeper penetration of the copper atoms inside the aluminum. Additional molecular dynamic simulations show that the deposited particles demonstrate a very good adhesion even in the case of the considered relatively large nanoparticles. Medium energy of the nanoparticles corresponding to velocity of about 500 m/s and elevated temperature of the system about 700-900 K are optimal parameters for production of high-quality layers of copper on the aluminum surface. These conditions provide both a good adhesion and a less degree of the plastic deformation. At the same time, higher impact velocities can be used for combined treatment consisting of both the plastic deformation and the coating.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/27300958','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/27300958"><span>Impact on floating membranes.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Vandenberghe, Nicolas; Duchemin, Laurent</p> <p>2016-05-01</p> <p>When impacted by a rigid body, a thin elastic membrane with negligible bending rigidity floating on a liquid pool deforms. Two axisymmetric waves radiating from the impact point propagate. First, a longitudinal wave front, associated with in-plane deformation of the membrane and traveling at constant speed, separates an outward stress-free domain from a stretched domain. Then, in the stretched domain a dispersive transverse wave travels at a speed that depends on the local stretching rate. The dynamics is found to be self-similar in time. Using this property, we show that the wave dynamics is similar to the capillary waves that propagate at a liquid-gas interface but with a surface tension coefficient that depends on impact speed. During wave propagation, we observe the development of a buckling instability that gives rise to radial wrinkles. We address the dynamics of this fluid-body system, including the rapid deceleration of an impactor of finite mass, an issue that may have applications in the domain of absorption of impact energy.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://www.dtic.mil/docs/citations/ADA094382','DTIC-ST'); return false;" href="http://www.dtic.mil/docs/citations/ADA094382"><span>Dynamic, Hot Surface Ignition of Aircraft Fuels and Hydraulic Fluids</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.dtic.mil/">DTIC Science & Technology</a></p> <p></p> <p>1980-10-01</p> <p>fuels on a heated stainless steel surface. Higher local surface air speeds necessitated higher surface temperatures for ignition of an applied fluid._-7...Aircraft Fuels ( stainless steel surface) 8. Air Speed and Surface Material Effects on Hot Surface 21 Ignition Temperature of Aircraft Fuels (Titanium...Material Effects on Hot Surface 26 Ignition Temperature of Aircraft Hydraulic Fluids ( Stainless steel surface) 11. Air Speed and Surface Material</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_14");'>14</a></li> <li><a href="#" onclick='return showDiv("page_15");'>15</a></li> <li class="active"><span>16</span></li> <li><a href="#" onclick='return showDiv("page_17");'>17</a></li> <li><a href="#" onclick='return showDiv("page_18");'>18</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_16 --> <div id="page_17" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_15");'>15</a></li> <li><a href="#" onclick='return showDiv("page_16");'>16</a></li> <li class="active"><span>17</span></li> <li><a href="#" onclick='return showDiv("page_18");'>18</a></li> <li><a href="#" onclick='return showDiv("page_19");'>19</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="321"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28692920','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28692920"><span>The effect of motorcycle helmet fit on estimating head impact kinematics from residual liner crush.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Bonin, Stephanie J; Gardiner, John C; Onar-Thomas, Arzu; Asfour, Shihab S; Siegmund, Gunter P</p> <p>2017-09-01</p> <p>Proper helmet fit is important for optimizing head protection during an impact, yet many motorcyclists wear helmets that do not properly fit their heads. The goals of this study are i) to quantify how a mismatch in headform size and motorcycle helmet size affects headform peak acceleration and head injury criteria (HIC), and ii) to determine if peak acceleration, HIC, and impact speed can be estimated from the foam liner's maximum residual crush depth or residual crush volume. Shorty-style helmets (4 sizes of a single model) were tested on instrumented headforms (4 sizes) during linear impacts between 2.0 and 10.5m/s to the forehead region. Helmets were CT scanned to quantify residual crush depth and volume. Separate linear regression models were used to quantify how the response variables (peak acceleration (g), HIC, and impact speed (m/s)) were related to the predictor variables (maximum crush depth (mm), crush volume (cm 3 ), and the difference in circumference between the helmet and headform (cm)). Overall, we found that increasingly oversized helmets reduced peak headform acceleration and HIC for a given impact speed for maximum residual crush depths less than 7.9mm and residual crush volume less than 40cm 3 . Below these levels of residual crush, we found that peak headform acceleration, HIC, and impact speed can be estimated from a helmet's residual crush. Above these crush thresholds, large variations in headform kinematics are present, possibly related to densification of the foam liner during the impact. Copyright © 2017 Elsevier Ltd. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/24316505','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/24316505"><span>Traffic violations in Guangdong Province of China: speeding and drunk driving.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Zhang, Guangnan; Yau, Kelvin K W; Gong, Xiangpu</p> <p>2014-03-01</p> <p>The number of speeding- and drunk driving-related injuries in China surged in the years immediately preceding 2004 and then began to decline. However, the percent decrease in the number of speeding and drunk driving incidents (decrease by 22%) is not proportional to the corresponding percent decrease in number of automobile accident-related injuries (decrease by 47%) from the year 2004 to 2010 (Traffic Management Bureau, Ministry of Public Security, Annual Statistical Reports on Road Traffic Accidents). Earlier studies have established traffic violations as one of the major risks threatening road safety. In this study, we examine in greater detail two important types of traffic violation events, speeding and drunk driving, and attempt to identify significant risk factors associated with these types of traffic violations. Risk factors in several different dimensions, including driver, vehicle, road and environmental factors, are considered. We analyze the speeding (N=11,055) and drunk driving (N=10,035) data for the period 2006-2010 in Guangdong Province, China. These data, obtained from the Guangdong Provincial Security Department, are extracted from the Traffic Management Sector-Specific Incident Case Data Report and are the only comprehensive and official source of traffic accident data in China. Significant risk factors associating with speeding and drunk driving are identified. We find that several factors are associated with a significantly higher probability of both speeding and drunk driving, particularly male drivers, private vehicles, the lack of street lighting at night and poor visibility. The impact of other specific and unique risk factors for either speeding or drunk driving, such as hukou, road type/grades, commercial vehicles, compulsory third party insurance and vehicle safety status, also require particular attention. Legislative or regulatory measures targeting different vehicle types and/or driver groups with respect to the various driver, vehicle, road and environmental risk factors can subsequently be devised to reduce the speeding and drunk driving rates. As the country with the highest number of traffic accident fatalities in the world, applying these findings in workable legislation and enforcement to reduce speeding and drunk driving rates will save tens of thousands of lives. Copyright © 2013 Elsevier Ltd. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2015AGUFM.P53C2138S','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2015AGUFM.P53C2138S"><span>Extracting lunar dust parameters from image charge signals produced by the Lunar Dust Experiment</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Stanley, J.; Kempf, S.; Horanyi, M.; Szalay, J.</p> <p>2015-12-01</p> <p>The Lunar Dust Experiment (LDEX) onboard the Lunar Atmosphere and Dust Environment Explorer (LADEE) is an impact ionization dust detector used to characterize the lunar dust exosphere generated by the impacts of large interplanetary particles and meteor streams (Horanyi et al., 2015). In addition to the mass and speed of these lofted particles, LDEX is sensitive to their charge. The resulting signatures of impact events therefore provide valuable information about not only the ambient plasma environment, but also the speed vectors of these dust grains. Here, impact events produced from LDEX's calibration at the Dust Accelerator Laboratory are analyzed using an image charge model derived from the electrostatic simulation program, Coulomb. We show that parameters such as dust grain speed, size, charge, and position of entry into LDEX can be recovered and applied to data collected during LADEE's seven-month mission.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018VSD....56..506Y','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018VSD....56..506Y"><span>On the overriding issue of train front end collision in rail vehicle dynamics</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Yang, Chao; Li, Qiang; Xiao, Shoune; Wang, Xi</p> <p>2018-04-01</p> <p>A three-dimensional dynamic model of crashed vehicles coupled with moving tracks is developed to research the dynamic behaviour of the train front end collision on tangent tracks. The three-dimensional dynamic model consists of a crashed vehicle model, moving track models, a simple wheel-rail contact model, a velocity-based coupler model and the model of energy absorption and anti-climbing devices. The vector method dealing with the nonlinear wheel-rail geometry is put forward in the paper. The developed model is applicable in the scope that central collisions occur on tangent tracks at low speeds. The examples of the vehicle impacting with a rigid wall and the train front end collision are carried out to obtain the dynamic responses of vehicles. The overriding issue is studied on the basis of the wheel rise in train collisions. The results show that the second bogie of the first colliding vehicle possesses the maximal wheel rise. The wheel rise increases with the increase of vehicles. However, the number of vehicles has tiny influence on the overriding in train collisions at low speeds. On the contrary, the impact speed has significant influence on the overriding in train collisions. The wheel rise increases rapidly if the impact speed is close to the critical speed of overriding. The large wheel rise is principally generated by the great coupler force related to the rigid impact in the axial direction.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19920013134','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19920013134"><span>Analysis of energy dissipation and deposition in elastic bodies impacting at hypervelocities</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Medina, David F.; Allahdadi, Firooz A.</p> <p>1992-01-01</p> <p>A series of impact problems were analyzed using the Eulerian hydrocode CTH. The objective was to quantify the amount of energy dissipated locally by a projectile-infinite plate impact. A series of six impact problems were formulated such that the mass and speed of each projectile were varied in order to allow for increasing speed with constant kinetic energy. The properties and dimensions of the plate were the same for each projectile impact. The resulting response of the plate was analyzed for global Kinetic Energy, global momentum, and local maximum shear stress. The percentage of energy dissipated by the various hypervelocity impact phenomena appears as a relative change of shear stress at a point away from the impact in the plate.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/27029','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/27029"><span>Driver speed limit compliance in school zones : assessing the impact of sign saturation.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2013-10-01</p> <p>School zones are often viewed as an effective way to reduce driving speeds and thereby improve : safety near our nations schools. The effect of school zones on reducing driving speeds, however, is : minimal at best. Studies have shown that over 90...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=3885450','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=3885450"><span>Increased Mortality Exposure within the Family Rather than Individual Mortality Experiences Triggers Faster Life-History Strategies in Historic Human Populations</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Störmer, Charlotte; Lummaa, Virpi</p> <p>2014-01-01</p> <p>Life History Theory predicts that extrinsic mortality risk is one of the most important factors shaping (human) life histories. Evidence from contemporary populations suggests that individuals confronted with high mortality environments show characteristic traits of fast life-history strategies: they marry and reproduce earlier, have shorter birth intervals and invest less in their offspring. However, little is known of the impact of mortality experiences on the speed of life histories in historical human populations with generally higher mortality risk, and on male life histories in particular. Furthermore, it remains unknown whether individual-level mortality experiences within the family have a greater effect on life-history decisions or family membership explains life-history variation. In a comparative approach using event history analyses, we study the impact of family versus individual-level effects of mortality exposure on two central life-history parameters, ages at first marriage and first birth, in three historical human populations (Germany, Finland, Canada). Mortality experience is measured as the confrontation with sibling deaths within the natal family up to an individual's age of 15. Results show that the speed of life histories is not adjusted according to individual-level mortality experiences but is due to family-level effects. The general finding of lower ages at marriage/reproduction after exposure to higher mortality in the family holds for both females and males. This study provides evidence for the importance of the family environment for reproductive timing while individual-level mortality experiences seem to play only a minor role in reproductive life history decisions in humans. PMID:24421897</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/24421897','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/24421897"><span>Increased mortality exposure within the family rather than individual mortality experiences triggers faster life-history strategies in historic human populations.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Störmer, Charlotte; Lummaa, Virpi</p> <p>2014-01-01</p> <p>Life History Theory predicts that extrinsic mortality risk is one of the most important factors shaping (human) life histories. Evidence from contemporary populations suggests that individuals confronted with high mortality environments show characteristic traits of fast life-history strategies: they marry and reproduce earlier, have shorter birth intervals and invest less in their offspring. However, little is known of the impact of mortality experiences on the speed of life histories in historical human populations with generally higher mortality risk, and on male life histories in particular. Furthermore, it remains unknown whether individual-level mortality experiences within the family have a greater effect on life-history decisions or family membership explains life-history variation. In a comparative approach using event history analyses, we study the impact of family versus individual-level effects of mortality exposure on two central life-history parameters, ages at first marriage and first birth, in three historical human populations (Germany, Finland, Canada). Mortality experience is measured as the confrontation with sibling deaths within the natal family up to an individual's age of 15. Results show that the speed of life histories is not adjusted according to individual-level mortality experiences but is due to family-level effects. The general finding of lower ages at marriage/reproduction after exposure to higher mortality in the family holds for both females and males. This study provides evidence for the importance of the family environment for reproductive timing while individual-level mortality experiences seem to play only a minor role in reproductive life history decisions in humans.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/29674949','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/29674949"><span>Effect of Different Movement Speed Modes on Human Action Observation: An EEG Study.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Luo, Tian-Jian; Lv, Jitu; Chao, Fei; Zhou, Changle</p> <p>2018-01-01</p> <p>Action observation (AO) generates event-related desynchronization (ERD) suppressions in the human brain by activating partial regions of the human mirror neuron system (hMNS). The activation of the hMNS response to AO remains controversial for several reasons. Therefore, this study investigated the activation of the hMNS response to a speed factor of AO by controlling the movement speed modes of a humanoid robot's arm movements. Since hMNS activation is reflected by ERD suppressions, electroencephalography (EEG) with BCI analysis methods for ERD suppressions were used as the recording and analysis modalities. Six healthy individuals were asked to participate in experiments comprising five different conditions. Four incremental-speed AO tasks and a motor imagery (MI) task involving imaging of the same movement were presented to the individuals. Occipital and sensorimotor regions were selected for BCI analyses. The experimental results showed that hMNS activation was higher in the occipital region but more robust in the sensorimotor region. Since the attended information impacts the activations of the hMNS during AO, the pattern of hMNS activations first rises and subsequently falls to a stable level during incremental-speed modes of AO. The discipline curves suggested that a moderate speed within a decent inter-stimulus interval (ISI) range produced the highest hMNS activations. Since a brain computer/machine interface (BCI) builds a path-way between human and computer/mahcine, the discipline curves will help to construct BCIs made by patterns of action observation (AO-BCI). Furthermore, a new method for constructing non-invasive brain machine brain interfaces (BMBIs) with moderate AO-BCI and motor imagery BCI (MI-BCI) was inspired by this paper.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20150002344','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20150002344"><span>Ice Particle Impacts on a Moving Wedge</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Vargas, Mario; Struk, Peter M.; Kreeger, Richard E.; Palacios, Jose; Iyer, Kaushik A.; Gold, Robert E.</p> <p>2014-01-01</p> <p>This work presents the results of an experimental study of ice particle impacts on a moving wedge. The experiment was conducted in the Adverse Environment Rotor Test Stand (AERTS) facility located at Penn State University. The wedge was placed at the tip of a rotating blade. Ice particles shot from a pressure gun intercepted the moving wedge and impacted it at a location along its circular path. The upward velocity of the ice particles varied from 7 to 12 meters per second. Wedge velocities were varied from 0 to 120 meters per second. Wedge angles tested were 0 deg, 30 deg, 45 deg, and 60 deg. High speed imaging combined with backlighting captured the impact allowing observation of the effect of velocity and wedge angle on the impact and the post-impact fragment behavior. It was found that the pressure gun and the rotating wedge could be synchronized to consistently obtain ice particle impacts on the target wedge. It was observed that the number of fragments increase with the normal component of the impact velocity. Particle fragments ejected immediately after impact showed velocities higher than the impact velocity. The results followed the major qualitative features observed by other researchers for hailstone impacts, even though the reduced scale size of the particles used in the present experiment as compared to hailstones was 4:1.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=5578248','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=5578248"><span>Impact Load Behavior between Different Charge and Lifter in a Laboratory-Scale Mill</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Yin, Zixin; Zhu, Zhencai; Yu, Zhangfa; Li, Tongqing</p> <p>2017-01-01</p> <p>The impact behavior between the charge and lifter has significant effect to address the mill processing, and is affected by various factors including mill speed, mill filling, lifter height and media shape. To investigate the multi-body impact load behavior, a series of experiments and Discrete Element Method (DEM) simulations were performed on a laboratory-scale mill, in order to improve the grinding efficiency and prolong the life of the lifter. DEM simulation hitherto has been extensively applied as a leading tool to describe diverse issues in granular processes. The research results shown as follows: The semi-empirical power draw of Bond model in this paper does not apply very satisfactorily for the ball mills, while the power draw determined by DEM simulation show a good approximation for the measured power draw. Besides, the impact force on the lifter was affected by mill speed, grinding media filling, lifter height and iron ore particle. The maximum percent of the impact force between 600 and 1400 N is at 70–80% of critical speed. The impact force can be only above 1400 N at the grinding media filling of 20%, and the maximum percent of impact force between 200 and 1400 N is obtained at the grinding media filling of 20%. The percent of impact force ranging from 0 to 200 N decreases with the increase of lifter height. However, this perfect will increase above 200 N. The impact force will decrease when the iron ore particles are added. Additionally, for the 80% of critical speed, the measured power draw has a maximum value. Increasing the grinding media filling increases the power draw and increasing the lifter height does not lead to any variation in power draw. PMID:28773243</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28773243','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28773243"><span>Impact Load Behavior between Different Charge and Lifter in a Laboratory-Scale Mill.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Yin, Zixin; Peng, Yuxing; Zhu, Zhencai; Yu, Zhangfa; Li, Tongqing</p> <p>2017-07-31</p> <p>The impact behavior between the charge and lifter has significant effect to address the mill processing, and is affected by various factors including mill speed, mill filling, lifter height and media shape. To investigate the multi-body impact load behavior, a series of experiments and Discrete Element Method (DEM) simulations were performed on a laboratory-scale mill, in order to improve the grinding efficiency and prolong the life of the lifter. DEM simulation hitherto has been extensively applied as a leading tool to describe diverse issues in granular processes. The research results shown as follows: The semi-empirical power draw of Bond model in this paper does not apply very satisfactorily for the ball mills, while the power draw determined by DEM simulation show a good approximation for the measured power draw. Besides, the impact force on the lifter was affected by mill speed, grinding media filling, lifter height and iron ore particle. The maximum percent of the impact force between 600 and 1400 N is at 70-80% of critical speed. The impact force can be only above 1400 N at the grinding media filling of 20%, and the maximum percent of impact force between 200 and 1400 N is obtained at the grinding media filling of 20%. The percent of impact force ranging from 0 to 200 N decreases with the increase of lifter height. However, this perfect will increase above 200 N. The impact force will decrease when the iron ore particles are added. Additionally, for the 80% of critical speed, the measured power draw has a maximum value. Increasing the grinding media filling increases the power draw and increasing the lifter height does not lead to any variation in power draw.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016SPIE.9720E..0TM','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016SPIE.9720E..0TM"><span>Enhanced speed in fluorescence imaging using beat frequency multiplexing</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Mikami, Hideharu; Kobayashi, Hirofumi; Wang, Yisen; Hamad, Syed; Ozeki, Yasuyuki; Goda, Keisuke</p> <p>2016-03-01</p> <p>Fluorescence imaging using radiofrequency-tagged emission (FIRE) is an emerging technique that enables higher imaging speed (namely, temporal resolution) in fluorescence microscopy compared to conventional fluorescence imaging techniques such as confocal microscopy and wide-field microscopy. It works based on the principle that it uses multiple intensity-modulated fields in an interferometric setup as excitation fields and applies frequency-division multiplexing to fluorescence signals. Unfortunately, despite its high potential, FIRE has limited imaging speed due to two practical limitations: signal bandwidth and signal detection efficiency. The signal bandwidth is limited by that of an acousto-optic deflector (AOD) employed in the setup, which is typically 100-200 MHz for the spectral range of fluorescence excitation (400-600 nm). The signal detection efficiency is limited by poor spatial mode-matching between two interfering fields to produce a modulated excitation field. Here we present a method to overcome these limitations and thus to achieve higher imaging speed than the prior version of FIRE. Our method achieves an increase in signal bandwidth by a factor of two and nearly optimal mode matching, which enables the imaging speed limited by the lifetime of the target fluorophore rather than the imaging system itself. The higher bandwidth and better signal detection efficiency work synergistically because higher bandwidth requires higher signal levels to avoid the contribution of shot noise and amplifier noise to the fluorescence signal. Due to its unprecedentedly high-speed performance, our method has a wide variety of applications in cancer detection, drug discovery, and regenerative medicine.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4060819','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4060819"><span>Survival of Organic Materials in Hypervelocity Impacts of Ice on Sand, Ice, and Water in the Laboratory</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Bowden, Stephen A.; Cole, Michael; Parnell, John</p> <p>2014-01-01</p> <p>Abstract The survival of organic molecules in shock impact events has been investigated in the laboratory. A frozen mixture of anthracene and stearic acid, solvated in dimethylsulfoxide (DMSO), was fired in a two-stage light gas gun at speeds of ∼2 and ∼4 km s−1 at targets that included water ice, water, and sand. This involved shock pressures in the range of 2–12 GPa. It was found that the projectile materials were present in elevated quantities in the targets after impact and in some cases in the crater ejecta as well. For DMSO impacting water at 1.9 km s−1 and 45° incidence, we quantify the surviving fraction after impact as 0.44±0.05. This demonstrates successful transfer of organic compounds from projectile to target in high-speed impacts. The range of impact speeds used covers that involved in impacts of terrestrial meteorites on the Moon, as well as impacts in the outer Solar System on icy bodies such as Pluto. The results provide laboratory evidence that suggests that exogenous delivery of complex organic molecules from icy impactors is a viable source of such material on target bodies. Key Words: Organic—Hypervelocity—Shock—Biomarkers. Astrobiology 14, 473–485. PMID:24901745</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017SciNa.104....3S','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017SciNa.104....3S"><span>Tail autotomy affects bipedalism but not sprint performance in a cursorial Mediterranean lizard</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Savvides, Pantelis; Stavrou, Maria; Pafilis, Panayiotis; Sfenthourakis, Spyros</p> <p>2017-02-01</p> <p>Running is essential in all terrestrial animals mainly for finding food and mates and escaping from predators. Lizards employ running in all their everyday functions, among which defense stands out. Besides flight, tail autotomy is another very common antipredatory strategy within most lizard families. The impact of tail loss to sprint performance seems to be species dependent. In some lizard species, tail shedding reduces sprint speed, in other species, increases it, and, in a few species, speed is not affected at all. Here, we aimed to clarify the effect of tail autotomy on the sprint performance of a cursorial lizard with particular adaptations for running, such as bipedalism and spike-like protruding scales (fringes) on the toepads that allow high speed on sandy substrates. We hypothesized that individuals that performed bipedalism, and have more and larger fringes, would achieve higher sprint performance. We also anticipated that tail shedding would affect sprint speed (though we were not able to define in what way because of the unpredictable effects that tail loss has on different species). According to our results, individuals that ran bipedally were faster; limb length and fringe size had limited effects on sprint performance whereas tail autotomy affected quadrupedal running only in females. Nonetheless, tail loss significantly affected bipedalism: the ability for running on hindlimbs was completely lost in all adult individuals and in 72.3% of juveniles.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28004133','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28004133"><span>Tail autotomy affects bipedalism but not sprint performance in a cursorial Mediterranean lizard.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Savvides, Pantelis; Stavrou, Maria; Pafilis, Panayiotis; Sfenthourakis, Spyros</p> <p>2017-02-01</p> <p>Running is essential in all terrestrial animals mainly for finding food and mates and escaping from predators. Lizards employ running in all their everyday functions, among which defense stands out. Besides flight, tail autotomy is another very common antipredatory strategy within most lizard families. The impact of tail loss to sprint performance seems to be species dependent. In some lizard species, tail shedding reduces sprint speed, in other species, increases it, and, in a few species, speed is not affected at all. Here, we aimed to clarify the effect of tail autotomy on the sprint performance of a cursorial lizard with particular adaptations for running, such as bipedalism and spike-like protruding scales (fringes) on the toepads that allow high speed on sandy substrates. We hypothesized that individuals that performed bipedalism, and have more and larger fringes, would achieve higher sprint performance. We also anticipated that tail shedding would affect sprint speed (though we were not able to define in what way because of the unpredictable effects that tail loss has on different species). According to our results, individuals that ran bipedally were faster; limb length and fringe size had limited effects on sprint performance whereas tail autotomy affected quadrupedal running only in females. Nonetheless, tail loss significantly affected bipedalism: the ability for running on hindlimbs was completely lost in all adult individuals and in 72.3% of juveniles.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/26936049','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/26936049"><span>Tablet Velocity Measurement and Prediction in the Pharmaceutical Film Coating Process.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Suzuki, Yasuhiro; Yokohama, Chihiro; Minami, Hidemi; Terada, Katsuhide</p> <p>2016-01-01</p> <p>The purpose of this study was to measure the tablet velocity in pan coating machines during the film coating process in order to understand the impact of the batch size (laboratory to commercial scale), coating machine type (DRIACOATER, HICOATER® and AQUA COATER®) and manufacturing conditions on tablet velocity. We used a high speed camera and particle image velocimetry to measure the tablet velocity in the coating pans. It was observed that increasing batch sizes resulted in increased tablet velocities under the same rotation number because of the differences in circumferential rotation speeds. We also observed the tendency that increase in the filling ratio of tablets resulted in an increased tablet velocity for all coating machines. Statistical analysis was used to make a tablet velocity predictive equation by employing the filling ratio and rotation speed as the parameters from these measured values. The correlation coefficients of predicted value and experimental value were more than 0.959 in each machine. Using the predictive equation to determine tablet velocities, the manufacturing conditions of previous products were reviewed, and it was found that the tablet velocities of commercial scales, in which tablet chipping and breakage problems had occurred, were higher than those of pilot scales or laboratory scales.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4962175','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4962175"><span>Effect of In-Vehicle Audio Warning System on Driver’s Speed Control Performance in Transition Zones from Rural Areas to Urban Areas</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Yan, Xuedong; Wang, Jiali; Wu, Jiawei</p> <p>2016-01-01</p> <p>Speeding is a major contributing factor to traffic crashes and frequently happens in areas where there is a mutation in speed limits, such as the transition zones that connect urban areas from rural areas. The purpose of this study is to investigate the effects of an in-vehicle audio warning system and lit speed limit sign on preventing drivers’ speeding behavior in transition zones. A high-fidelity driving simulator was used to establish a roadway network with the transition zone. A total of 41 participants were recruited for this experiment, and the driving speed performance data were collected from the simulator. The experimental results display that the implementation of the audio warning system could significantly reduce drivers’ operating speed before they entered the urban area, while the lit speed limit sign had a minimal effect on improving the drivers’ speed control performance. Without consideration of different types of speed limit signs, it is found that male drivers generally had a higher operating speed both upstream and in the transition zones and have a larger maximum deceleration for speed reduction than female drivers. Moreover, the drivers who had medium-level driving experience had the higher operating speed and were more likely to have speeding behaviors in the transition zones than those who had low-level and high-level driving experience in the transition zones. PMID:27347990</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/25307379','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/25307379"><span>Human occupants in low-speed frontal sled tests: effects of pre-impact bracing on chest compression, reaction forces, and subject acceleration.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Kemper, Andrew R; Beeman, Stephanie M; Madigan, Michael L; Duma, Stefan M</p> <p>2014-01-01</p> <p>The purpose of this study was to investigate the effects of pre-impact bracing on the chest compression, reaction forces, and accelerations experienced by human occupants during low-speed frontal sled tests. A total of twenty low-speed frontal sled tests, ten low severity (∼2.5g, Δv=5 kph) and ten medium severity (∼5g, Δv=10 kph), were performed on five 50th-percentile male human volunteers. Each volunteer was exposed to two impulses at each severity, one relaxed and the other braced prior to the impulse. A 59-channel chestband, aligned at the nipple line, was used to quantify the chest contour and anterior-posterior sternum deflection. Three-axis accelerometer cubes were attached to the sternum, 7th cervical vertebra, and sacrum of each subject. In addition, three linear accelerometers and a three-axis angular rate sensor were mounted to a metal mouthpiece worn by each subject. Seatbelt tension load cells were attached to the retractor, shoulder, and lap portions of the standard three-point driver-side seatbelt. In addition, multi-axis load cells were mounted to each interface between the subject and the test buck to quantify reaction forces. For relaxed tests, the higher test severity resulted in significantly larger peak values for all resultant accelerations, all belt forces, and three resultant reaction forces (right foot, seatpan, and seatback). For braced tests, the higher test severity resulted in significantly larger peak values for all resultant accelerations, and two resultant reaction forces (right foot and seatpan). Bracing did not have a significant effect on the occupant accelerations during the low severity tests, but did result in a significant decrease in peak resultant sacrum linear acceleration during the medium severity tests. Bracing was also found to significantly reduce peak shoulder and retractor belt forces for both test severities, and peak lap belt force for the medium test severity. In contrast, bracing resulted in a significant increase in the peak resultant reaction force for the right foot and steering column at both test severities. Chest compression due to belt loading was observed for all relaxed subjects at both test severities, and was found to increase significantly with increasing severity. Conversely, chest compression due to belt loading was essentially eliminated during the braced tests for all but one subject, who sustained minor chest compression due to belt loading during the medium severity braced test. Overall, the data from this study illustrate that muscle activation has a significant effect on the biomechanical response of human occupants in low-speed frontal impacts.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20120002060','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20120002060"><span>NASA High-Speed 2D Photogrammetric Measurement System</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Dismond, Harriett R.</p> <p>2012-01-01</p> <p>The object of this report is to provide users of the NASA high-speed 2D photogrammetric measurement system with procedures required to obtain drop-model trajectory and impact data for full-scale and sub-scale models. This guide focuses on use of the system for vertical drop testing at the NASA Langley Landing and Impact Research (LandIR) Facility.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_15");'>15</a></li> <li><a href="#" onclick='return showDiv("page_16");'>16</a></li> <li class="active"><span>17</span></li> <li><a href="#" onclick='return showDiv("page_18");'>18</a></li> <li><a href="#" onclick='return showDiv("page_19");'>19</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_17 --> <div id="page_18" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_16");'>16</a></li> <li><a href="#" onclick='return showDiv("page_17");'>17</a></li> <li class="active"><span>18</span></li> <li><a href="#" onclick='return showDiv("page_19");'>19</a></li> <li><a href="#" onclick='return showDiv("page_20");'>20</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="341"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/29078073','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/29078073"><span>Detailed assessment of pedestrian ground contact injuries observed from in-depth accident data.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Shang, Shi; Otte, Dietmar; Li, Guibing; Simms, Ciaran</p> <p>2018-01-01</p> <p>Most pedestrians struck by vehicles receive injuries from contact with the vehicle and also from the subsequent ground contact. However, ground related pedestrian injuries have received little focus. This paper uses 1221 German pedestrian collision cases occurring between 2000 and 2015 to assess the distribution and risk factors for pedestrian ground related injuries. Results show that for MAIS 2, the ground accounted for 24% of cases, for MAIS 3 the ground accounted for 20% of cases and for MAIS 4-5, the ground accounted for 14% of cases. There were no AIS 6 ground related injuries, though there were several fatal cases where the ground was coded as the most serious injury. The head, thorax and spine dominate AIS 4-5 ground contact injuries. Vehicle impact speeds were higher for ground related AIS 4-5 compared to AIS 2 injury cases and the average impact speed for ground related injuries to the upper and lower extremities was lower than for body regions like head, thorax and spine. There was a significant age effect on pedestrian ground related injury outcome, with older pedestrians suffering more severe injuries and the median age for thorax injuries was higher than for all other body regions. There was no significant difference in the proportions of AIS 2+ head injuries produced by ground contact for more recent vehicles (model year since 2005) compared to older vehicles (model year before 2005). However, logistic regression analysis showed that the normalised bonnet leading-edge height is a risk factor for adult pedestrian AIS2+ ground related head injuries, and this provides empirical support for recent computational modelling predictions which implied a relationship between vehicle shape and pedestrian ground contact injuries. Considering the potential benefits of preventing pedestrian ground contact, for collisions below 40km/h two thirds of the injury costs would be eliminated if ground contact could be prevented, and even higher benefits are likely at lower speeds (20 and 30km/h). These data demonstrate the importance of ground related pedestrian injuries and show that vehicle shape influences pedestrian injury outcome in ground contact. The data therefore provides significant motivation for countermeasures to prevent or moderate pedestrian ground related injuries. Copyright © 2017 Elsevier Ltd. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/21204691','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/21204691"><span>Impact of an interactive anti-speeding threat appeal: how much threat is too much?</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Panić, Katarina; Cauberghe, Verolien; De Pelsmacker, Patrick</p> <p>2011-05-01</p> <p>This study investigates the impact of an interactive television public-service announcement (PSA) containing an anti-speeding threat appeal on feelings of telepresence and behavioral intention. In a 2 × 2 × 2 between-subjects factorial design with 213 participants, the level of threat evoked by a traditional PSA, by the interactive part of the PSA (dedicated advertising location or DAL) and by the preceding program context are manipulated to be either low or high. The results support the assumptions of the Extended Parallel Processing Model with regard to the effect of the level of perceived threat and perceived efficacy in an interactive media environment, and the important role of telepresence as a processing variable. The results of the three-way interaction effect of threat evoked by the program, the PSA and the DAL on telepresence show that when the threat levels of the program and the PSA are both either low or high, exposure to the threatening information in the DAL does not generate a significantly higher feeling of telepresence. However, when a low-threat program is followed by a high-threat PSA, the threat level of the DAL has a positive effect on telepresence. The same trend is found with a high-threat program and a low-threat PSA, although the effect of the threat evoked by the DAL on telepresence is not significant at conventional levels. Finally, there is a positive effect of telepresence on the behavioral intention to reduce speeding, which is partly mediated by the viewer's perceived efficacy to follow the recommended behavior.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/22330','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/22330"><span>Effect of speed limit increase on crash rate on rural two-lane highways in Louisiana.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2006-08-01</p> <p>This study investigated the impact of a speed limit increase on the crash rate on rural twolane roads in Louisiana. The Louisiana crash database for 1999-2004 was used to compare rates of different crash severities and types before and after a speed ...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/22723482','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/22723482"><span>High speed galloping in the cheetah (Acinonyx jubatus) and the racing greyhound (Canis familiaris): spatio-temporal and kinetic characteristics.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Hudson, Penny E; Corr, Sandra A; Wilson, Alan M</p> <p>2012-07-15</p> <p>The cheetah and racing greyhound are of a similar size and gross morphology and yet the cheetah is able to achieve a far higher top speed. We compared the kinematics and kinetics of galloping in the cheetah and greyhound to investigate how the cheetah can attain such remarkable maximum speeds. This also presented an opportunity to investigate some of the potential limits to maximum running speed in quadrupeds, which remain poorly understood. By combining force plate and high speed video data of galloping cheetahs and greyhounds, we show how the cheetah uses a lower stride frequency/longer stride length than the greyhound at any given speed. In some trials, the cheetahs used swing times as low as those of the greyhounds (0.2 s) so the cheetah has scope to use higher stride frequencies (up to 4.0 Hz), which may contribute to it having a higher top speed that the greyhound. Weight distribution between the animal's limbs varied with increasing speed. At high speed, the hindlimbs support the majority of the animal's body weight, with the cheetah supporting 70% of its body weight on its hindlimbs at 18 m s(-1); however, the greyhound hindlimbs support just 62% of its body weight. Supporting a greater proportion of body weight on a particular limb is likely to reduce the risk of slipping during propulsive efforts. Our results demonstrate several features of galloping and highlight differences between the cheetah and greyhound that may account for the cheetah's faster maximum speeds.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/21947762','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/21947762"><span>Influence of agitation speed on tannase production and morphology of Aspergillus niger FETL FT3 in submerged fermentation.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Darah, I; Sumathi, G; Jain, K; Lim, S H</p> <p>2011-12-01</p> <p>Agitation speed was found to influence the tannase production and fungal growth of Aspergillus niger FETL FT3. The optimal agitation speed was at 200 rpm which produced 1.41 U/ml tannase and 3.75 g/l of fungal growth. Lower or higher agitation speeds than 200 rpm produced lower enzyme production and fungal growth. Based on the SEM and TEM micrograph observation, there was a significant correlation between agitation speed and the morphology of the fungal mycelia. The results revealed an increase of the enzyme production with the change of the fungal growth morphology from filamentous to pelleted growth forms. However, the exposure to higher shear stress with an increasing agitation speed of the shaker also resulted in lower biomass yields as well as enzyme production.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2015APS..DFD.A6006M','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2015APS..DFD.A6006M"><span>Fluid mechanical scaling of impact craters in unconsolidated granular materials</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Miranda, Colin S.; Dowling, David R.</p> <p>2015-11-01</p> <p>A single scaling law is proposed for the diameter of simple low- and high-speed impact craters in unconsolidated granular materials where spall is not apparent. The scaling law is based on the assumption that gravity- and shock-wave effects set crater size, and is formulated in terms of a dimensionless crater diameter, and an empirical combination of Froude and Mach numbers. The scaling law involves the kinetic energy and speed of the impactor, the acceleration of gravity, and the density and speed of sound in the target material. The size of the impactor enters the formulation but divides out of the final empirical result. The scaling law achieves a 98% correlation with available measurements from drop tests, ballistic tests, missile impacts, and centrifugally-enhanced gravity impacts for a variety of target materials (sand, alluvium, granulated sugar, and expanded perlite). The available measurements cover more than 10 orders of magnitude in impact energy. For subsonic and supersonic impacts, the crater diameter is found to scale with the 1/4- and 1/6-power, respectively, of the impactor kinetic energy with the exponent crossover occurring near a Mach number of unity. The final empirical formula provides insight into how impact energy partitioning depends on Mach number.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/pages/biblio/1364628-high-speed-laser-launched-flyer-impacts-studied-ultrafast-photography-velocimetry','SCIGOV-DOEP'); return false;" href="https://www.osti.gov/pages/biblio/1364628-high-speed-laser-launched-flyer-impacts-studied-ultrafast-photography-velocimetry"><span>High-speed laser-launched flyer impacts studied with ultrafast photography and velocimetry</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/pages">DOE PAGES</a></p> <p>Banishev, Alexandr A.; Shaw, William L.; Bassett, Will P.; ...</p> <p>2016-02-16</p> <p>Pulsed lasers can launch thin metal foils at km s -1, but for precision measurements in shock compression science and shock wave spectroscopy, where one-dimensional shock compression is vital, flyer plate impacts with targets must have a high degree of flatness and minimal tilt, and the flyer speeds and impact times at the target must be highly reproducible. We have developed an apparatus that combines ultrafast stroboscopic optical microscopy with photon Doppler velocimetry to study impacts of laser-launched Al and Cu flyer plates with flat, transparent glass targets. The flyer plates were 0.5 mm in diameter, and ranged from 12-100more » μm thick, with flyer speeds up to 6.25 km s -1. The velocity variations over 30-60 launches from the same flyer plate optic can be as low as 0.6%, and the impact time variations can be as low as 0.8 ns. Stroboscopic image streams (reconstructed movies) show uniform, flat impacts with a glass target. As a result, these stroboscopic images can be used to estimate the tilt in the flyer-target impact to be <1mrad.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/21819822','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/21819822"><span>Effects of transverse rumble strips on safety of pedestrian crosswalks on rural roads in China.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Liu, Pan; Huang, Jia; Wang, Wei; Xu, Chengcheng</p> <p>2011-11-01</p> <p>The primary objective of this study is to evaluate the impacts of transverse rumble strips in reducing crashes and vehicle speeds at pedestrian crosswalks on rural roads in China. Using crash data reported at 366 sites, the research team conducted an observational before-after study using a comparison group and the Empirical Bayesian (EB) method to evaluate the effectiveness of transverse rumble strips in reducing crashes at pedestrian crosswalks. It was found that transverse rumble strips may reduce expected crash frequency at pedestrian crosswalks by 25%. The research team collected more than 15,000 speed observations at 12 sites. The speed data analysis results show that transverse rumble strips significantly reduce vehicle speeds in vicinity of pedestrian crosswalks on rural roads with posted speed limits of 60 km/h and 80 km/h. On average, the mean speed at pedestrian crosswalks declined 9.2 km/h on roads with a speed limit of 60 km/h; and 11.9 km/h on roads with a speed limit of 80 km/h. The 85th percentile speed declined 9.1 km/h on roads with a speed limit of 60 km/h; and 12.0 km/h on roads with a speed limit of 80 km/h. However, the speed reduction impacts were not found to be statistically significant for the pedestrian crosswalk on the road with a speed limit of 40 km/h. The study also looked extensively at the influence area of transverse rumble strips on rural roads. Speed profiles developed in this study show that the influence area of transverse rumble strips is generally less than 0.3 km. Copyright © 2011 Elsevier Ltd. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20040045345','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20040045345"><span>Impact on a Compressible Fluid</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Egorov, L. T.</p> <p>1958-01-01</p> <p>Upon impact of a solid body on the plane surface of a fluid, there occurs on the vetted surface of the body an abrupt pressure rise which propagates into both media with the speed of sound. Below, we assume the case where the speed of propagation of sound in the body which falls on the surface of the fluid may be regarded as infinitely large in comparison with the speed of propagation of sound in the fluid; that is, we shall assume that the falling body is absolutely rigid. IN this case, the entire relative speed of the motion which takes place at the beginning of the impact is absorbed by the fluid. The hydrodynamic pressures arising thereby are propagated from the contact surface within the fluid with the speed of sound in the form of compression and expansion waves and are gradually damped. After this, they are dispersed like impact pressures, reach ever larger regions of the fluid remote fran the body and became equal to zero; in the fluid there remain hydrodynamic pressures corresponding to the motion of the body after the impact. Neglecting the forces of viscosity and taking into account, furthermore, that the motion of the fluid begins from a state of rest, according to Thomson's theorem, we may consider the motion of an ideal compressible fluid in the process of impact to be potential. We examine the case of impact upon the surface of a ccmpressible fluid of a flat plate of infinite extent or of a body, the immersed part of the surface of which may be called approximately flat. In this report we discuss the first phase of the impact pressure on the surface of a fluid, prior to the appearance of a cavity, since at this stage the hydrodynamic pressures reach their maximum values. Observations, after the fall of the bodies on the surface of the fluid, show that the free surface of the fluid at this stage is almost completely at rest if one does not take into account the small rise in the neighborhood of the boundaries of the impact surface.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2013ChPhB..22h4702H','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2013ChPhB..22h4702H"><span>Droplet impact on regular micro-grooved surfaces</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Hu, Hai-Bao; Huang, Su-He; Chen, Li-Bin</p> <p>2013-08-01</p> <p>We have investigated experimentally the process of a droplet impact on a regular micro-grooved surface. The target surfaces are patterned such that micro-scale spokes radiate from the center, concentric circles, and parallel lines on the polishing copper plate, using Quasi-LIGA molding technology. The dynamic behavior of water droplets impacting on these structured surfaces is examined using a high-speed camera, including the drop impact processes, the maximum spreading diameters, and the lengths and numbers of fingers at different values of Weber number. Experimental results validate that the spreading processes are arrested on all target surfaces at low velocity. Also, the experimental results at higher impact velocity demonstrate that the spreading process is conducted on the surface parallel to the micro-grooves, but is arrested in the direction perpendicular to the micro-grooves. Besides, the lengths of fingers increase observably, even when they are ejected out as tiny droplets along the groove direction, at the same time the drop recoil velocity is reduced by micro-grooves which are parallel to the spreading direction, but not by micro-grooves which are vertical to the spreading direction.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018ISPAn.IV2...17A','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018ISPAn.IV2...17A"><span>High Speed Videometric Monitoring of Rock Breakage</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Allemand, J.; Shortis, M. R.; Elmouttie, M. K.</p> <p>2018-05-01</p> <p>Estimation of rock breakage characteristics plays an important role in optimising various industrial and mining processes used for rock comminution. Although little research has been undertaken into 3D photogrammetric measurement of the progeny kinematics, there is promising potential to improve the efficacy of rock breakage characterisation. In this study, the observation of progeny kinematics was conducted using a high speed, stereo videometric system based on laboratory experiments with a drop weight impact testing system. By manually tracking individual progeny through the captured video sequences, observed progeny coordinates can be used to determine 3D trajectories and velocities, supporting the idea that high speed video can be used for rock breakage characterisation purposes. An analysis of the results showed that the high speed videometric system successfully observed progeny trajectories and showed clear projection of the progeny away from the impact location. Velocities of the progeny could also be determined based on the trajectories and the video frame rate. These results were obtained despite the limitations of the photogrammetric system and experiment processes observed in this study. Accordingly there is sufficient evidence to conclude that high speed videometric systems are capable of observing progeny kinematics from drop weight impact tests. With further optimisation of the systems and processes used, there is potential for improving the efficacy of rock breakage characterisation from measurements with high speed videometric systems.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018PhLA..382..489S','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018PhLA..382..489S"><span>An extended heterogeneous car-following model accounting for anticipation driving behavior and mixed maximum speeds</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Sun, Fengxin; Wang, Jufeng; Cheng, Rongjun; Ge, Hongxia</p> <p>2018-02-01</p> <p>The optimal driving speeds of the different vehicles may be different for the same headway. In the optimal velocity function of the optimal velocity (OV) model, the maximum speed vmax is an important parameter determining the optimal driving speed. A vehicle with higher maximum speed is more willing to drive faster than that with lower maximum speed in similar situation. By incorporating the anticipation driving behavior of relative velocity and mixed maximum speeds of different percentages into optimal velocity function, an extended heterogeneous car-following model is presented in this paper. The analytical linear stable condition for this extended heterogeneous traffic model is obtained by using linear stability theory. Numerical simulations are carried out to explore the complex phenomenon resulted from the cooperation between anticipation driving behavior and heterogeneous maximum speeds in the optimal velocity function. The analytical and numerical results all demonstrate that strengthening driver's anticipation effect can improve the stability of heterogeneous traffic flow, and increasing the lowest value in the mixed maximum speeds will result in more instability, but increasing the value or proportion of the part already having higher maximum speed will cause different stabilities at high or low traffic densities.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/27291794','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/27291794"><span>The effect of word prediction settings (frequency of use) on text input speed in persons with cervical spinal cord injury: a prospective study.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Pouplin, Samuel; Roche, Nicolas; Antoine, Jean-Yves; Vaugier, Isabelle; Pottier, Sandra; Figere, Marjorie; Bensmail, Djamel</p> <p>2017-06-01</p> <p>To determine whether activation of the frequency of use and automatic learning parameters of word prediction software has an impact on text input speed. Forty-five participants with cervical spinal cord injury between C4 and C8 Asia A or B accepted to participate to this study. Participants were separated in two groups: a high lesion group for participants with lesion level is at or above C5 Asia AIS A or B and a low lesion group for participants with lesion is between C6 and C8 Asia AIS A or B. A single evaluation session was carried out for each participant. Text input speed was evaluated during three copying tasks: • without word prediction software (WITHOUT condition) • with automatic learning of words and frequency of use deactivated (NOT_ACTIV condition) • with automatic learning of words and frequency of use activated (ACTIV condition) Results: Text input speed was significantly higher in the WITHOUT than the NOT_ACTIV (p< 0.001) or ACTIV conditions (p = 0.02) for participants with low lesions. Text input speed was significantly higher in the ACTIV than in the NOT_ACTIV (p = 0.002) or WITHOUT (p < 0.001) conditions for participants with high lesions. Use of word prediction software with the activation of frequency of use and automatic learning increased text input speed in participants with high-level tetraplegia. For participants with low-level tetraplegia, the use of word prediction software with frequency of use and automatic learning activated only decreased the number of errors. Implications in rehabilitation Access to technology can be difficult for persons with disabilities such as cervical spinal cord injury (SCI). Several methods have been developed to increase text input speed such as word prediction software.This study show that parameter of word prediction software (frequency of use) affected text input speed in persons with cervical SCI and differed according to the level of the lesion. • For persons with high-level lesion, our results suggest that this parameter must be activated so that text input speed is increased. • For persons with low lesion group, this parameter must be activated so that the numbers of errors are decreased. • In all cases, the activation of the parameter of frequency of use is essential in order to improve the efficiency of the word prediction software. • Health-related professionals should use these results in their clinical practice for better results and therefore better patients 'satisfaction.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/16266937','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/16266937"><span>Safety and economic impacts of photo radar program.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Chen, Greg</p> <p>2005-12-01</p> <p>Unsafe speed is one of the major traffic safety challenges facing motorized nations. In 2003, unsafe speed contributed to 31 percent of all fatal collisions, causing a loss of 13,380 lives in the United States alone. The economic impact of speeding is tremendous. According to NHTSA, the cost of unsafe speed related collisions to the American society exceeds 40 billion US dollars per year. In response, automated photo radar speed enforcement programs have been implemented in many countries. This study assesses the economic impacts of a large-scale photo radar program in British Columbia. The knowledge generated from this study could inform policy makers and project managers in making informed decisions with regard to this highly effective and efficient, yet very controversial program. This study establishes speed and safety effects of photo radar programs by summarizing two physical impact investigations in British Columbia. It then conducts a cost-benefit analysis to assess the program's economic impacts. The cost-benefit analysis takes into account both societal and funding agency's perspectives. It includes a comprehensive account of major impacts. It uses willingness to pay principle to value human lives saved and injuries avoided. It incorporates an extended sensitivity analysis to quantify the robustness of base case conclusions. The study reveals an annual net benefit of approximately 114 million in year 2001 Canadian dollars to British Columbians. The study also finds a net annual saving of over 38 million Canadian dollars for the Insurance Corporation of British Columbia (ICBC) that funded the program. These results are robust under almost all alternative scenarios tested. The only circumstance under which the net benefit of the program turns negative is when the real safety effects were one standard deviation below the estimated values, which is possible but highly unlikely. Automated photo radar traffic safety enforcement can be an effective and efficient means to manage traffic speed, reduce collisions and injuries, and combat the huge resulting economic burden to society. The cost-effectiveness of the program takes on special meaning and urgency when considering the present and future government funding constraints. The application of the program, however, should be planned and implemented with caution. Every effort should be made to focus on and to promote the program on safety improvement grounds. The program can be easily terminated because of political considerations, if the public perceives it as a cash cow to enhance government revenue.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4474480','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4474480"><span>Impact of Gait Speed and Instrumental Activities of Daily Living on All-Cause Mortality in Adults ≥65 Years of Age with Heart Failure</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Lo, Alexander X.; Donnelly, John P.; McGwin, Gerald; Bittner, Vera; Ahmed, Ali; Brown, Cynthia J.</p> <p>2015-01-01</p> <p>Mobility and function are important predictors of survival. However, their combined impact on mortality in adults ≥65 years of age with heart failure (HF) is not well understood. This study examined the role of gait speed and instrumental activities of daily living (IADL) in all-cause mortality in a cohort of 1,119 community-dwelling Cardiovascular Health Study participants ≥65 years of age with incident HF. Data on HF and mortality were collected through annual examinations or contact during the 10-year follow-up period. Slower gait speed (<0.8m/s vs. ≥0.8m/s) and IADL impairment (≥1 vs. 0 areas of dependence) were determined from baseline and follow-up assessments. A total of 740 (66%) of the 1119 participants died during the follow-up period. Multivariate Cox proportional hazards models showed that impairments in either gait speed (hazard ratio 1.37, 95% CI 1.10-1.70; p=0.004) or IADL (HR 1.56, 95% CI 1.29-1.89; p<0.001), measured within 1 year before the diagnosis of incident HF, were independently associated with mortality, adjusting for socio-demographic and clinical characteristics. The combined presence of slower gait speed and IADL impairment was associated with a greater risk of mortality and suggested an additive relationship between gait speed and IADL. In conclusion, gait speed and IADL are important risk factors for mortality in adults ≥65 years of age with HF, but the combined impairments of both gait speed and IADL can have an especially important impact on mortality. PMID:25655868</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/20446839','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/20446839"><span>A description of shock attenuation for children running.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Mercer, John A; Dufek, Janet S; Mangus, Brent C; Rubley, Mack D; Bhanot, Kunal; Aldridge, Jennifer M</p> <p>2010-01-01</p> <p>A growing number of children are participating in organized sport activities, resulting in a concomitant increase in lower extremity injuries. Little is known about the impact generated when children are running or how this impact is attenuated in child runners. To describe shock attenuation characteristics for children running at different speeds on a treadmill and at a single speed over ground. Prospective cohort study. Biomechanics laboratory. Eleven boys (age = 10.5 +/- 0.9 years, height = 143.7 +/- 8.3 cm, mass = 39.4 +/- 10.9 kg) and 7 girls (age = 9.9 +/- 1.1 years, height = 136.2 +/- 7.7 cm, mass = 35.1 +/- 9.6 kg) participated. Participants completed 4 running conditions, including 3 treadmill (TM) running speeds (preferred, fast [0.5 m/s more than preferred], and slow [0.5 m/s less than preferred]) and 1 overground (OG) running speed. We measured leg peak impact acceleration (LgPk), head peak impact acceleration (HdPk), and shock attenuation (ratio of LgPk to HdPk). Shock attenuation (F(2,16) = 4.80, P = .01) was influenced by the interaction of speed and sex. Shock attenuation increased across speeds (slow, preferred, fast) for boys (P < .05) but not for girls (P > .05). Both LgPk (F(1,16) = 5.04, P = .04) and HdPk (F(1,16) = 6.04, P = .03) were different across speeds, and both were greater for girls than for boys. None of the dependent variables were influenced by the interaction of setting (TM, OG) and sex (P >or= .05). Shock attenuation (F(1,16) = 33.51, P < .001) and LgPk (F(1,16) = 31.54, P < .001) were different between TM and OG, and each was greater when running OG than on the TM, regardless of sex. Shock attenuation was between 66% and 76% for children running under a variety of conditions. Girls had greater peak impact accelerations at the leg and head levels than boys but achieved similar shock attenuation. We do not know how these shock attenuation characteristics are related to overuse injuries.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2011AGUFMGC51J..03K','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2011AGUFMGC51J..03K"><span>On the use of QuikSCAT data for assessing wind energy resources</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Karagali, I.; Peña, A.; Hahmann, A. N.; Hasager, C.; Badger, M.</p> <p>2011-12-01</p> <p>As the land space suitable for wind turbine installations becomes saturated, the focus is on offshore sites. Advantages of such a transition include increased power production, smaller environmental and social impact and extended availability of prospective areas. Until recently installation of wind turbines was limited in coastal areas. Nowadays, the search for suitable sites is extended beyond shallow waters, in locations far offshore where available measurements of various environmental parameters are limited. Space-borne observations are ideal due to their global spatial coverage, providing information where in-situ measurements are impracticable. The most widely used satellite observations for wind vector information are obtained by scatterometers; active radars that relate radiation backscattered from the sea surface to wind. SeaWinds, the scatterometer on board the QuikSCAT platform, launched by NASA in 1999 provided information with global coverage until 2009. The potential use of this 10-year long dataset is evaluated in the present study for the characterization of wind resources in the North and Baltic Seas, where most of Europe's offshore wind farms are located. Long-term QuikSCAT data have been extensively and positively validated in open ocean and in enclosed seas. In the present study QuikSCAT rain-free observations are compared with in-situ observations from three locations in the North Sea. As the remotely sensed observations refer to neutral atmospheric stratification, the impact of stability is assessed. Mean wind characteristics along with the Weibull A and k parameters are estimated in order to obtain information regarding the variation of wind. The numerical weather prediction (NWP) model WRF (Weather Research & Forecasting) is used for comparisons against QuikSCAT. Surface winds derived from long-term WRF simulations are compared against QuikSCAT data to evaluate differences in the spatial extend. Preliminary results indicate very good agreement between satellite and in-situ observations. The mean annual wind speed at 10 meters above the sea surface is found significantly higher in the North Sea when compared to the Baltic Sea. Strong lee effects on the 10m wind speeds are observed, in particular the reduced wind speed on the east side of the British Isles as opposed to the west coast of Denmark. An intense flow channelling in the English Channel and the Baltic Sea is highlighted, along with various other effects. Comparisons between WRF and QuikSCAT show biases in the order of 0.4 m/s or lower in extended spatial scales. Higher negative biases, indicating higher QuikSCAT wind speed than the WRF-derived, are observed mainly in coastal areas where representativeness errors due to surface roughness changes are significant.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017DPS....4940406H','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017DPS....4940406H"><span>The effects of interplanetary dust impacts on the accumulation of volatiles in the lunar permanently shadowed regions</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Horanyi, Mihaly; Szalay, Jamey</p> <p>2017-10-01</p> <p>The lunar regolith has been formed, and remains continually reworked, by the intermitten impacts of comets, asteroids, meteoroids, and the continual bombardment by interplanetary dust particles (IDP). Thick atmospheres protect Venus, Earth, and Mars, ablating the incoming IDPs into “shooting stars” that rarely reach the surface. However, the surfaces of airless bodies near 1 AU are directly exposed to the high-speed (>> 1 km/s) IDP impacts. The Moon is expected to be bombarded by 5x103 kg/day of IDPs arriving with a characteristic speed of ~ 20 km/s. The IDP sources impacting the Moon at high latitudes remain largely uncharacterized due to the lack of optical and radar observations in the polar regions on Earth. These high latitude sources have very large impact speeds in the range of 30 < v < 50 km/ hence they are expected to have a significant effect on the lunar surface, including the removal and burial of volatile deposits in the lunar polar regions.Water is thought to be continually delivered to the Moon through geological timescales by water-bearing comets and asteroids, and produced continuously in situ by the impacts of solar wind protons of oxygen rich minerals exposed on the surface. IDPs are an unlikely source of water due to their long UV exposure in the inner solar system, but their high-speed impacts can mobilize secondary ejecta dust particles, atoms and molecules, some with high-enough speed to escape the Moon. Other surface processes that can lead to mobilization, transport and loss of water molecules and other volatiles include solar heating, photochemical processes, and solar wind sputtering. Since none of these are at work in permanently shadowed regions (PSR), dust impacts remain the dominant process to dictate the evolution of volatiles in PSRs. The competing effects of dust impacts are: a) ejecta production leading to loss out of a PSR; b) gardening and overturning the regolith; and c) the possible accumulation of impact ejecta, leading to the burial of the volatiles. This talk will summarize the expected effects of dust impacts on volatile accumulation in the lunar PSRs based on theoretical models, recent laboratory results, and observations by the LADEE spacecraft.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://www.dtic.mil/docs/citations/AD1032566','DTIC-ST'); return false;" href="http://www.dtic.mil/docs/citations/AD1032566"><span>DETERMINATION OF THE SPEED OF SOUND ALONG THE HUGONIOT IN A SHOCKED MATERIAL</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.dtic.mil/">DTIC Science & Technology</a></p> <p></p> <p>2017-04-25</p> <p>correctly predict higher speeds of sound for the higher energy shocked states. The approximations of higher shock pressures diverge progressively...List 11 FIGURES 1 Copper Hugoniot pressure-specific volume plane 4 2 Copper Hugoniot energy -specific volume plane 4 3 Comparison between rate of...volume and energy are being used. = (, ) Then by the chain rule: = | + | Dividing by dv</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=5198812','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=5198812"><span>Prolonged self-paced exercise in the heat – environmental factors affecting performance</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Junge, Nicklas; Jørgensen, Rasmus; Flouris, Andreas D.; Nybo, Lars</p> <p>2016-01-01</p> <p>ABSTRACT In this review we examine how self-paced performance is affected by environmental heat stress factors during cycling time trial performance as well as considering the effects of exercise mode and heat acclimatization. Mean power output during prolonged cycling time trials in the heat (≥30°C) was on average reduced by 15% in the 14 studies that fulfilled the inclusion criteria. Ambient temperature per se was a poor predictor of the integrated environmental heat stress and 2 of the prevailing heat stress indices (WBGT and UTCI) failed to predict the environmental influence on performance. The weighing of wind speed appears to be too low for predicting the effect for cycling in trained acclimatized subjects, where performance may be maintained in outdoor time trials at ambient temperatures as high as 36°C (36°C UTCI; 28°C WBGT). Power output during indoor trials may also be maintained with temperatures up to at least 27°C when humidity is modest and wind speed matches the movement speed generated during outdoor cycling, whereas marked reductions are observed when air movement is minimal. For running, representing an exercise mode with lower movement speed and higher heat production for a given metabolic rate, it appears that endurance is affected even at much lower ambient temperatures. On this basis we conclude that environmental heat stress impacts self-paced endurance performance. However, the effect is markedly modified by acclimatization status and exercise mode, as the wind generated by the exercise (movement speed) or the environment (natural or fan air movement) exerts a strong influence. PMID:28090557</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_16");'>16</a></li> <li><a href="#" onclick='return showDiv("page_17");'>17</a></li> <li class="active"><span>18</span></li> <li><a href="#" onclick='return showDiv("page_19");'>19</a></li> <li><a href="#" onclick='return showDiv("page_20");'>20</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_18 --> <div id="page_19" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_17");'>17</a></li> <li><a href="#" onclick='return showDiv("page_18");'>18</a></li> <li class="active"><span>19</span></li> <li><a href="#" onclick='return showDiv("page_20");'>20</a></li> <li><a href="#" onclick='return showDiv("page_21");'>21</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="361"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/23973354','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/23973354"><span>Comparative analysis of speed's impact on muscle demands during partial body weight support motor-assisted elliptical training.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Burnfield, Judith M; Irons, Sonya L; Buster, Thad W; Taylor, Adam P; Hildner, Gretchen A; Shu, Yu</p> <p>2014-01-01</p> <p>Individuals with walking limitations often experience challenges engaging in functionally relevant exercise. An adapted elliptical trainer (motor to assist pedal movement, integrated body weight harness, ramps/stairs, and grab rails) has been developed to help individuals with physical disabilities and chronic conditions regain/retain walking capacity and fitness. However, limited published studies are available to guide therapeutic interventions. This repeated measures study examined the influence of motor-assisted elliptical training speed on lower extremity muscle demands at four body weight support (BWS) levels commonly used therapeutically for walking. Electromyography (EMG) and pedal trajectory data were recorded as ten individuals without known disability used the motor-assisted elliptical trainer at three speeds [20,40, 60 revolutions per minute (RPM)] during each BWS level (0%, 20%, 40%, 60%). Overall, the EMG activity (peak, mean, duration) in key stabilizer muscles (i.e., gluteus medius, gluteus maximus, vastus lateralis, medial gastrocnemius and soleus) recorded at 60 RPM exceeded those at 40 RPM, which were higher than values at 20 RPM in all but three situations (gluteus medius mean at 0% BWS, vastus lateralis mean at 20% BWS, soleus duration at 40% BWS); however, these differences did not always achieve statistical significance. Slower motor-assisted speeds can be used to accommodate weakness of gluteus medius, gluteus maximus, vastus lateralis, medial gastrocnemius and soleus. As strength improves, training at faster motor-assisted speeds may provide a means to progressively challenge key lower extremity stabilizers. Copyright © 2013 Elsevier B.V. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016Icar..271...57C','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016Icar..271...57C"><span>Characterizing the original ejection velocity field of the Koronis family</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Carruba, V.; Nesvorný, D.; Aljbaae, S.</p> <p>2016-06-01</p> <p>An asteroid family forms as a result of a collision between an impactor and a parent body. The fragments with ejection speeds higher than the escape velocity from the parent body can escape its gravitational pull. The cloud of escaping debris can be identified by the proximity of orbits in proper element, or frequency, domains. Obtaining estimates of the original ejection speed can provide valuable constraints on the physical processes occurring during collision, and used to calibrate impact simulations. Unfortunately, proper elements of asteroids families are modified by gravitational and non-gravitational effects, such as resonant dynamics, encounters with massive bodies, and the Yarkovsky effect, such that information on the original ejection speeds is often lost, especially for older, more evolved families. It has been recently suggested that the distribution in proper inclination of the Koronis family may have not been significantly perturbed by local dynamics, and that information on the component of the ejection velocity that is perpendicular to the orbital plane (vW), may still be available, at least in part. In this work we estimate the magnitude of the original ejection velocity speeds of Koronis members using the observed distribution in proper eccentricity and inclination, and accounting for the spread caused by dynamical effects. Our results show that (i) the spread in the original ejection speeds is, to within a 15% error, inversely proportional to the fragment size, and (ii) the minimum ejection velocity is of the order of 50 m/s, with larger values possible depending on the orbital configuration at the break-up.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28596126','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28596126"><span>Reaction time, processing speed and sustained attention in schizophrenia: impact on social functioning.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Lahera, Guillermo; Ruiz, Alicia; Brañas, Antía; Vicens, María; Orozco, Arantxa</p> <p></p> <p>Previous studies have linked processing speed with social cognition and functioning of patients with schizophrenia. A discriminant analysis is needed to determine the different components of this neuropsychological construct. This paper analyzes the impact of processing speed, reaction time and sustained attention on social functioning. 98 outpatients between 18 and 65 with DSM-5 diagnosis of schizophrenia, with a period of 3 months of clinical stability, were recruited. Sociodemographic and clinical data were collected, and the following variables were measured: processing speed (Trail Making Test [TMT], symbol coding [BACS], verbal fluency), simple and elective reaction time, sustained attention, recognition of facial emotions and global functioning. Processing speed (measured only through the BACS), sustained attention (CPT) and elective reaction time (but not simple) were associated with functioning. Recognizing facial emotions (FEIT) correlated significantly with scores on measures of processing speed (BACS, Animals, TMT), sustained attention (CPT) and reaction time. The linear regression model showed a significant relationship between functioning, emotion recognition (P=.015) and processing speed (P=.029). A deficit in processing speed and facial emotion recognition are associated with worse global functioning in patients with schizophrenia. Copyright © 2017 SEP y SEPB. Publicado por Elsevier España, S.L.U. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2008IJMPB..22.1766Y','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2008IJMPB..22.1766Y"><span>The Effectiveness of the Component Impact Test Method for the Side Impact Injury Assessment of the Door Trim</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Youn, Younghan; Koo, Jeong-Seo</p> <p></p> <p>The complete evaluation of the side vehicle structure and the occupant protection is only possible by means of the full scale side impact crash test. But, auto part manufacturers such as door trim makers can not conduct the test especially when the vehicle is under the developing process. The main objective of this study is to obtain the design guidelines by a simple component level impact test. The relationship between the target absorption energy and impactor speed were examined using the energy absorbed by the door trim. Since each different vehicle type required different energy levels on the door trim. A simple impact test method was developed to estimate abdominal injury by measuring reaction force of the impactor. The reaction force will be converted to a certain level of the energy by the proposed formula. The target of absorption energy for door trim only and the impact speed of simple impactor are derived theoretically based on the conservation of energy. With calculated speed of dummy and the effective mass of abdomen, the energy allocated in the abdomen area of door trim was calculated. The impactor speed can be calculated based on the equivalent energy of door trim absorbed during the full crash test. With the proposed design procedure for the door trim by a simple impact test method was demonstrated to evaluate the abdominal injury. This paper describes a study that was conducted to determine sensitivity of several design factors for reducing abdominal injury values using the matrix of orthogonal array method. In conclusion, with theoretical considerations and empirical test data, the main objective, standardization of door trim design using the simple impact test method was established.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4607938','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4607938"><span>Effects of Stretching Speed on Mechanical Rupture of Phospholipid/Cholesterol Bilayers: Molecular Dynamics Simulation</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Shigematsu, Taiki; Koshiyama, Kenichiro; Wada, Shigeo</p> <p>2015-01-01</p> <p>Rupture of biological cell membrane under mechanical stresses is critical for cell viability. It is triggered by local rearrangements of membrane molecules. We investigated the effects of stretching speed on mechanical rupture of phospholipid/cholesterol bilayers using unsteady molecular dynamics simulations. We focused on pore formation, the trigger of rupture, in a 40 mol% cholesterol-including bilayer. The unsteady stretching was modeled by proportional and temporal scaling of atom positions at stretching speeds from 0.025 to 30 m/s. The effects of the stretching speed on the critical areal strain, where the pore forms, is composed of two regimes. At low speeds (<1.0 m/s), the critical areal strain is insensitive to speed, whereas it significantly increases at higher speeds. Also, the strain is larger than that of a pure bilayer, regardless of the stretching speeds, which qualitatively agrees with available experimental data. Transient recovery of the cholesterol and phospholipid molecular orientations was evident at lower speeds, suggesting the formation of a stretch-induced interdigitated gel-like phase. However, this recovery was not confirmed at higher speeds or for the pure bilayer. The different responses of the molecular orientations may help explain the two regimes for the effect of stretching speed on pore formation. PMID:26471872</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=20040065784&hterms=migration&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D50%26Ntt%3Dmigration','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=20040065784&hterms=migration&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D50%26Ntt%3Dmigration"><span>Migration of the Cratering Flow-Field Center with Implications for Scaling Oblique Impacts</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Anderson, J. L. B.; Schultz, P. H.; Heineck, J. T.</p> <p>2004-01-01</p> <p>Crater-scaling relationships are used to predict many cratering phenomena such as final crater diameter and ejection speeds. Such nondimensional relationships are commonly determined from experimental impact and explosion data. Almost without exception, these crater-scaling relationships have used data from vertical impacts (90 deg. to the horizontal). The majority of impact craters, however, form by impacts at angles near 45 deg. to the horizontal. While even low impact angles result in relatively circular craters in sand targets, the effects of impact angle have been shown to extend well into the excavation stage of crater growth. Thus, the scaling of oblique impacts needs to be investigated more thoroughly in order to quantify fully how impact angle affects ejection speed and angle. In this study, ejection parameters from vertical (90 deg.) and 30 deg. oblique impacts are measured using three-dimensional particle image velocimetry (3D PIV) at the NASA Ames Vertical Gun Range (AVGR). The primary goal is to determine the horizontal migration of the cratering flow-field center (FFC). The location of the FFC at the time of ejection controls the scaling of oblique impacts. For vertical impacts the FFC coincides with the impact point (IP) and the crater center (CC). Oblique impacts reflect a more complex, horizontally migrating flow-field. A single, stationary point-source model cannot be used accurately to describe the evolution of the ejection angles from oblique impacts. The ejection speeds for oblique impacts also do not follow standard scaling relationships. The migration of the FFC needs to be understood and incorporated into any revised scaling relationships.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/29357507','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/29357507"><span>Reinventing the wheel: comparison of two wheel cage styles for assessing mouse voluntary running activity.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Seward, T; Harfmann, B D; Esser, K A; Schroder, E A</p> <p>2018-04-01</p> <p>Voluntary wheel cage assessment of mouse activity is commonly employed in exercise and behavioral research. Currently, no standardization for wheel cages exists resulting in an inability to compare results among data from different laboratories. The purpose of this study was to determine whether the distance run or average speed data differ depending on the use of two commonly used commercially available wheel cage systems. Two different wheel cages with structurally similar but functionally different wheels (electromechanical switch vs. magnetic switch) were compared side-by-side to measure wheel running data differences. Other variables, including enrichment and cage location, were also tested to assess potential impacts on the running wheel data. We found that cages with the electromechanical switch had greater inherent wheel resistance and consistently led to greater running distance per day and higher average running speed. Mice rapidly, within 1-2 days, adapted their running behavior to the type of experimental switch used, suggesting these running differences are more behavioral than due to intrinsic musculoskeletal, cardiovascular, or metabolic limits. The presence of enrichment or location of the cage had no detectable impact on voluntary wheel running. These results demonstrate that mice run differing amounts depending on the type of cage and switch mechanism used and thus investigators need to report wheel cage type/wheel resistance and use caution when interpreting distance/speed run across studies. NEW & NOTEWORTHY The results of this study highlight that mice will run different distances per day and average speed based on the inherent resistance present in the switch mechanism used to record data. Rapid changes in running behavior for the same mouse in the different cages demonstrate that a strong behavioral factor contributes to classic exercise outcomes in mice. Caution needs to be taken when interpreting mouse voluntary wheel running activity to include potential behavioral input and physiological parameters.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=5256944','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=5256944"><span>Jump-Squat and Half-Squat Exercises: Selective Influences on Speed-Power Performance of Elite Rugby Sevens Players</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Loturco, Irineu; Pereira, Lucas A.; Moraes, José E.; Kitamura, Katia; Cal Abad, César C.; Kobal, Ronaldo; Nakamura, Fábio Y.</p> <p>2017-01-01</p> <p>The aim of this study was to evaluate the relation between the maximum mean propulsive power (MPP) obtained in the loaded jump squat (JS) and half squat (HS) exercises and functional performances in vertical jumps, 40 m linear speed (VEL) and change-of-direction (COD) tests, using the median split technique. Twenty-two male rugby sevens players from the Brazilian National Olympic Team (Rio-2016) performed vertical jumping tests (squat and countermovement jumps [SJ and CMJ]), JS and HS exercises, COD speed test and sprinting velocity in 40 m, in this order. Based on the results of the MPP in the JS and HS exercises the participants were divided, using the median split, into four groups as follows: higher JS, lower JS, higher HS, and lower HS. Between-group differences in the functional tasks were detected via magnitude-based inferences. The athletes with higher MPP in the JS were capable of jumping higher and sprinting faster (including the COD speed test) than their weaker counterparts. This pattern was not observed in the HS exercise. To conclude, JS was shown to be more connected to sprinting, COD speed and jumping abilities than HS in elite rugby sevens players and should be preferred for assessing and possibly training elite athletes needing to improve speed-power related abilities. PMID:28114431</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28114431','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28114431"><span>Jump-Squat and Half-Squat Exercises: Selective Influences on Speed-Power Performance of Elite Rugby Sevens Players.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Loturco, Irineu; Pereira, Lucas A; Moraes, José E; Kitamura, Katia; Cal Abad, César C; Kobal, Ronaldo; Nakamura, Fábio Y</p> <p>2017-01-01</p> <p>The aim of this study was to evaluate the relation between the maximum mean propulsive power (MPP) obtained in the loaded jump squat (JS) and half squat (HS) exercises and functional performances in vertical jumps, 40 m linear speed (VEL) and change-of-direction (COD) tests, using the median split technique. Twenty-two male rugby sevens players from the Brazilian National Olympic Team (Rio-2016) performed vertical jumping tests (squat and countermovement jumps [SJ and CMJ]), JS and HS exercises, COD speed test and sprinting velocity in 40 m, in this order. Based on the results of the MPP in the JS and HS exercises the participants were divided, using the median split, into four groups as follows: higher JS, lower JS, higher HS, and lower HS. Between-group differences in the functional tasks were detected via magnitude-based inferences. The athletes with higher MPP in the JS were capable of jumping higher and sprinting faster (including the COD speed test) than their weaker counterparts. This pattern was not observed in the HS exercise. To conclude, JS was shown to be more connected to sprinting, COD speed and jumping abilities than HS in elite rugby sevens players and should be preferred for assessing and possibly training elite athletes needing to improve speed-power related abilities.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/29248315','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/29248315"><span>On-eye breakage and recovery of mini-scleral contact lens without compromise for the ocular surface.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Macedo-de-Araújo, Rute J; van der Worp, Eef; González-Méijome, José M</p> <p>2018-06-01</p> <p>To report the on-eye breakage of a mini-scleral contact lens in a healthy cornea after being hit by a speeding object, without causing any severe corneal damage. A 24-year-old Caucasian male involved in a clinical study reported the in situ breakage of a mini-scleral contact lens during motorbike maintenance. The patient reported eye redness and irritation that significantly decreased after all the pieces of the lens were recovered from the eye. Ocular examinations within 48 h showed absence of corneal damage other than superficial punctate keratitis inferiorly and no fragments of the lens were found in the conjunctival sac. The patient was wearing a 15.2 mm mini-scleral lens in a high Dk material. The evolution of rigid materials towards higher Dk values has resulted in a decreased hardness and modulus values, so these materials are more elastic when subjected to mechanical stress, which could be a beneficial aspect in absorbing the energy of an impact before breaking in pieces. This case report shows that ScCL could have a protective effect to the corneal surface from the direct impact of a high-speed object. Mechanical material properties, wide supporting area and post-lens tear volume acted as protective factors helping to absorb and distribute the kinetic energy of the impacting object. Copyright © 2017 British Contact Lens Association. Published by Elsevier Ltd. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20000011601','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20000011601"><span>Taxiing, Take-Off, and Landing Simulation of the High Speed Civil Transport Aircraft</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Reaves, Mercedes C.; Horta, Lucas G.</p> <p>1999-01-01</p> <p>The aircraft industry jointly with NASA is studying enabling technologies for higher speed, longer range aircraft configurations. Higher speeds, higher temperatures, and aerodynamics are driving these newer aircraft configurations towards long, slender, flexible fuselages. Aircraft response during ground operations, although often overlooked, is a concern due to the increased fuselage flexibility. This paper discusses modeling and simulation of the High Speed Civil Transport aircraft during taxiing, take-off, and landing. Finite element models of the airframe for various configurations are used and combined with nonlinear landing gear models to provide a simulation tool to study responses to different ground input conditions. A commercial computer simulation program is used to numerically integrate the equations of motion and to compute estimates of the responses using an existing runway profile. Results show aircraft responses exceeding safe acceptable human response levels.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/26170261','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/26170261"><span>The impact of command signal power distribution, processing delays, and speed scaling on neurally-controlled devices.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Marathe, A R; Taylor, D M</p> <p>2015-08-01</p> <p>Decoding algorithms for brain-machine interfacing (BMI) are typically only optimized to reduce the magnitude of decoding errors. Our goal was to systematically quantify how four characteristics of BMI command signals impact closed-loop performance: (1) error magnitude, (2) distribution of different frequency components in the decoding errors, (3) processing delays, and (4) command gain. To systematically evaluate these different command features and their interactions, we used a closed-loop BMI simulator where human subjects used their own wrist movements to command the motion of a cursor to targets on a computer screen. Random noise with three different power distributions and four different relative magnitudes was added to the ongoing cursor motion in real time to simulate imperfect decoding. These error characteristics were tested with four different visual feedback delays and two velocity gains. Participants had significantly more trouble correcting for errors with a larger proportion of low-frequency, slow-time-varying components than they did with jittery, higher-frequency errors, even when the error magnitudes were equivalent. When errors were present, a movement delay often increased the time needed to complete the movement by an order of magnitude more than the delay itself. Scaling down the overall speed of the velocity command can actually speed up target acquisition time when low-frequency errors and delays are present. This study is the first to systematically evaluate how the combination of these four key command signal features (including the relatively-unexplored error power distribution) and their interactions impact closed-loop performance independent of any specific decoding method. The equations we derive relating closed-loop movement performance to these command characteristics can provide guidance on how best to balance these different factors when designing BMI systems. The equations reported here also provide an efficient way to compare a diverse range of decoding options offline.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2015JNEng..12d6031M','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2015JNEng..12d6031M"><span>The impact of command signal power distribution, processing delays, and speed scaling on neurally-controlled devices</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Marathe, A. R.; Taylor, D. M.</p> <p>2015-08-01</p> <p>Objective. Decoding algorithms for brain-machine interfacing (BMI) are typically only optimized to reduce the magnitude of decoding errors. Our goal was to systematically quantify how four characteristics of BMI command signals impact closed-loop performance: (1) error magnitude, (2) distribution of different frequency components in the decoding errors, (3) processing delays, and (4) command gain. Approach. To systematically evaluate these different command features and their interactions, we used a closed-loop BMI simulator where human subjects used their own wrist movements to command the motion of a cursor to targets on a computer screen. Random noise with three different power distributions and four different relative magnitudes was added to the ongoing cursor motion in real time to simulate imperfect decoding. These error characteristics were tested with four different visual feedback delays and two velocity gains. Main results. Participants had significantly more trouble correcting for errors with a larger proportion of low-frequency, slow-time-varying components than they did with jittery, higher-frequency errors, even when the error magnitudes were equivalent. When errors were present, a movement delay often increased the time needed to complete the movement by an order of magnitude more than the delay itself. Scaling down the overall speed of the velocity command can actually speed up target acquisition time when low-frequency errors and delays are present. Significance. This study is the first to systematically evaluate how the combination of these four key command signal features (including the relatively-unexplored error power distribution) and their interactions impact closed-loop performance independent of any specific decoding method. The equations we derive relating closed-loop movement performance to these command characteristics can provide guidance on how best to balance these different factors when designing BMI systems. The equations reported here also provide an efficient way to compare a diverse range of decoding options offline.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017JInst..12C2021H','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017JInst..12C2021H"><span>Improving radiation hardness in space-based Charge-Coupled Devices through the narrowing of the charge transfer channel</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Hall, D. J.; Skottfelt, J.; Soman, M. R.; Bush, N.; Holland, A.</p> <p>2017-12-01</p> <p>Charge-Coupled Devices (CCDs) have been the detector of choice for imaging and spectroscopy in space missions for several decades, such as those being used for the Euclid VIS instrument and baselined for the SMILE SXI. Despite the many positive properties of CCDs, such as the high quantum efficiency and low noise, when used in a space environment the detectors suffer damage from the often-harsh radiation environment. High energy particles can create defects in the silicon lattice which act to trap the signal electrons being transferred through the device, reducing the signal measured and effectively increasing the noise. We can reduce the impact of radiation on the devices through four key methods: increased radiation shielding, device design considerations, optimisation of operating conditions, and image correction. Here, we concentrate on device design operations, investigating the impact of narrowing the charge-transfer channel in the device with the aim of minimising the impact of traps during readout. Previous studies for the Euclid VIS instrument considered two devices, the e2v CCD204 and CCD273, the serial register of the former having a 50 μm channel and the latter having a 20 μm channel. The reduction in channel width was previously modelled to give an approximate 1.6× reduction in charge storage volume, verified experimentally to have a reduction in charge transfer inefficiency of 1.7×. The methods used to simulate the reduction approximated the charge cloud to a sharp-edged volume within which the probability of capture by traps was 100%. For high signals and slow readout speeds, this is a reasonable approximation. However, for low signals and higher readout speeds, the approximation falls short. Here we discuss a new method of simulating and calculating charge storage variations with device design changes, considering the absolute probability of capture across the pixel, bringing validity to all signal sizes and readout speeds. Using this method, we can optimise the device design to suffer minimum impact from radiation damage effects, here using detector development for the SMILE mission to demonstrate the process.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/24787714','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/24787714"><span>Relationship between working hours and power of attention, memory, fatigue, depression and self-efficacy one year after diagnosis of clinically isolated syndrome and relapsing remitting multiple sclerosis.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Jongen, Peter Joseph; Wesnes, Keith; van Geel, Björn; Pop, Paul; Sanders, Evert; Schrijver, Hans; Visser, Leo H; Gilhuis, H Jacobus; Sinnige, Ludovicus G; Brands, Augustina M</p> <p>2014-01-01</p> <p>The role of cognitive domain dysfunction with respect to vocational changes in persons with Clinically Isolated Syndrome (CIS) and early Relapsing Remitting Multiple Sclerosis (eRRMS) is insufficiently known. We investigated thirty-three patients--14 CIS, 19 eRRMS -, mean (standard deviation [SD]) time since diagnosis 13.5 (4.8) months and mean (SD) Expanded Disability Status Scale (EDSS) score 1.3 (1.1). Patients were assessed on the CDR System, a set of automated tests of cognitive function, which yielded scores for Power of Attention (ms), Continuity of Attention (#), Working Memory (SI), Episodic Memory (#) and Speed of Memory (ms). Work-related items and the confounding variables fatigue, depression, disease impact and self-efficacy, were assessed by self-report questionnaires. Patients had poorer Power of Attention compared to normative data (1187 [161.5] vs. 1070 [98.6]; P<0.0001) and slower Speed of Memory (4043 [830.6]) vs. 2937 [586.1]; P<0.0001). Power of Attention (Pearson r = -0.42; P<0.04), Working Memory (r = 0.42; P<0.04) and depression r = -0.41; P<0.05) correlated with number of days worked per week. Fatigue (r = -0.56; P<0.005), self-efficacy (r = 0.56; P<0.005) and disease impact (r = -0.46; P<0.05) correlated with number of hours worked per week. Persons who wished to work less had poorer Power of Attention (1247 vs. 1116 ms; P<0.02), those who wished to change job had poorer Episodic Memory (1.35 vs. 1.57; p<0.03). People who reduced working hours within 12 months after diagnosis had higher fatigue and disease impact, and lower self-efficacy. The findings of this pilot study indicate that one year after the diagnosis of CIS and RRMS Power of Attention and Speed of Memory are reduced, that Power of Attention and Memory are associated with a capability of working less hours, and that fatigue, depression and disease impact may negatively, and self-efficacy positively affect working hours.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19940008840','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19940008840"><span>Visual cueing aids for rotorcraft landings</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Johnson, Walter W.; Andre, Anthony D.</p> <p>1993-01-01</p> <p>The present study used a rotorcraft simulator to examine descents-to-hover at landing pads with one of three approach lighting configurations. The impact of simulator platform motion upon descents to hover was also examined. The results showed that the configuration with the most useful optical information led to the slowest final approach speeds, and that pilots found this configuration, together with the presence of simulator platform motion, most desirable. The results also showed that platform motion led to higher rates of approach to the landing pad in some cases. Implications of the results for the design of vertiport approach paths are discussed.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2005JOSAA..22.2269R','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2005JOSAA..22.2269R"><span>Psychophysical estimation of speed discrimination. II. Aging effects</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Raghuram, Aparna; Lakshminarayanan, Vasudevan; Khanna, Ritu</p> <p>2005-10-01</p> <p>We studied the effects of aging on a speed discrimination task using a pair of first-order drifting luminance gratings. Two reference speeds of 2 and 8 deg/s were presented at stimulus durations of 500 ms and 1000 ms. The choice of stimulus parameters, etc., was determined in preliminary experiments and described in Part I. Thresholds were estimated using a two-alternative-forced-choice staircase methodology. Data were collected from 16 younger subjects (mean age 24 years) and 17 older subjects (mean age 71 years). Results showed that thresholds for speed discrimination were higher for the older age group. This was especially true at stimulus duration of 500 ms for both slower and faster speeds. This could be attributed to differences in temporal integration of speed with age. Visual acuity and contrast sensitivity were not statistically observed to mediate age differences in the speed discrimination thresholds. Gender differences were observed in the older age group, with older women having higher thresholds.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/1669','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/1669"><span>Literature review on vehicle travel speeds and pedestrian injuries</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>1999-10-01</p> <p>The relationship between vehicle travel speeds and resulting pedestrian injury was reviewed in the literature and in existing data sets. Results indicated that higher vehicle speeds are strongly associated with both a greater likelihood of pedestrian...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/22818821','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/22818821"><span>Experimental assessment of eye protection efficiency against high speed projectiles.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Speck, Alexis; Zelzer, Benedikt; Eppig, Timo; Langenbucher, Achim</p> <p>2013-02-01</p> <p>Work in hazardous zones with the risk of mechanical injuries requires protection with safety spectacles. Mechanical eye injuries with metal foreign bodies are often caused by rotational material machining or production processes with high pressure or high velocity moving parts. Normative regulations restrict to tests with small and fast flying objects (e.g. 6mm ball). The literature does not provide any information about protection capabilities against larger objects with high mass and arbitrary shape. The purpose of this study was to test the protection efficiency of safety spectacles against flying objects. The scope of this paper is to present a new test setup for mechanical impact resistance testing of personal protective eyewear against objects with arbitrary shape and mass. The setup is based on a catapult platform, accelerating a sliding carriage on a rail. A pull rope system allows velocities up to 62±2 m·s(-1). A photo sensor was used for velocity measurement. The carriage can be loaded with projectiles of up to 30mm×30mm×40mm in size with arbitrary orientation, depending on the carriage insert. Testing and validation was done with projectiles such as 7g metal chips and fragments with approximate dimensions of 10mm×15mm. Samples were standard occupational safety spectacles mounted on a test head. The projectile impact was captured with a monochrome high speed camera. The aiming accuracy test showed deviations of approximately 1mm of two impacts on the same spectacle surface with a free flight distance of 150mm. All tests with slow, medium and high speed projectiles showed no contact with the eye medium. Objects with velocities from 10 m·s(-1) to 62 m·s(-1) fired the spectacle off from the test head. The medium speed test cut off one side of the spectacle frame. The high speed test with 62±2 m·s(-1) cracked the polycarbonate shield. We describe a method for accelerating arbitrary objects up to 62 m·s(-1) and for aiming these objects on safety eyewear, mounted on a test head. The setup allows a variety of projectile shapes, orientations and velocities. The accuracy of velocity measurement is ± 2 m·s(-1) for high velocity (< ± 5%). Further studies will address optimization of this setup due to signs of wear and gliding properties of the carriage, wireless ignition and higher velocities. Copyright © 2012. Published by Elsevier GmbH.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/15676451','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/15676451"><span>Metabolic energy demand and optimal walking speed in post-polio subjects with lower limb afflictions.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Ghosh, A K; Ganguli, S; Bose, K S</p> <p>1982-12-01</p> <p>The metabolic demand, using the relationship between speed and energy cost, and the optimal speed of walking, estimated by means of speed and energy cost per unit distance travelled, were studied in 16 post-polio subjects with lower limb affliction and 20 normal subjects with sedentary habits. It was observed that the post-polio subjects consumed higher energy than the normal persons at each walking speed between 0.28 and 1.26 m/s. The optimal speed of walking in post-polio subjects was lower than that of the normal persons and was associated with a higher energy demand per unit distance travelled. It was deduced that the post-polio subjects. not having used any assistive devices for a long time, have acquired severe degrees of disability which not only hindered their normal gait but also demanded extra energy from them.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_17");'>17</a></li> <li><a href="#" onclick='return showDiv("page_18");'>18</a></li> <li class="active"><span>19</span></li> <li><a href="#" onclick='return showDiv("page_20");'>20</a></li> <li><a href="#" onclick='return showDiv("page_21");'>21</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_19 --> <div id="page_20" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_18");'>18</a></li> <li><a href="#" onclick='return showDiv("page_19");'>19</a></li> <li class="active"><span>20</span></li> <li><a href="#" onclick='return showDiv("page_21");'>21</a></li> <li><a href="#" onclick='return showDiv("page_22");'>22</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="381"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/29660561','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/29660561"><span>Cycling injury risk in London: A case-control study exploring the impact of cycle volumes, motor vehicle volumes, and road characteristics including speed limits.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Aldred, Rachel; Goodman, Anna; Gulliver, John; Woodcock, James</p> <p>2018-08-01</p> <p>Cycling injury risk is an important topic, but few studies explore cycling risk in relation to exposure. This is largely because of a lack of exposure data, in other words how much cycling is done at different locations. This paper helps to fill this gap. It reports a case-control study of cycling injuries in London in 2013-2014, using modelled cyclist flow data alongside datasets covering some characteristics of the London route network. A multilevel binary logistic regression model is used to investigate factors associated with injury risk, comparing injury sites with control sites selected using the modelled flow data. Findings provide support for 'safety in numbers': for each increase of a natural logarithmic unit (2.71828) in cycling flows, an 18% decrease in injury odds was found. Conversely, increased motor traffic volume is associated with higher odds of cycling injury, with one logarithmic unit increase associated with a 31% increase in injury odds. Twenty-mile per hour compared with 30mph speed limits were associated with 21% lower injury odds. Residential streets were associated with reduced injury odds, and junctions with substantially higher injury odds. Bus lanes do not affect injury odds once other factors are controlled for. These data suggest that speed limits of 20 mph may reduce cycling injury risk, as may motor traffic reduction. Further, building cycle routes that generate new cycle trips should generate 'safety in numbers' benefits. Copyright © 2018 The Authors. Published by Elsevier Ltd.. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20140011487','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20140011487"><span>Comparison of Raindrop Size Distribution Measurements by Collocated Disdrometers</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Tokay, Ali; Petersen, Walter A.; Gatlin, Patrick; Wingo, Matthew</p> <p>2013-01-01</p> <p>An impact-type Joss-Waldvogel disdrometer (JWD), a two-dimensional video disdrometer (2DVD), and a laser optical OTT Particle Size and Velocity (PARSIVEL) disdrometer (PD) were used to measure the raindrop size distribution (DSD) over a 6-month period in Huntsville, Alabama. Comparisons indicate event rain totals for all three disdrometers that were in reasonable agreement with a reference rain gauge. In a relative sense, hourly composite DSDs revealed that the JWD was more sensitive to small drops (,1 mm), while the PD appeared to severely underestimate small drops less than 0.76mm in diameter. The JWD and 2DVD measured comparable number concentrations of midsize drops (1-3mm) and large drops (3-5 mm), while the PD tended to measure relatively higher drop concentrations at sizes larger than 2.44mm in diameter. This concentration disparity tended to occur when hourly rain rates and drop counts exceeded 2.5mm/h and 400/min, respectively. Based on interactions with the PD manufacturer, the partially inhomogeneous laser beam is considered the cause of the PD drop count overestimation. PD drop fall speeds followed the expected terminal fall speed relationship quite well, while the 2DVD occasionally measured slower drops for diameters larger than 2.4mm, coinciding with events where wind speeds were greater than 4m/s. The underestimation of small drops by the PD had a pronounced effect on the intercept and shape of parameters of gamma-fitted DSDs, while the overestimation of midsize and larger drops resulted in higher mean values for PD integral rain parameters</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.gpo.gov/fdsys/pkg/CFR-2010-title49-vol4/pdf/CFR-2010-title49-vol4-sec213-329.pdf','CFR'); return false;" href="https://www.gpo.gov/fdsys/pkg/CFR-2010-title49-vol4/pdf/CFR-2010-title49-vol4-sec213-329.pdf"><span>49 CFR 213.329 - Curves, elevation and speed limitations.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.gpo.gov/fdsys/browse/collectionCfr.action?selectedYearFrom=2010&page.go=Go">Code of Federal Regulations, 2010 CFR</a></p> <p></p> <p>2010-10-01</p> <p>... 49 Transportation 4 2010-10-01 2010-10-01 false Curves, elevation and speed limitations. 213.329... Higher § 213.329 Curves, elevation and speed limitations. (a) The maximum crosslevel on the outside rail... lower than the inside rail. (b) (1) The maximum allowable operating speed for each curve is determined...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.gpo.gov/fdsys/pkg/CFR-2011-title49-vol4/pdf/CFR-2011-title49-vol4-sec213-329.pdf','CFR2011'); return false;" href="https://www.gpo.gov/fdsys/pkg/CFR-2011-title49-vol4/pdf/CFR-2011-title49-vol4-sec213-329.pdf"><span>49 CFR 213.329 - Curves, elevation and speed limitations.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.gpo.gov/fdsys/browse/collectionCfr.action?selectedYearFrom=2011&page.go=Go">Code of Federal Regulations, 2011 CFR</a></p> <p></p> <p>2011-10-01</p> <p>... 49 Transportation 4 2011-10-01 2011-10-01 false Curves, elevation and speed limitations. 213.329... Higher § 213.329 Curves, elevation and speed limitations. (a) The maximum crosslevel on the outside rail... lower than the inside rail. (b) (1) The maximum allowable operating speed for each curve is determined...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016APS..DFDL14004F','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016APS..DFDL14004F"><span>Wave-front propagation of rinsing flows on rotating semiconductor wafers</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Frostad, John M.; Ylitalo, Andy; Walls, Daniel J.; Mui, David S. L.; Fuller, Gerald G.</p> <p>2016-11-01</p> <p>The semiconductor manufacturing industry is migrating to a cleaning technology that involves dispersing cleaning solutions onto a rotating wafer, similar to spin-coating. Advantages include a more continuous overall fabrication process, lower particle level, no cross contamination from the back side of a wafer, and less usage of harsh chemicals for a lower environmental impact. Rapid rotation of the wafer during rinsing can be more effective, but centrifugal forces can pull spiral-like ribbons of liquid radially outward from the advancing wave-front where particles can build up, causing higher instances of device failure at these locations. A better understanding of the rinsing flow is essential for reducing yield losses while taking advantage of the benefits of rotation. In the present work, high-speed video and image processing are used to study the dynamics of the advancing wave-front from an impinging jet on a rotating substrate. The flow-rate and rotation-speed are varied for substrates coated with a thin layer of a second liquid that has a different surface tension than the jet liquid. The difference in surface tension of the two fluids gives rise to Marangoni stresses at the interface that have a significant impact on the rinsing process, despite the extremely short time-scales involved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2014EPSC....9..269L','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2014EPSC....9..269L"><span>A Cosmic Dust Sensor Based on an Array of Grid Electrodes</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Li, Y. W.; Bugiel, S.; Strack, H.; Srama, R.</p> <p>2014-04-01</p> <p>We described a low mass and high sensitivity cosmic dust trajectory sensor using a array of grid segments[1]. the sensor determines the particle velocity vector and the particle mass. An impact target is used for the detection of the impact plasma of high speed particles like interplanetary dust grains or high speed ejecta. Slower particles are measured by three planes of grid electrodes using charge induction. In contrast to conventional Dust Trajectory Sensor based on wire electrodes, grid electrodes a robust and sensitive design with a trajectory resolution of a few degree. Coulomb simulation and laboratory tests were performed in order to verify the instrument design. The signal shapes are used to derive the particle plane intersection points and to derive the exact particle trajectory. The accuracy of the instrument for the incident angle depends on the particle charge, the position of the intersection point and the signal-to-noise of the charge sensitive amplifier (CSA). There are some advantages of this grid-electrodes based design with respect to conventional trajectory sensor using individual wire electrodes: the grid segment electrodes show higher amplitudes (close to 100%induced charge) and the overall number of measurement channels can be reduced. This allows a compact instrument with low power and mass requirements.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=20050171018&hterms=posttest&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D10%26Ntt%3Dposttest','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=20050171018&hterms=posttest&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D10%26Ntt%3Dposttest"><span>Impact Properties of Metal Fan Containment Materials Being Evaluated for the High-Speed Civil Transport (HSCT)</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p></p> <p>1996-01-01</p> <p>Under the Enabling Propulsion Materials (EPM) program - a partnership between NASA, Pratt & Whitney, and GE Aircraft Engines - the Materials and Structures Divisions of the NASA Lewis Research Center are involved in developing a fan-containment system for the High-Speed Civil Transport (HSCT). The program calls for a baseline system to be designed by the end of 1995, with subsequent testing of innovative concepts. Five metal candidate materials are currently being evaluated for the baseline system in the Structures Division's Ballistic Impact Facility. This facility was developed to provide the EPM program with cost-efficient and timely impact test data. At the facility, material specimens are impacted at speeds up to 350 m/sec by projectiles of various sizes and shapes to assess the specimens' ability to absorb energy and withstand impact. The tests can be conducted at either room or elevated temperatures. Posttest metallographic analysis is conducted to improve understanding of the failure modes. A dynamic finite element program is used to simulate the events and both guide the testing as well as aid in designing the fan-containment system.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/22029489','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/22029489"><span>Evaluating the risk of eye injuries: intraocular pressure during high speed projectile impacts.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Duma, Stefan M; Bisplinghoff, Jill A; Senge, Danielle M; McNally, Craig; Alphonse, Vanessa D</p> <p>2012-01-01</p> <p>To evaluate the risk of eye injuries by determining intraocular pressure during high speed projectile impacts. A pneumatic cannon was used to impact eyes with a variety of projectiles at multiple velocities. Intraocular pressure was measured with a small pressure sensor inserted through the optic nerve. A total of 36 tests were performed on 12 porcine eyes with a range of velocities between 6.2 m/s and 66.5 m/s. Projectiles selected for the test series included a 6.35 mm diameter metal ball, a 9.25 mm diameter aluminum rod, and an 11.16 mm diameter aluminum rod. Experiments were designed with velocities in the range of projectile consumer products such as toy guns. A range of intraocular pressures ranged between 2017 mmHg to 26,426 mmHg (39 psi-511 psi). Four of the 36 impacts resulted in globe rupture. Intraocular pressures dramatically above normal physiological pressure were observed for high speed projectile impacts. These pressure data provide critical insight to chronic ocular injuries and long-term complications such as glaucoma and cataracts.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20150019620','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20150019620"><span>Investigating the Effects of Temperature on the Signatures of Shocks Propagated Through Impacts into Minerals Found in Comets and Asteroids</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Lederer, Susan M.; Jensen, E. A.; Fane, M.; Smith, D. C.; Holmes, J.; Keller, L. P.; Lindsay, S. S.; Wooden, D. H.; Cintala, M. J.; Zolensky, M. E.</p> <p>2015-01-01</p> <p>Comets and asteroids are subjected to extremely cold conditions throughout their lifetimes. During their sojourns in the solar system, they are subjected to collisions at speeds that are easily capable of generating shock waves in their constituent materials. In addition to ices, more common silicate minerals such as olivines and pyroxenes are important components of these objects. The collision-induced shocks could affect the spectral signatures of those mineral components, which could in turn be detected telescopically. We have embarked on a project to determine how impact-generated shock might affect the reflectance spectra and structures of select silicates as both impact speed and target temperature are varied systematically. While the effects of impact speed (in the form of shock stress) on numerous materials have been and continue to be studied, the role of target temperature has received comparatively little attention, presumably because of the operational difficulties it can introduce to experimentation. Our experiments were performed with the vertical gun in the Experimental Impact Laboratory of the Johnson Space Center. A liquid-nitrogen system was plumbed to permit cooling of the target container and its contents under vacuum to temperatures as low as -100 C (173 K). Temperatures were monitored by thermocouples mounted on the outside of the target container. Because those sensors were not in contact with the target material at impact, the measured temperatures are treated as lower limits for the actual values. Peridot (Mg-rich olivine) and enstatite (Mg-rich orthopyroxene) were used as targets, which involved the impact of alumina (Al2O3) spheres at speeds of 2.0 - 2.7 km s(exp -1) and temperatures covering 25 C to -100 C (298 K to 173 K). We have begun collecting and analyzing data in the near to mid-IR with a Fourier-transform infrared spectrometer, and preliminary analyses show that notable differences in absorption-band strength and position occur as functions of both impact speed (peak shock stress) and initial temperature.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20040052868','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20040052868"><span>Quasi-Uniform High Speed Foam Crush Testing Using a Guided Drop Mass Impact</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Jones, Lisa E. (Technical Monitor); Kellas, Sotiris</p> <p>2004-01-01</p> <p>A relatively simple method for measuring the dynamic crush response of foam materials at various loading rates is described. The method utilizes a drop mass impact configuration with mass and impact velocity selected such that the crush speed remains approximately uniform during the entire sample crushing event. Instrumentation, data acquisition, and data processing techniques are presented, and limitations of the test method are discussed. The objective of the test method is to produce input data for dynamic finite element modeling involving crash and energy absorption characteristics of foam materials.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2014EOSTr..95..298W','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2014EOSTr..95..298W"><span>AGU Journals Increase Speed and Impact</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Warner, Mary</p> <p>2014-08-01</p> <p>Fast publication and high quality and impact are important for effective dissemination of geoscience research. With this in mind, AGU's journal editors and staff, along with staff at our publishing partner, Wiley, have been working to increase both the speed of publication and the impact of the research published in our 18 peer-reviewed journals while maintaining our commitment to quality. Significant progress continues to be made on both fronts, as evidenced by the most recent publication times and the 2013 release of the Journal Citation Reports®, which was issued by Thomson Reuters on 29 July.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2013ACPD...1313285B','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2013ACPD...1313285B"><span>Air/sea DMS gas transfer in the North Atlantic: evidence for limited interfacial gas exchange at high wind speed</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Bell, T. G.; De Bruyn, W.; Miller, S. D.; Ward, B.; Christensen, K.; Saltzman, E. S.</p> <p>2013-05-01</p> <p>Shipboard measurements of eddy covariance DMS air/sea fluxes and seawater concentration were carried out in the North Atlantic bloom region in June/July 2011. Gas transfer coefficients (k660) show a linear dependence on mean horizontal wind speed at wind speeds up to 11 m s-1. At higher wind speeds the relationship between k660 and wind speed weakens. At high winds, measured DMS fluxes were lower than predicted based on the linear relationship between wind speed and interfacial stress extrapolated from low to intermediate wind speeds. In contrast, the transfer coefficient for sensible heat did not exhibit this effect. The apparent suppression of air/sea gas flux at higher wind speeds appears to be related to sea state, as determined from shipboard wave measurements. These observations are consistent with the idea that long waves suppress near surface water side turbulence, and decrease interfacial gas transfer. This effect may be more easily observed for DMS than for less soluble gases, such as CO2, because the air/sea exchange of DMS is controlled by interfacial rather than bubble-mediated gas transfer under high wind speed conditions.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2013ACP....1311073B','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2013ACP....1311073B"><span>Air-sea dimethylsulfide (DMS) gas transfer in the North Atlantic: evidence for limited interfacial gas exchange at high wind speed</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Bell, T. G.; De Bruyn, W.; Miller, S. D.; Ward, B.; Christensen, K.; Saltzman, E. S.</p> <p>2013-11-01</p> <p>Shipboard measurements of eddy covariance dimethylsulfide (DMS) air-sea fluxes and seawater concentration were carried out in the North Atlantic bloom region in June/July 2011. Gas transfer coefficients (k660) show a linear dependence on mean horizontal wind speed at wind speeds up to 11 m s-1. At higher wind speeds the relationship between k660 and wind speed weakens. At high winds, measured DMS fluxes were lower than predicted based on the linear relationship between wind speed and interfacial stress extrapolated from low to intermediate wind speeds. In contrast, the transfer coefficient for sensible heat did not exhibit this effect. The apparent suppression of air-sea gas flux at higher wind speeds appears to be related to sea state, as determined from shipboard wave measurements. These observations are consistent with the idea that long waves suppress near-surface water-side turbulence, and decrease interfacial gas transfer. This effect may be more easily observed for DMS than for less soluble gases, such as CO2, because the air-sea exchange of DMS is controlled by interfacial rather than bubble-mediated gas transfer under high wind speed conditions.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2009MCM....45..577Y','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2009MCM....45..577Y"><span>Effect of low-speed impact damage on the buckling properties of E-glass/epoxy laminates</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Yapici, A.; Metin, M.</p> <p>2009-11-01</p> <p>The postimpact buck ling loads of E-glass/epoxy laminates have been measured. Composite samples with the stacking sequence [+45/-45/90/0]2s were subjected to low-speed impact loadings at various energy levels. The tests were conducted on a specially developed vertical drop-weight testing machine. The main impact parameters, such as the peak load, absorbed energy, deflection at the peak load, and damage area, were evaluated and com pared. The damaged specimens were subjected to compressive axial forces, and their buckling loads were determined. The relation between the level of impact energy and buck ling loads is investigated.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017EGUGA..19.4716Z','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017EGUGA..19.4716Z"><span>How is rainfall interception in urban area affected by meteorological parameters?</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Zabret, Katarina; Rakovec, Jože; Mikoš, Matjaž; Šraj, Mojca</p> <p>2017-04-01</p> <p>Rainfall interception is part of the hydrological cycle. Precipitation, which hits vegetation, is retained on the leaves and branches, from which it eventually evaporates into the atmosphere (interception) or reaches the ground by dripping from the canopy, falling through the gaps (throughfall) and running down the stems (stemflow). The amount of rainfall reaching the ground depends on various meteorological and vegetation parameters. Rainfall, throughfall and stemflow have been measured in the city of Ljubljana, Slovenia since the beginning of 2014. Manual and automatic measurements are performed regularly under Betula pendula and Pinus nigra trees in urban area. In 2014, there were detected 178 rainfall events with total amount of 1672.1 mm. In average B. pendula intercepted 44% of rainfall and P. nigra intercepted 72% of rainfall. In 2015 we have detected 117 events with 1047.4 mm of rainfall, of which 37% was intercepted by B. pendula and 60% by P. nigra. The effect of various meteorological parameters on the rainfall interception was analysed in the study. The parameters included in the analysis were rainfall rate, rainfall duration, drop size distribution (average drop velocity and diameter), average wind speed, and average temperature. The results demonstrate decreasing rainfall interception with longer rainfall duration and higher rainfall intensity although the impact of the latter one is not statistically significant. In the case of very fast or very slow rainfall drops, the interception is higher than for the mean rain drop velocity values. In the case of P. nigra the impact of the rain drop diameter on interception is similar to the one of rain drop velocity while for B. pendula increasing of drop diameter also increases the interception. As expected, interception is higher for warmer events. This trend is more evident for P. nigra than for B. pendula. Furthermore, the amount of intercepted rainfall also increases with wind although it could be relatively high in case of very low wind speeds.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/15273187','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/15273187"><span>Higher tibial quantitative ultrasound in young female swimmers.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Falk, B; Bronshtein, Z; Zigel, L; Constantini, N; Eliakim, A</p> <p>2004-08-01</p> <p>It has been found that swimming, a non-impact sport, generally has no effect on bone mineral density. To examine bone properties, as measured by quantitative ultrasound, among female swimmers in comparison with control girls and women. Subjects included 61 swimmers and 71 controls aged 8.5 to 26.5 years. None of the swimmers was at the elite level and none had included resistance training in her schedule. Bone speed of sound (SOS) was measured bilaterally at the distal radius and the mid-tibia. No differences were observed between swimmers and controls in body mass (mean (SD): 49.7 (12.3) v 50.7 (12.4) kg, respectively), although swimmers were taller (159 (12) v 155 (12) cm) and had lower body fat (18.3 (4.2)% v 22.3 (5.4)%). No difference was found in time since menarche (5.2 (4.0) and 4.5 (2.9) years in swimmers and controls, respectively; 21 swimmers and 25 control were premenarcheal). Radial speed of sound (SOS) increased with age but did not differ between swimmers and controls (non-dominant: 3904 (172) and 3889 (165) m/s for swimmers and controls, respectively). Tibial SOS also increased with age and was significantly higher in swimmers than in controls (non-dominant: 3774 (155) v 3712 (171) m/s). No differences were found between dominant and non-dominant sides. Swimming appears to be associated with higher bone SOS in the lower but not in the upper extremities. Further studies are needed to assess whether this difference reflects higher habitual activity among the swimmers or swimming specific mechanisms.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/27398838','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/27398838"><span>Specific tackling situations affect the biomechanical demands experienced by rugby union players.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Seminati, Elena; Cazzola, Dario; Preatoni, Ezio; Trewartha, Grant</p> <p>2017-03-01</p> <p>Tackling in Rugby Union is an open skill which can involve high-speed collisions and is the match event associated with the greatest proportion of injuries. This study aimed to analyse the biomechanics of rugby tackling under three conditions: from a stationary position, with dominant and non-dominant shoulder, and moving forward, with dominant shoulder. A specially devised contact simulator, a 50-kg punch bag instrumented with pressure sensors, was translated towards the tackler (n = 15) to evaluate the effect of laterality and tackling approach on the external loads absorbed by the tackler, on head and trunk motion, and on trunk muscle activities. Peak impact force was substantially higher in the stationary dominant (2.84 ± 0.74 kN) than in the stationary non-dominant condition (2.44 ± 0.64 kN), but lower than in the moving condition (3.40 ± 0.86 kN). Muscle activation started on average 300 ms before impact, with higher activation for impact-side trapezius and non-impact-side erector spinae and gluteus maximus muscles. Players' technique for non-dominant-side tackles was less compliant with current coaching recommendations in terms of cervical motion (more neck flexion and lateral bending in the stationary non-dominant condition) and players could benefit from specific coaching focus on non-dominant-side tackles.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/25495493','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/25495493"><span>Speed of Dog Adoption: Impact of Online Photo Traits.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Lampe, Rachel; Witte, Thomas H</p> <p>2015-01-01</p> <p>The Internet has radically changed how dogs are advertised for adoption in the United States. This study was used to investigate how different characteristics in dogs' photos presented online affected the speed of their adoptions, as a proof of concept to encourage more research in this field. The study analyzed the 1st images of 468 adopted young and adult black dogs identified as Labrador Retriever mixed breeds across the United States. A subjective global measure of photo quality had the largest impact on time to adoption. Other photo traits that positively impacted adoption speed included direct canine eye contact with the camera, the dog standing up, the photo being appropriately sized, an outdoor photo location, and a nonblurry image. Photos taken in a cage, dogs wearing a bandana, dogs having a visible tongue, and some other traits had no effect on how fast the dogs were adopted. Improving the quality of online photos of dogs presented for adoption may speed up and possibly increase the number of adoptions, thereby providing a cheap and easy way to help fight the homeless companion animal population problem.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/25699187','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/25699187"><span>Assessment of honking impact on traffic noise in urban traffic environment of Nagpur, India.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Vijay, Ritesh; Sharma, Asheesh; Chakrabarti, Tapan; Gupta, Rajesh</p> <p>2015-01-01</p> <p>In context of increasing traffic noise in urban India, the objective of the research study is to assess noise due to heterogeneous traffic conditions and the impact of honking on it. Traffic volume, noise levels, honking, road geometry and vehicular speed were measured on national highway, major and minor roads in Nagpur, India. Initial study showed lack of correlation between traffic volume and equivalent noise due to some factors, later identified as honking, road geometry and vehicular speed. Further, frequency analysis of traffic noise showed that honking contributed an additional 2 to 5 dB (A) noise, which is quite significant. Vehicular speed was also found to increase traffic noise. Statistical method of analysis of variance (ANOVA) confirms that frequent honking (p < 0.01) and vehicular speed (p < 0.05) have substantial impact on traffic noise apart from traffic volume and type of road. The study suggests that honking must also be a component in traffic noise assessment and to identify and monitor "No Honking" zones in urban agglomerations.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/26070018','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/26070018"><span>Driver behavior and accident frequency in school zones: Assessing the impact of sign saturation.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Strawderman, Lesley; Rahman, Md Mahmudur; Huang, Yunchen; Nandi, Apurba</p> <p>2015-09-01</p> <p>Based on the models of human information processing, if a driver observes too many of the same signs, he or she may no longer pay attention to those signs. In the case of school zones, this expected effect may lead to non-compliance to posted speeds, negatively impacting safety around nearby schools. This study aims to investigate the effect of the number of nearby school zones on driver behavior (vehicle speed and compliance) and accident frequency. As a measure of the density of school zones, this study introduced and defined a new term sign saturation and presented a methodology to calculate sign saturation for school zones. Results found a significant effect of sign saturation on vehicle speed, compliance, and accident frequency. This study also examined the speeding behavior in school zones for different time of the day and day of the week. Results found that speeding was more prevalent in the early mornings and during the weekends. Copyright © 2015 Elsevier Ltd. All rights reserved.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_18");'>18</a></li> <li><a href="#" onclick='return showDiv("page_19");'>19</a></li> <li class="active"><span>20</span></li> <li><a href="#" onclick='return showDiv("page_21");'>21</a></li> <li><a href="#" onclick='return showDiv("page_22");'>22</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_20 --> <div id="page_21" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_19");'>19</a></li> <li><a href="#" onclick='return showDiv("page_20");'>20</a></li> <li class="active"><span>21</span></li> <li><a href="#" onclick='return showDiv("page_22");'>22</a></li> <li><a href="#" onclick='return showDiv("page_23");'>23</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="401"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4072227','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4072227"><span>Effect of Wind Speed and Relative Humidity on Atmospheric Dust Concentrations in Semi-Arid Climates</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Csavina, Janae; Field, Jason; Félix, Omar; Corral-Avitia, Alba Y.; Sáez, A. Eduardo; Betterton, Eric A.</p> <p>2014-01-01</p> <p>Atmospheric particulate have deleterious impacts on human health. Predicting dust and aerosol emission and transport would be helpful to reduce harmful impacts but, despite numerous studies, prediction of dust events and contaminant transport in dust remains challenging. In this work, we show that relative humidity and wind speed are both determinants in atmospheric dust concentration. Observations of atmospheric dust concentrations in Green Valley, AZ, USA, and Juárez, Chihuahua, México, show that PM10 concentrations are not directly correlated with wind speed or relative humidity separately. However, selecting the data for high wind speeds (> 4 m/s at 10 m elevation), a definite trend is observed between dust concentration and relative humidity: dust concentration increases with relative humidity, reaching a maximum around 25% and it subsequently decreases with relative humidity. Models for dust storm forecasting may be improved by utilizing atmospheric humidity and wind speed as main drivers for dust generation and transport. PMID:24769193</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/27697659','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/27697659"><span>An investigation of the speeding-related crash designation through crash narrative reviews sampled via logistic regression.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Fitzpatrick, Cole D; Rakasi, Saritha; Knodler, Michael A</p> <p>2017-01-01</p> <p>Speed is one of the most important factors in traffic safety as higher speeds are linked to increased crash risk and higher injury severities. Nearly a third of fatal crashes in the United States are designated as "speeding-related", which is defined as either "the driver behavior of exceeding the posted speed limit or driving too fast for conditions." While many studies have utilized the speeding-related designation in safety analyses, no studies have examined the underlying accuracy of this designation. Herein, we investigate the speeding-related crash designation through the development of a series of logistic regression models that were derived from the established speeding-related crash typologies and validated using a blind review, by multiple researchers, of 604 crash narratives. The developed logistic regression model accurately identified crashes which were not originally designated as speeding-related but had crash narratives that suggested speeding as a causative factor. Only 53.4% of crashes designated as speeding-related contained narratives which described speeding as a causative factor. Further investigation of these crashes revealed that the driver contributing code (DCC) of "driving too fast for conditions" was being used in three separate situations. Additionally, this DCC was also incorrectly used when "exceeding the posted speed limit" would likely have been a more appropriate designation. Finally, it was determined that the responding officer only utilized one DCC in 82% of crashes not designated as speeding-related but contained a narrative indicating speed as a contributing causal factor. The use of logistic regression models based upon speeding-related crash typologies offers a promising method by which all possible speeding-related crashes could be identified. Published by Elsevier Ltd.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28137523','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28137523"><span>Difference in muscle activation patterns during high-speed versus standard-speed yoga: A randomized sequence crossover study.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Potiaumpai, Melanie; Martins, Maria Carolina Massoni; Wong, Claudia; Desai, Trusha; Rodriguez, Roberto; Mooney, Kiersten; Signorile, Joseph F</p> <p>2017-02-01</p> <p>To compare the difference in muscle activation between high-speed yoga and standard-speed yoga and to compare muscle activation of the transitions between poses and the held phases of a yoga pose. Randomized sequence crossover trial SETTING: A laboratory of neuromuscular research and active aging Interventions: Eight minutes of continuous Sun Salutation B was performed, at a high speed versus a standard-speed, separately. Electromyography was used to quantify normalized muscle activation patterns of eight upper and lower body muscles (pectoralis major, medial deltoids, lateral head of the triceps, middle fibers of the trapezius, vastus medialis, medial gastrocnemius, thoracic extensor spinae, and external obliques) during the high-speed and standard-speed yoga protocols. Difference in normalized muscle activation between high-speed yoga and standard-speed yoga. Normalized muscle activity signals were significantly higher in all eight muscles during the transition phases of poses compared to the held phases (p<0.01). There was no significant interaction between speed×phase; however, greater normalized muscle activity was seen for highspeed yoga across the entire session. Our results show that transitions from one held phase of a pose to another produces higher normalized muscle activity than the held phases of the poses and that overall activity is greater during highspeed yoga than standard-speed yoga. Therefore, the transition speed and associated number of poses should be considered when targeting specific improvements in performance. Copyright © 2016 Elsevier Ltd. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20050199431','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20050199431"><span>Vapor/Mist Used to Lubricate Gears After Loss of Primary Lubrication System</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Handschuh, Robert F.; Morales, Wilfredo</p> <p>2001-01-01</p> <p>Loss of lubrication in rotorcraft drive systems is a demanding requirement placed on drive system manufacturers. The drive system must operate for at least 30 minutes once the primary lubrication system has failed. This test is a military requirement that must be passed prior to certification of the aircraft. As new aircraft engines, operating at higher speeds, are fielded, the requirements for the drive system become increasingly more difficult. Also, the drive system must be lightweight, which minimizes the opportunity to use the gear bodies to absorb the tremendous amount of heating that takes place. In many cases, the amount of heat generated because of the high speed and load requires an emergency lubrication system that negatively impacts the aircraft's weight, complexity, and cost. A single mesh spur gear test rig is being used at the NASA Glenn Research Center to investigate possible emergency lubrication system improvements that will minimize the impact of having these systems onboard rotorcraft. A technique currently being investigated uses a vapor/mist system to lubricate the contacting surfaces after the primary lubrication system has been shut down. A number of tests were conducted in which the vapor/mist used the same lubricant as the primary system, but at a greatly reduced flow rate. Each test was initiated with the primary lubrication system operational and at steady-state conditions for a given speed and load. Then the primary lubrication system was shut down, and the vapor/mist lubrication system was initiated. An example of the tests conducted is shown in the figures. These preliminary tests have uncovered a mechanism that provides a lubricious, carbonaceous solid on the surface that actually reduces the surface temperature of the meshing gear teeth during operation. Surface analysis of the carbonaceous solid revealed it was graphitic. This mechanism is the synthetic lubricant "coking" on the active profile of the gears, which reduces the friction between the contacting gear surfaces. The level of load affects the onset of this mechanism: the higher the load, the sooner coking takes place. Future work will investigate several other factors that could improve the already promising results that have been attained.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/25563832','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/25563832"><span>Impact of fine particulate fluctuation and other variables on Beijing's air quality index.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Chen, Bo; Lu, Shaowei; Li, Shaoning; Wang, Bing</p> <p>2015-04-01</p> <p>We analyzed fluctuation in Beijing's air quality over 328 days, based on air quality grades and air quality data from 35 atmospheric monitoring stations. Our results show the air over Beijing is subject to pollution 152 days of the year, or 46.34%. Among all pollutants, fine particulates, solid or liquid, 2.5 μm or less in size (PM2.5), appeared most frequently as the primary pollutant: 249 days, or 76% of the sample year (328 days). Nitrogen dioxide (NO2) and coarse particulates (PM10) cause the least pollution, appearing only 7 and 3 days, or 2 and 1% of the sample year, respectively. In Beijing, fine particulates like PM2.5 vary seasonally: 154.54 ± 18.60 in winter > 145.22 ± 18.61 in spring > 140.16 ± 20.76 in autumn > 122.37 ± 13.42 in summer. Air quality is best in August and worst in December, while various districts in Beijing experience different air quality. To be specific, from south to north and from west to east, air quality tends to improve. Meteorological elements have a constraining effect on air pollutants, which means there is a linear correlation between the air quality index and humidity, rainfall, wind speed, and temperature. Under a typical pollution scenario, the higher the air quality index (AQI) value, the lower the wind speed and the greater the relative humidity; the lower the AQI value, the higher the wind speed and lower the relative humidity. Analysis of influencing factors reveals that the air pollution is mainly particulate matter produced by burning coal, vehicle emissions, volatile oils and gas, fast development of food services, emissions from the surrounding region, and natural dust clouds formed in arid areas to the northwest. Topography affects the distribution of meteorological conditions, in turn varying air quality over the region from one location to another. Human activities also exercise impact on urban air quality with dual functions.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20040171483','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20040171483"><span>Filtering and Control of High Speed Motor Current in a Flywheel Energy Storage System</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Kenny, Barbara H.; Santiago, Walter</p> <p>2004-01-01</p> <p>The NASA Glenn Research Center has been developing technology to enable the use of high speed flywheel energy storage units in future spacecraft for the last several years. An integral part of the flywheel unit is the three phase motor/generator that is used to accelerate and decelerate the flywheel. The motor/generator voltage is supplied from a pulse width modulated (PWM) inverter operating from a fixed DC voltage supply. The motor current is regulated through a closed loop current control that commands the necessary voltage from the inverter to achieve the desired current. The current regulation loop is the innermost control loop of the overall flywheel system and, as a result, must be fast and accurate over the entire operating speed range (20,000 to 60,000 rpm) of the flywheel. The voltage applied to the motor is a high frequency PWM version of the DC bus voltage that results in the commanded fundamental value plus higher order harmonics. Most of the harmonic content is at the switching frequency and above. The higher order harmonics cause a rapid change in voltage to be applied to the motor that can result in large voltage stresses across the motor windings. In addition, the high frequency content in the motor causes sensor noise in the magnetic bearings that leads to disturbances for the bearing control. To alleviate these problems, a filter is used to present a more sinusoidal voltage to the motor/generator. However, the filter adds additional dynamics and phase lag to the motor system that can interfere with the performance of the current regulator. This paper will discuss the tuning methodology and results for the motor/generator current regulator and the impact of the filter on the control. Results at speeds up to 50,000 rpm are presented.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28389365','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28389365"><span>Tablet compression tooling - Impact of punch face edge modification.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Anbalagan, Parthiban; Heng, Paul Wan Sia; Liew, Celine Valeria</p> <p>2017-05-30</p> <p>The influence of punch face edge geometry modification on tablet compression and the properties of the resultant tablets produced on a rotary press were investigated. The results revealed that tablets produced from the punches with radius edge face geometry consistently displayed better physical quality; higher tensile strength and lower capping tendency. Modification of the angled edge of the bevel face to the curved edge of the radius face, enabled deeper punch penetration in the die cavity during the compression cycle, bringing about greater compact densification. Improved die fill packing increased interparticulate bond formation and helped to dissipate destructive elasticity within the compact, consequently reduced tablet expansion during the decompression phase. The positive impact of punch face edge modification was also more noticeable at a higher turret speed. The application of the precompression force along with dwell time extension amplified the tableting performance of radius edge punch face design to a greater extent when compared to bevel edge punch face design. This could be attributed to the enhanced packing efficiency at both precompression and main compression stages. Copyright © 2017 Elsevier B.V. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19980017259','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19980017259"><span>Impact and Penetration Simulations for Composite Wing-like Structures</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Knight, Norman F.</p> <p>1998-01-01</p> <p>The goal of this research project was to develop methodologies for the analysis of wing-like structures subjected to impact loadings. Low-speed impact causing either no damage or only minimal damage and high-speed impact causing severe laminate damage and possible penetration of the structure were to be considered during this research effort. To address this goal, an assessment of current analytical tools for impact analysis was performed. Assessment of the analytical tools for impact and penetration simulations with regard to accuracy, modeling, and damage modeling was considered as well as robustness, efficient, and usage in a wing design environment. Following a qualitative assessment, selected quantitative evaluations will be performed using the leading simulation tools. Based on this assessment, future research thrusts for impact and penetration simulation of composite wing-like structures were identified.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/34179','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/34179"><span>Aerodynamic Effects of High-Speed Trains on People and Property at Stations in the Northeast Corridor. Safety of High-Speed Ground Transportation Systems.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>1999-11-01</p> <p>This report presents the results of a study to evaluate the aerodynamic (air velocity and pressure) effects of the new high-speed trains on the safety and comfort of people, and the impacts on physical facilities, in and around Northeast Corridor sta...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.gpo.gov/fdsys/pkg/FR-2012-08-24/pdf/2012-20223.pdf','FEDREG'); return false;" href="https://www.gpo.gov/fdsys/pkg/FR-2012-08-24/pdf/2012-20223.pdf"><span>77 FR 51554 - Draft Environmental Impact Statement and Habitat Conservation Plan; Receipt of Application for...</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.gpo.gov/fdsys/browse/collection.action?collectionCode=FR">Federal Register 2010, 2011, 2012, 2013, 2014</a></p> <p></p> <p>2012-08-24</p> <p>... from Beech Ridge Energy for an ITP for the operation, and maintenance of 67 existing turbines in the project area; the construction, operation and maintenance of up to 33 additional turbines and associated... low wind speeds by raising turbine cut-in speeds (the wind speed at which turbines begin generating...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://eric.ed.gov/?q=driving+AND+safety&pg=5&id=EJ847863','ERIC'); return false;" href="https://eric.ed.gov/?q=driving+AND+safety&pg=5&id=EJ847863"><span>The Longitudinal Impact of Cognitive Speed of Processing Training on Driving Mobility</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.eric.ed.gov/ERICWebPortal/search/extended.jsp?_pageLabel=advanced">ERIC Educational Resources Information Center</a></p> <p>Edwards, Jerri D.; Myers, Charlsie; Ross, Lesley A.; Roenker, Daniel L.; Cissell, Gayla M.; McLaughlin, Alexis M.; Ball, Karlene K.</p> <p>2009-01-01</p> <p>Purpose: To examine how cognitive speed of processing training affects driving mobility across a 3-year period among older drivers. Design and Methods: Older drivers with poor Useful Field of View (UFOV) test performance (indicating greater risk for subsequent at-fault crashes and mobility declines) were randomly assigned to either a speed of…</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.gpo.gov/fdsys/pkg/FR-2012-09-14/pdf/2012-22703.pdf','FEDREG'); return false;" href="https://www.gpo.gov/fdsys/pkg/FR-2012-09-14/pdf/2012-22703.pdf"><span>77 FR 56909 - Notice of Comment Period Extension for the Revised Draft Environmental Impact Report/Supplemental...</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.gpo.gov/fdsys/browse/collection.action?collectionCode=FR">Federal Register 2010, 2011, 2012, 2013, 2014</a></p> <p></p> <p>2012-09-14</p> <p>... for the California High-Speed Train Project Fresno to Bakersfield Section AGENCY: Federal Railroad... High-Speed Train (HST) Project (Project) issued on June 20, 2012 has been extended and shall now end on October 19, 2012. FRA and the Project sponsor, the California High Speed Rail Authority (Authority), made...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/26031845','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/26031845"><span>Inattentional blindness is influenced by exposure time not motion speed.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Kreitz, Carina; Furley, Philip; Memmert, Daniel</p> <p>2016-01-01</p> <p>Inattentional blindness is a striking phenomenon in which a salient object within the visual field goes unnoticed because it is unexpected, and attention is focused elsewhere. Several attributes of the unexpected object, such as size and animacy, have been shown to influence the probability of inattentional blindness. At present it is unclear whether or how the speed of a moving unexpected object influences inattentional blindness. We demonstrated that inattentional blindness rates are considerably lower if the unexpected object moves more slowly, suggesting that it is the mere exposure time of the object rather than a higher saliency potentially induced by higher speed that determines the likelihood of its detection. Alternative explanations could be ruled out: The effect is not based on a pop-out effect arising from different motion speeds in relation to the primary-task stimuli (Experiment 2), nor is it based on a higher saliency of slow-moving unexpected objects (Experiment 3).</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=1765314','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=1765314"><span>Effectiveness of headgear in football</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Withnall, C; Shewchenko, N; Wonnacott, M; Dvorak, J; Scott, D</p> <p>2005-01-01</p> <p>Objectives: Commercial headgear is currently being used by football players of all ages and skill levels to provide protection from heading and direct impact. The clinical and biomechanical effectiveness of the headgear in attenuating these types of impact is not well defined or understood. This study was conducted to determine whether football headgear has an effect on head impact responses. Methods: Controlled laboratory tests were conducted with a human volunteer and surrogate head/neck system. The impact attenuation of three commercial headgears during ball impact speeds of 6–30 m/s and in head to head contact with a closing speed of 2–5 m/s was quantified. The human subject, instrumented to measure linear and angular head accelerations, was exposed to low severity impacts during heading in the unprotected and protected states. High severity heading contact and head to head impacts were studied with a biofidelic surrogate headform instrumented to measure linear and angular head responses. Subject and surrogate responses were compared with published injury assessment functions associated with mild traumatic brain injury (MTBI). Results: For ball impacts, none of the headgear provided attenuation over the full range of impact speeds. Head responses with or without headgear were not significantly different (p>0.05) and remained well below levels associated with MTBI. In head to head impact tests the headgear provided an overall 33% reduction in impact response. Conclusion: The football headgear models tested did not provide benefit during ball impact. This is probably because of the large amount of ball deformation relative to headband thickness. However, the headgear provided measurable benefit during head to head impacts. PMID:16046355</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/2043','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/2043"><span>Demonstration and evaluation of the Heed the Speed pedestrian safety program : traffic tech.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2012-07-01</p> <p>Research has shown that higher vehicular speeds are : related to increased pedestrian injury severity and death. : It is unclear, however, if lowering vehicle speeds in residential : areas would result in lower frequency of pedestrian-involved : cras...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/15319129','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/15319129"><span>Comprehensive and human capital crash costs by maximum police-reported injury severity within selected crash types.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Zaloshnja, Eduard; Miller, Ted; Council, Forrest; Persaud, Bhagwant</p> <p>2004-01-01</p> <p>This paper presents estimates for both the economic and comprehensive costs per crash for three police-coded severity groupings within 16 selected crash types and within two speed limit categories (<or=45 and >or=50 mph). The economic costs are hard dollar costs. The comprehensive costs include economic costs and quality of life losses. We merged previously developed costs per victim keyed on the Abbreviated Injury Scale (AIS) into US crash data files that scored injuries in both the AIS and police-coded severity scales to produce per crash estimates. The most costly crashes were non-intersection fatal/disabling injury crashes on a road with a speed limit of 50 miles per hour or higher where multiple vehicles crashed head-on or a single vehicle struck a human (over 1.69 and $1.16 million per crash, respectively). The annual cost of police-reported run-off-road collisions, which include both rollovers and object impacts, represented 34% of total costs.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=3217419','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=3217419"><span>Comprehensive and Human Capital Crash Costs by Maximum Police-Reported Injury Severity Within Selected Crash Types</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Zaloshnja, Eduard; Miller, Ted; Council, Forrest; Persaud, Bhagwant</p> <p>2004-01-01</p> <p>This paper presents estimates for both the economic and comprehensive costs per crash for three police-coded severity groupings within 16 selected crash types and within two speed limit categories (<=45 and >=50 mph). The economic costs are hard dollar costs. The comprehensive costs include economic costs and quality of life losses. We merged previously developed costs per victim keyed on the Abbreviated Injury Scale (AIS) into US crash data files that scored injuries in both the AIS and police-coded severity scales to produce per crash estimates. The most costly crashes were non-intersection fatal/disabling injury crashes on a road with a speed limit of 50 miles per hour or higher where multiple vehicles crashed head-on or a single vehicle struck a human (over 1.69 and $1.16 million per crash, respectively). The annual cost of police-reported run-off-road collisions, which include both rollovers and object impacts, represented 34% of total costs. PMID:15319129</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/27135712','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/27135712"><span>Working memory capacity and controlled serial memory search.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Mızrak, Eda; Öztekin, Ilke</p> <p>2016-08-01</p> <p>The speed-accuracy trade-off (SAT) procedure was used to investigate the relationship between working memory capacity (WMC) and the dynamics of temporal order memory retrieval. High- and low-span participants (HSs, LSs) studied sequentially presented five-item lists, followed by two probes from the study list. Participants indicated the more recent probe. Overall, accuracy was higher for HSs compared to LSs. Crucially, in contrast to previous investigations that observed no impact of WMC on speed of access to item information in memory (e.g., Öztekin & McElree, 2010), recovery of temporal order memory was slower for LSs. While accessing an item's representation in memory can be direct, recovery of relational information such as temporal order information requires a more controlled serial memory search. Collectively, these data indicate that WMC effects are particularly prominent during high demands of cognitive control, such as serial search operations necessary to access temporal order information from memory. Copyright © 2016 Elsevier B.V. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19960016997','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19960016997"><span>Selected Examples of NACA/NASA Supersonic Flight Research</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Saltzman, Edwin J.; Ayers, Theodore G.</p> <p>1995-01-01</p> <p>The present Dryden Flight Research Center, a part of the National Aeronautics and Space Administration, has a flight research history that extends back to the mid-1940's. The parent organization was a part of the National Advisory Committee for Aeronautics and was formed in 1946 as the Muroc Flight Test Unit. This document describes 13 selected examples of important supersonic flight research conducted from the Mojave Desert location of the Dryden Flight Research Center over a 4 decade period beginning in 1946. The research described herein was either obtained at supersonic speeds or enabled subsequent aircraft to penetrate or traverse the supersonic region. In some instances there accrued from these research efforts benefits which are also applicable at lower or higher speed regions. A major consideration in the selection of the various research topics was the lasting impact they have had, or will have, on subsequent supersonic flight vehicle design, efficiency, safety, and performance or upon improved supersonic research techniques.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/25896024','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/25896024"><span>Analyzing the Impact of Increasing Mechanical Index and Energy Deposition on Shear Wave Speed Reconstruction in Human Liver.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Deng, Yufeng; Palmeri, Mark L; Rouze, Ned C; Rosenzweig, Stephen J; Abdelmalek, Manal F; Nightingale, Kathryn R</p> <p>2015-07-01</p> <p>Shear wave elasticity imaging (SWEI) has found success in liver fibrosis staging. This work evaluates hepatic SWEI measurement success as a function of push pulse energy using two mechanical index (MI) values (1.6 and 2.2) over a range of pulse durations. Shear wave speed (SWS) was measured in the livers of 26 study subjects with known or potential chronic liver diseases. Each measurement consisted of eight SWEI sequences, each with different push energy configurations. The rate of successful SWS estimation was linearly proportional to the push energy. SWEI measurements with higher push energy were successful in patients for whom standard push energy levels failed. The findings also suggest that liver capsule depth could be used prospectively to identify patients who would benefit from elevated output. We conclude that there is clinical benefit to using elevated acoustic output for hepatic SWS measurement in patients with deeper livers. Published by Elsevier Inc.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_19");'>19</a></li> <li><a href="#" onclick='return showDiv("page_20");'>20</a></li> <li class="active"><span>21</span></li> <li><a href="#" onclick='return showDiv("page_22");'>22</a></li> <li><a href="#" onclick='return showDiv("page_23");'>23</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_21 --> <div id="page_22" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_20");'>20</a></li> <li><a href="#" onclick='return showDiv("page_21");'>21</a></li> <li class="active"><span>22</span></li> <li><a href="#" onclick='return showDiv("page_23");'>23</a></li> <li><a href="#" onclick='return showDiv("page_24");'>24</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="421"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/24893335','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/24893335"><span>The effects of the arm swing on biomechanical and physiological aspects of roller ski skating.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Hegge, Ann Magdalen; Ettema, Gertjan; de Koning, Jos J; Rognstad, Asgeir Bakken; Hoset, Martin; Sandbakk, Øyvind</p> <p>2014-08-01</p> <p>This study analyzed the biomechanical and physiological effects of the arm swing in roller ski skating, and compared leg-skating (i.e. ski skating without poles) using a pronounced arm swing (SWING) with leg-skating using locked arms (LOCKED). Sixteen elite male cross-country skiers performed submaximal stages at 10, 15 and 20kmh(-1) on a 2% inclined treadmill in the two techniques. SWING demonstrated higher peak push-off forces and a higher force impulse at all speeds, but a longer cycle length only at the highest speed (all P<.05), indicating a lower force effectiveness with SWING at the two lowest speeds. Additionally, the flexion-extension movement in the lower limbs was more pronounced for SWING. Oxygen uptake was higher for SWING at the two lowest speeds (both P<.05) without any differences in blood lactate. At the highest speed, oxygen uptake did not differ between SWING and LOCKED, but the RER, blood lactate and ventilation were lower with SWING (all P<.05). Taken together, these results demonstrate that utilizing the arm swing in roller ski skating increases the ski forces and aerobic energy cost at low and moderate speeds, whereas the greater forces at high speed lead to a longer cycle length and smaller anaerobic contribution. Copyright © 2014 Elsevier B.V. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2014AGUFM.P31B3992R','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2014AGUFM.P31B3992R"><span>Laboratory investigation of dust impacts induced signals on antennas in space</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Rocha, J. R.; Collette, A.; Malaspina, D.; Gruen, E.; Sternovsky, Z.</p> <p>2014-12-01</p> <p>Recent observations of sharp voltage spikes by the WAVES electric field experiments onboard the twin STEREO spacecraft have been attributed to plasma clouds generated by the impact ionization of high velocity dust particles. The reported dust fluxes are much higher than those measured by dedicated dust detectors at 1 AU, which leads to the interpretation that the STEREO observations are due to nanometer-sized dust particles originating from the inner solar system and accelerated to high velocities by the solar wind magnetic field. However, this interpretation is based on a simplified model of coupling between the expanding plasma cloud from the dust impact and the WAVES electric field instrument. A series of laboratory measurements are performed to validate this model and to calibrate/investigate the effect of various impact parameters on the signals measured by the electric field instrument. The dust accelerator facility operating at the University of Colorado is used for the measurement with micron and submicron sized particles accelerated to 50 km/s. The first set of measurements was aimed at the understanding of the charge yield of impact-generated plasmas from common materials used on spacecraft, i.e. BeCu, germanium coated black Kapton, MLI, and solar cells. The measurements show that at 10 km/s these materials yield similar charge signals. At higher speeds (~50 km/s) the variation is with material increases. The impact charge is also found to depend on angle of incidence; the data suggest a maximum at 45 degrees. The second set of measurements investigates the variation of the induced dust signal with bias potential applied on the simulated spacecraft.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/24036164','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/24036164"><span>Impact of process parameters on the breakage kinetics of poorly water-soluble drugs during wet stirred media milling: a microhydrodynamic view.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Afolabi, Afolawemi; Akinlabi, Olakemi; Bilgili, Ecevit</p> <p>2014-01-23</p> <p>Wet stirred media milling has proven to be a robust process for producing nanoparticle suspensions of poorly water-soluble drugs. As the process is expensive and energy-intensive, it is important to study the breakage kinetics, which determines the cycle time and production rate for a desired fineness. Although the impact of process parameters on the properties of final product suspensions has been investigated, scant information is available regarding their impact on the breakage kinetics. Here, we elucidate the impact of stirrer speed, bead concentration, and drug loading on the breakage kinetics via a microhydrodynamic model for the bead-bead collisions. Suspensions of griseofulvin, a model poorly water-soluble drug, were prepared in the presence of two stabilizers: hydroxypropyl cellulose and sodium dodecyl sulfate. Laser diffraction, scanning electron microscopy, and rheometry were used to characterize them. Various microhydrodynamic parameters including a newly defined milling intensity factor was calculated. An increase in either the stirrer speed or the bead concentration led to an increase in the specific energy and the milling intensity factor, consequently faster breakage. On the other hand, an increase in the drug loading led to a decrease in these parameters and consequently slower breakage. While all microhydrodynamic parameters provided significant physical insight, only the milling intensity factor was capable of explaining the influence of all parameters directly through its strong correlation with the process time constant. Besides guiding process optimization, the analysis rationalizes the preparation of a single high drug-loaded batch (20% or higher) instead of multiple dilute batches. Copyright © 2013 Elsevier B.V. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20120016549','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20120016549"><span>Flying Schedule-Matching Descents to Explore Flight Crews' Perceptions of Their Load and Task Feasibility</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Martin, Lynne Hazel; Sharma, Shivanjli; Lozito, Sharon; Kaneshige, John; Hayashi, Miwa; Dulchinos, Victoria</p> <p>2012-01-01</p> <p>Multiple studies have investigated the development and use of ground-based (controller) tools to manage and schedule traffic in future terminal airspace. No studies have investigated the impacts that such tools (and concepts) could have on the flight-deck. To begin to redress the balance, an exploratory study investigated the procedures and actions of ten Boeing-747-400 crews as they flew eight continuous descent approaches in the Los Angeles terminal airspace, with the descents being controlled using speed alone. Although the study was exploratory in nature, four variables were manipulated: speed changes, route constraints, clearance phraseology, and winds. Despite flying the same scenarios with the same events and timing, there was at least a 50 second difference in the time it took crews to fly the approaches. This variation is the product of a number of factors but highlights potential difficulties for scheduling tools that would have to accommodate this amount of natural variation in descent times. The primary focus of this paper is the potential impact of ground scheduling tools on the flight crews performance and procedures. Crews reported "moderate to low" workload, on average; however, short periods of intense and high workload were observed. The non-flying pilot often reported a higher level of workload than the flying-pilot, which may be due to their increased interaction with the Flight Management Computer, when using the aircraft automation to assist with managing the descent clearances. It is concluded that ground-side tools and automation may have a larger impact on the current-day flight-deck than was assumed and that studies investigating this impact should continue in parallel with controller support tool development.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016APS..DFDG37001M','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016APS..DFDG37001M"><span>Impact dynamics of liquid marbles</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Marston, Jeremy; Supakar, Tinku</p> <p>2016-11-01</p> <p>The impact of particle coated droplets (a.k.a. liquid marbles or armored droplets) onto solid substrates is assessed experimentally with high-speed video. The impact is characterized by the maximum spread diameter, which conforms to scaling laws in terms of the impact Weber number, meaning that the marbles behave similar to water droplets during this stage. However, the motion of the particles across the surface allows us to observe both clustering and divergence of the particle shell and, in particular, we observe the formation of arrested shapes (i.e. jammed interfaces) after impact onto hydrophobic surfaces, from an initially spherical shape. In this case, we postulate that the speed of retraction and rate of change of surface coverage is a key ingredient leading to arrested shapes.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28106167','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28106167"><span>Effects of climatic variables on weight loss: a global analysis.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Ustulin, Morena; Keum, Changwon; Woo, Junghoon; Woo, Jeong-Taek; Rhee, Sang Youl</p> <p>2017-01-20</p> <p>Several studies have analyzed the effects of weather on factors associated with weight loss. In this study, we directly analyzed the effect of weather on intentional weight loss using global-scale data provided by smartphone applications. Through Weather Underground API and the Noom Coach application, we extracted information on weather and body weight for each user located in each of several geographic areas on all login days. We identified meteorological information (pressure, precipitation, wind speed, dew point, and temperature) and self-monitored body weight data simultaneously. A linear mixed-effects model was performed analyzing 3274 subjects. Subjects in North America had higher initial BMIs than those of subjects in Eastern Asia. During the study period, most subjects who used the smartphone application experienced weight loss in a significant way (80.39%, p-value < 0.001). Subjects who infrequently recorded information about dinner had smaller variations than those of other subjects (β freq.users dinner*time = 0.007, p-value < 0.001). Colder temperature, lower dew point, and higher values for wind speed and precipitation were significantly associated with weight loss. In conclusion, we found a direct and independent impact of meteorological conditions on intentional weight loss efforts on a global scale (not only on a local level).</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=5247768','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=5247768"><span>Effects of climatic variables on weight loss: a global analysis</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Ustulin, Morena; Keum, Changwon; Woo, Junghoon; Woo, Jeong-taek; Rhee, Sang Youl</p> <p>2017-01-01</p> <p>Several studies have analyzed the effects of weather on factors associated with weight loss. In this study, we directly analyzed the effect of weather on intentional weight loss using global-scale data provided by smartphone applications. Through Weather Underground API and the Noom Coach application, we extracted information on weather and body weight for each user located in each of several geographic areas on all login days. We identified meteorological information (pressure, precipitation, wind speed, dew point, and temperature) and self-monitored body weight data simultaneously. A linear mixed-effects model was performed analyzing 3274 subjects. Subjects in North America had higher initial BMIs than those of subjects in Eastern Asia. During the study period, most subjects who used the smartphone application experienced weight loss in a significant way (80.39%, p-value < 0.001). Subjects who infrequently recorded information about dinner had smaller variations than those of other subjects (βfreq.users dinner*time = 0.007, p-value < 0.001). Colder temperature, lower dew point, and higher values for wind speed and precipitation were significantly associated with weight loss. In conclusion, we found a direct and independent impact of meteorological conditions on intentional weight loss efforts on a global scale (not only on a local level). PMID:28106167</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20170001358','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20170001358"><span>Development of the Space Debris Sensor (SDS)</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Hamilton, J.; Liou, J.-C.; Anz-Meador, P. D.; Corsaro, B.; Giovane, F.; Matney, M.; Christiansen, E.</p> <p>2017-01-01</p> <p>The Space Debris Sensor (SDS) is a NASA experiment scheduled to fly aboard the International Space Station (ISS) starting in 2018. The SDS is the first flight demonstration of the Debris Resistive/Acoustic Grid Orbital NASA-Navy Sensor (DRAGONS) developed and matured at NASA Johnson Space Center's Orbital Debris Program Office. The DRAGONS concept combines several technologies to characterize the size, speed, direction, and density of small impacting objects. With a minimum two-year operational lifetime, SDS is anticipated to collect statistically significant information on orbital debris ranging from 50 microns to 500 microns in size. This paper describes the features of SDS and how data from the ISS mission may be used to update debris environment models. Results of hypervelocity impact testing during the development of SDS and the potential for improvement on future sensors at higher altitudes will be reviewed.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018PhyA..492.1823W','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018PhyA..492.1823W"><span>How the distance between regional and human mobility behavior affect the epidemic spreading</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Wu, Minna; Han, She; Sun, Mei; Han, Dun</p> <p>2018-02-01</p> <p>The distance between different regions has a lot of impact on the individuals' mobility behavior. Meanwhile, the individuals' mobility could greatly affect the epidemic propagation way. By researching the individuals' mobility behavior, we establish the coupled dynamic model for individual mobility and transmission of infectious disease. The basic reproduction number is theoretically obtained according to the next-generation matrix method. Through this study, we may get that the stability state of the epidemic system will be prolonged under a higher commuting level. The infection density is almost the same in different regions over a sufficiently long time. The results show that, due to the individual movement, the origin of virus can only speed up or delay the outbreak of infectious diseases, however, it have little impact on the final infection size.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20170008457','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20170008457"><span>Impact of Wake Dispersion on Axial Compressor Performance</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Hah, Chunill</p> <p>2017-01-01</p> <p>Detailed development of wakes and their impact on the performance of a low-speed one and half stage axial compressor are investigated with a large eddy simulation (LES). To investigate effects of wake mixing recovery and wake interaction with the boundary layer of the downstream blade, spacing between the rotor blade and the stator is varied. The calculated LES flow fields based on a fine computational grid are compared with related measurements and analyzed in detail at several radial locations. The current LES calculates the effects of wake recovery very well. The effects of wake recovery vary significantly in the radial direction. Loss generation is higher on the pressure side at the stator exit at both near design and near stall condition. The current investigation indicates that better management of wake development can be achieved for improved compressor performance.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20170003819','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20170003819"><span>Development of the Space Debris Sensor</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Hamilton, J.; Liou, J.-C.; Anz-Meador, P. D.; Corsaro, B.; Giovane, F.; Matney, M.; Christiansen, E.</p> <p>2017-01-01</p> <p>The Space Debris Sensor (SDS) is a NASA experiment scheduled to fly aboard the International Space Station (ISS) starting in 2017. The SDS is the first flight demonstration of the Debris Resistive/Acoustic Grid Orbital NASA-Navy Sensor (DRAGONS) developed and matured by the NASA Orbital Debris Program Office. The DRAGONS concept combines several technologies to characterize the size, speed, direction, and density of small impacting objects. With a minimum two-year operational lifetime, SDS is anticipated to collect statistically significant information on orbital debris ranging from 50 micron to 500 micron in size. This paper describes the SDS features and how data from the ISS mission may be used to update debris environment models. Results of hypervelocity impact testing during the development of SDS and the potential for improvement on future sensors at higher altitudes will be reviewed.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018AtmRe.203..175A','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018AtmRe.203..175A"><span>Evaluating anemometer drift: A statistical approach to correct biases in wind speed measurement</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Azorin-Molina, Cesar; Asin, Jesus; McVicar, Tim R.; Minola, Lorenzo; Lopez-Moreno, Juan I.; Vicente-Serrano, Sergio M.; Chen, Deliang</p> <p>2018-05-01</p> <p>Recent studies on observed wind variability have revealed a decline (termed "stilling") of near-surface wind speed during the last 30-50 years over many mid-latitude terrestrial regions, particularly in the Northern Hemisphere. The well-known impact of cup anemometer drift (i.e., wear on the bearings) on the observed weakening of wind speed has been mentioned as a potential contributor to the declining trend. However, to date, no research has quantified its contribution to stilling based on measurements, which is most likely due to lack of quantification of the ageing effect. In this study, a 3-year field experiment (2014-2016) with 10-minute paired wind speed measurements from one new and one malfunctioned (i.e., old bearings) SEAC SV5 cup anemometer which has been used by the Spanish Meteorological Agency in automatic weather stations since mid-1980s, was developed for assessing for the first time the role of anemometer drift on wind speed measurement. The results showed a statistical significant impact of anemometer drift on wind speed measurements, with the old anemometer measuring lower wind speeds than the new one. Biases show a marked temporal pattern and clear dependency on wind speed, with both weak and strong winds causing significant biases. This pioneering quantification of biases has allowed us to define two regression models that correct up to 37% of the artificial bias in wind speed due to measurement with an old anemometer.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017AdSpR..60.1283G','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017AdSpR..60.1283G"><span>Evaluation on the impact of IMU grades on BDS + GPS PPP/INS tightly coupled integration</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Gao, Zhouzheng; Ge, Maorong; Shen, Wenbin; Li, You; Chen, Qijin; Zhang, Hongping; Niu, Xiaoji</p> <p>2017-09-01</p> <p>The unexpected observing environments in dynamic applications may lead to partial and/or complete satellite signal outages frequently, which can definitely impact on the positioning performance of the Precise Point Positioning (PPP) in terms of decreasing available satellite numbers, breaking the continuity of observations, and degrading PPP's positioning accuracy. Generally, both the Inertial Navigation System (INS) and the multi-constellation Global Navigation Satellite System (GNSS) can be used to enhance the performance of PPP. This paper introduces the mathematical models of the multi-GNSS PPP/INS Tightly Coupled Integration (TCI), and investigates its performance from several aspects. Specifically, it covers (1) the use of the BDS/GPS PPP, PPP/INS, and their combination; (2) three positioning modes including PPP, PPP/INS TCI, and PPP/INS Loosely Coupled Integration (LCI); (3) the use of four various INS systems named navigation grade, tactical grade, auto grade, and Micro-Electro-Mechanical-Sensors (MEMS) one; (4) three PPP observation scenarios including PPP available, partially available, and fully outage. According to the statistics results, (1) the positioning performance of the PPP/INS (either TCI or LCI) mode is insignificantly depended on the grade of inertial sensor, when there are enough available satellites; (2) after the complete GNSS outages, the TCI mode expresses both higher convergence speed and more accurate positioning solutions than the LCI mode. Furthermore, in the TCI mode, using a higher grade inertial sensor is beneficial for the PPP convergence; (3) under the partial GNSS outage situations, the PPP/INS TCI mode position divergence speed is also restrained significantly; and (4) the attitude determination accuracy of the PPP/INS integration is highly correlated with the grade of inertial sensor.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/29143711','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/29143711"><span>Defining the breeding goal for a sheep breed including production and functional traits using market data.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Theodoridis, A; Ragkos, A; Rose, G; Roustemis, D; Arsenos, G</p> <p>2017-11-16</p> <p>In this study, the economic values for production and functional traits of dairy sheep are estimated through the application of a profit function model using farm-level technical and economic data. The traits incorporated in the model were milk production, prolificacy, fertility, milking speed, longevity and mastitis occurrence. The economic values for these traits were derived as the approximate partial derivative of the specified profit function. A sensitivity analysis was also conducted in order to examine how potential changes in input and output prices would affect the breeding goal. The estimated economic values of the traits revealed their economic impact on the definition of the breeding goal for the specified production system. Milk production and fertility had the highest economic values (€40.30 and €20.28 per standard genetic deviation (SDa)), while, mastitis only had a low negative value of -0.57 €/SDa. Therefore, breeding for clinical mastitis will have a minor impact on farm profitability because it affects a small proportion of the flock and has low additive variance. The production traits, which include milk production, prolificacy and milking speed, contributed most to the breeding goal (70.0%), but functional traits still had a considerable share (30.0%). The results of this study highlight the importance of the knowledge of economic values of traits in the design of a breeding program. It is also suggested that the production and functional traits under consideration can be categorized as those which can be efficiently treated through genetic improvement (e.g. milk production and fertility) while others would be better dealt with through managerial interventions (e.g. mastitis occurrence). Also, sub-clinical mastitis that affects a higher proportion of flocks could have a higher contribution to breeding goals.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017MS%26E..251a2106P','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017MS%26E..251a2106P"><span>Finite Element Analysis of Saferooms Subjected to Tornado Impact Loads</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Parfilko, Y.; Amaral de Arruda, F.; Varela, B.</p> <p>2017-10-01</p> <p>A Tornado is one of the most dreadful and unpredictable events in nature. Unfortunately, weather and geographic conditions make a large portion of the United States prone to this phenomenon. Tornado saferooms are monolithic reinforced concrete protective structures engineered to guard against these natural disasters. Saferooms must withstand impacts and wind loads from EF-5 tornadoes - where the wind speed reaches up to 150 m/s (300 mph) and airborne projectiles can reach up to 50 m/s (100 mph). The objective of this work is to evaluate the performance of a saferoom under impact from tornado-generated debris and tornado-dragged vehicles. Numerical simulations were performed to model the impact problem using explicit dynamics and energy methods. Finite element models of the saferoom, windborne debris, and vehicle models were studied using the LS-DYNA software. RHT concrete material was used to model the saferoom and vehicle models from NCAC were used to characterize damage from impacts at various speeds. Simulation results indicate good performance of the saferoom structure at vehicle impact speeds up to 25 meters per second. Damage is more significant and increases nonlinearly starting at impact velocities of 35 m/s (78 mph). Results of this study give valuable insight into the dynamic response of saferooms subjected to projectile impacts, and provide design considerations for civilian protective structures. Further work is being done to validate the models with experimental measurements.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2008JMSTL...1..231K','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2008JMSTL...1..231K"><span>A Study on the Effects of Alternatives to Speed Humps Using a Driving Simulator</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Kim, Jong-Min; Noh, Kwan-Sub</p> <p></p> <p>A road alignment which has a long straight section followed by sharp curve is dangerous, because drivers have the habit to accelerate on the long straight section and then accidents occur on the short curve as the result of speeding. This study evaluated the alternatives to speed humps in order to reduce speed safely and comfortably on roads with this incorrect road alignment. There are several speed control facilities to reduce speed on roads with wrong road alignment. The speed hump is dangerous at high speeds because drivers must reduce speed rapidly and because of the physical impact. The image hump provides less effect for drivers who already know of its presence. So, to resolve these matters, we propose a new type of speed control facility. An image hump with transverse grooving will be effective in reducing speed because the transverse grooving gives vibration and noise to drivers who are already aware of the presence of the image hump, but it does not give the hard physical impact to vehicles. The study on the effect of the alternatives to speed humps was carried out using the K-ROADS (KICT-Road Analysis Driving Simulator) which has been developed to analyze and evaluate road safety at the project HuRoSAS (Human & Road Safety Analysis System) since 2003. K-ROADS has two distinct functions. One is the visual system which has a 360 degree F. O. V. to reduce dead angles on black spots such as at-grade intersections. The other is the motion system which has high frequency vibration to reproduce vibrations made in irregular road surfaces. This study found out that the image hump with transverse grooving is a safe speed control facility in order to reduce driving speed safely and comfortably on a straight section followed by a sharp curve, even if drivers are known the existence of image hump.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28671315','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28671315"><span>Relationship between oxygen cost of walking and level of walking disability after stroke: An experimental study.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Polese, Janaine C; Ada, Louise; Teixeira-Salmela, Luci F</p> <p>2018-01-01</p> <p>Since physical inactivity is the major risk factor for recurrent stroke, it is important to understand how level of disability impacts oxygen uptake by people after stroke. This study investigated the nature of the relationship between level of disability and oxygen cost in people with chronic stroke. Level of walking disability was measured as comfortable walking speed using the 10-m Walk Test reported in m/s with 55 ambulatory people 2 years after stroke. Oxygen cost was measured during 3 walking tasks: overground walking at comfortable speed, overground walking at fast speed, and stair walking at comfortable speed. Oxygen cost was calculated from oxygen uptake divided by distance covered during walking and reported in ml∙kg -1 ∙m -1 . The relationship between level of walking disability and oxygen cost was curvilinear for all 3 walking tasks. One quadratic model accounted for 81% (95% CI [74, 88]) of the variance in oxygen cost during the 3 walking tasks: [Formula: see text] DISCUSSION: The oxygen cost of walking was related the level of walking disability in people with chronic stroke, such that the more disabled the individual, the higher the oxygen cost of walking; with oxygen cost rising sharply as disability became severe. An equation that relates oxygen cost during different walking tasks according to the level of walking disability allows clinicians to determine oxygen cost indirectly without the difficulty of measuring oxygen uptake directly. Copyright © 2017 John Wiley & Sons, Ltd.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017AGUFMEP43G..02S','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017AGUFMEP43G..02S"><span>A Broad Continuum of Aeolian Impact Ripple Sizes on Mars is Allowed by Low Dynamic Wind Pressures</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Sullivan, R. J., Jr.; Kok, J. F.; Yizhaq, H.</p> <p>2017-12-01</p> <p>Aeolian impact ripples are generated by impacts of wind-blown sand grains, and are common in environments with loose sand on Earth and Mars. Previous work has shown that, within a fully developed saltation cloud, impact ripple height grows upward into the boundary layer until limited by the effects of increasing wind dynamic pressure at the crest (e.g., lengthening of splash trajectories, or direct entrainment of grains by the wind). On Earth, this process limits ripples of well-sorted 250 µm dune sands to heights of millimeters, and strong winds can impose sufficient lateral dynamic pressure to flatten and erase these ripples. Rover observations show much larger ripple-like bedforms on Mars, raising questions about their formative mechanism. Here, we hypothesize that two factors allow impact ripples to grow much higher on Mars than on Earth: (1) previous work predicts a much larger difference between impact threshold and fluid threshold wind speeds on Mars than on Earth; and (2) recent analysis has revealed how low saltation flux can be initiated and sustained well below fluid threshold on Mars, allowing impact ripples to migrate entirely under prevailing conditions of relatively low wind speeds in the thin martian atmosphere. Under these circumstances, martian ripples would need to grow much larger than on Earth before reaching their maximum height limited by wind dynamic pressure effects. Because the initial size of impact ripples is similar on Mars and Earth, this should generate a much broader continuum of impact ripple sizes on Mars. Compared with Earth, far more time should be needed on Mars for impact ripples to achieve their maximum possible size. Consequently, in cases where wind azimuths are mixed but one azimuth is more dominant than others, martian impact ripples of all sizes can exist together in the same setting, with the largest examples reflecting the most common/formative wind azimuths. In cases where wind azimuth is not dominated by a single azimuth over others, ripple height should vary with orientation and the maximum possible height might never have the chance to be achieved. Our hypothesis could explain the wide range of observed ripple sizes on Mars having wavelengths from cm to several m, and suggests that the largest martian ripples are in fact large impact ripples.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017SPIE10329E..0PR','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017SPIE10329E..0PR"><span>High speed imaging for assessment of impact damage in natural fibre biocomposites</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Ramakrishnan, Karthik Ram; Corn, Stephane; Le Moigne, Nicolas; Ienny, Patrick; Leger, Romain; Slangen, Pierre R.</p> <p>2017-06-01</p> <p>The use of Digital Image Correlation has been generally limited to the estimation of mechanical properties and fracture behaviour at low to moderate strain rates. High speed cameras dedicated to ballistic testing are often used to measure the initial and residual velocities of the projectile but rarely for damage assessment. The evaluation of impact damage is frequently achieved post-impact using visual inspection, ultrasonic C-scan or other NDI methods. Ultra-high speed cameras and developments in image processing have made possible the measurement of surface deformations and stresses in real time during dynamic cracking. In this paper, a method is presented to correlate the force- displacement data from the sensors to the slow motion tracking of the transient failure cracks using real-time high speed imaging. Natural fibre reinforced composites made of flax fibres and polypropylene matrix was chosen for the study. The creation of macro-cracks during the impact results in the loss of stiffness and a corresponding drop in the force history. However, optical instrumentation shows that the initiation of damage is not always evident and so the assessment of damage requires the use of a local approach. Digital Image Correlation is used to study the strain history of the composite and to identify the initiation and progression of damage. The effect of fly-speckled texture on strain measurement by image correlation is also studied. The developed method can be used for the evaluation of impact damage for different composite materials.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018MAP...130..383Z','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018MAP...130..383Z"><span>Influences of wind and precipitation on different-sized particulate matter concentrations (PM2.5, PM10, PM2.5-10)</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Zhang, Boen; Jiao, Limin; Xu, Gang; Zhao, Suli; Tang, Xin; Zhou, Yue; Gong, Chen</p> <p>2018-06-01</p> <p>Though it is recognized that meteorology has a great impact on the diffusion, accumulation and transport of air pollutants, few studies have investigated the impacts on different-sized particulate matter concentrations. We conducted a systematic comparative analysis and used the framework of generalized additive models (GAMs) to explore the influences of critical meteorological parameters, wind and precipitation, on PM2.5, PM10 and PM2.5-10 concentrations in Wuhan during 2013-2016. Overall, results showed that the impacts of wind and precipitation on different-sized PM concentrations are significantly different. The fine PM concentrations decreased gradually with the increase of wind speed, while coarse PM concentrations would increase due to dust resuspension under strong wind. Wind direction exerts limited influence on coarse PM concentrations. Wind speed was linearly correlated with log-transformed PM2.5 concentrations, but nonlinearly correlated with log-transformed PM10 and PM2.5-10 concentrations. We also found the PM2.5 and PM2.5-10 concentrations decreased by nearly 60 and 15% when the wind speed was up to 6 m/s, respectively, indicating a stronger negative impact of wind-speed on fine PM than coarse PM. The scavenging efficiency of precipitation on PM2.5-10 was over twice as high as on PM2.5. Our findings may help to understand the impacts of meteorology on different PM concentrations as well as discriminate and forecast variation in particulate matter concentrations.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_20");'>20</a></li> <li><a href="#" onclick='return showDiv("page_21");'>21</a></li> <li class="active"><span>22</span></li> <li><a href="#" onclick='return showDiv("page_23");'>23</a></li> <li><a href="#" onclick='return showDiv("page_24");'>24</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_22 --> <div id="page_23" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_21");'>21</a></li> <li><a href="#" onclick='return showDiv("page_22");'>22</a></li> <li class="active"><span>23</span></li> <li><a href="#" onclick='return showDiv("page_24");'>24</a></li> <li><a href="#" onclick='return showDiv("page_25");'>25</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="441"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017AIPC.1793j0005C','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017AIPC.1793j0005C"><span>Experimental and computed results investigating time-dependent failure in a borosilicate glass</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Chocron, Sidney; Barnette, Darrel; Holmquist, Timothy; Anderson, Charles E.; Bigger, Rory; Moore, Thomas</p> <p>2017-01-01</p> <p>Symmetric plate-impact tests of borosilicate glass were performed from low (116 m/s) to higher (351 m/s) velocities. The tests were recorded with an ultra-high-speed camera to see the shock and failure propagation. The velocity of the back of the target was also recorded with a PDV (Photon Doppler Velocimeter). The images show failure nucleation sites that trail the shock wave. Interestingly, even though the failure wave is clearly seen, the PDV never detected the expected recompression wave. The reason might be that at these low impact velocities the recompression wave is too small to be seen and is lost in the noise. This work also presents a new way to interpret the signals from the PDV. By letting part of the signal travel through the target and reflect on the impact side, it is possible to see the PDV decrease in intensity with time, probably due to the damage growth behind the shock wave.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017MS%26E..257a2079A','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017MS%26E..257a2079A"><span>Study of alcohol fuel of butanol and ethanol effect on the compression ignition (CI) engine performance, combustion and emission characteristic</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Aziz, M. A.; Yusop, A. F.; Mat Yasin, M. H.; Hamidi, M. A.; Alias, A.; Hussin, H.; Hamri, S.</p> <p>2017-10-01</p> <p>Diesel engine which is one of the larger contributors to total consumption for petroleum is an attractive power unit used widely in many fields. However, diesel engines are among the main contributors to air pollutions for the large amount of emissions, such as CO, CO2 and NOx lead to an adverse effect on human health. Many researches have been done to find alternative fuels that are clean and efficient. Biodiesel is preferred as an alternative source for diesel engine which produces lower emission of pollutants. This study has focused on the evaluation of diesel and alcohol-diesel fuel properties and also the performance, combustion and exhaust emission from diesel engine fuelled with diesel and alcohol. Butanol and ethanol is blend with diesel fuel at 1:9 ratio. There are three test fuel that is tested which Diesel (100% diesel), D90BU10 (10% Butanol and 90% diesel) and D90E10 (10% Ethanol and 90% diesel). The comparison between diesel and alcohol-diesel blend has been made in terms of fuel properties characterization, engine performance such as brake power (BP) and brake specific fuel consumption (BSFC) also the in cylinder maximum pressure characteristic. Thus, exhaust gas emission of CO, CO2, NOx and O2 emission also has been observed at constant load of 50% but in different operating engine speed (1100 rpm, 1400 rpm, 1700 rpm, 2000 rpm and 2300 rpm). The results show the addition of 10% of each butanol and ethanol to diesel fuel had decreased the fuel density about 0.3% to 0.5% compared to mineral diesel. In addition, viscosity and energy content are also decrease. The addition of 10% butanol had improved the fuel cetane number however the ethanol blends react differently. In term of engine performance, as the engine speed increased, BP output also increase respectively. Hence, the alcohol blends fuel generates lower BP compared to diesel, plus BSFC for all test fuel shows decreasing trend at low and medium speed, however increased gradually at higher engine speed. Thus, D90BU10 had higher BSFC compared to mineral diesel and D90E10. In general, the addition of alcohol blend in diesel fuel had increase the BSFC. In term of in cylinder pressure, as the engine speed is increased, the crank angle noted to move away from TDC for all test fuel. The maximum cylinder pressure increased at low and medium speed, but decrease in higher engine speed. The addition of 10% of butanol and ethanol in the mineral diesel decreased the maximum cylinder pressure. Meanwhile, O2 emission of D90E10 is higher compared to D90BU10 due to higher oxygen content found in ethanol. The CO2 emission of D90BU10 recorded higher compared to mineral diesel due to the high oxygen contents in the alcohol. CO emission of alcohol blend on the other hand had lower emission at higher engine speed compared to mineral diesel. As engine speed is increased, NOx emission of mineral diesel and D90E10 had decreased gradually. However, D90BU10 had increased of NOx emission at lower to medium engine speed, than gradually decreased at higher engine speed.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28480773','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28480773"><span>New gentle-wing high-shear granulator: impact of processing variables on granules and tablets characteristics of high-drug loading formulation using design of experiment approach.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Fayed, Mohamed H; Abdel-Rahman, Sayed I; Alanazi, Fars K; Ahmed, Mahrous O; Tawfeek, Hesham M; Al-Shdefat, Ramadan I</p> <p>2017-10-01</p> <p>The aim of this work was to study the application of design of experiment (DoE) approach in defining design space for granulation and tableting processes using a novel gentle-wing high-shear granulator. According to quality-by-design (QbD) prospective, critical attributes of granules, and tablets should be ensured by manufacturing process design. A face-centered central composite design has been employed in order to investigate the effect of water amount (X 1 ), impeller speed (X 2 ), wet massing time (X 3 ), and water addition rate (X 4 ) as independent process variables on granules and tablets characteristics. Acetaminophen was used as a model drug and granulation experiments were carried out using dry addition of povidone k30. The dried granules have been analyzed for their size distribution, density, and flow pattern. Additionally, the produced tablets have been investigated for; weight uniformity, breaking force, friability and percent capping, disintegration time, and drug dissolution. Results of regression analysis showed that water amount, impeller speed and wet massing time have significant (p < .05) effect on granules and tablets characteristics. However, the water amount had the most pronounced effect as indicated by its higher parameter estimate. On the other hand, water addition rate showed a minimal impact on granules and tablets properties. In conclusion, water amount, impeller speed, and wet massing time could be considered as critical process variables. Thus, understanding the relationship between these variables and quality attributes of granules and corresponding tablets provides the basis for adjusting granulation variables in order to optimize product performance.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2013AtmEn..64...10G','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2013AtmEn..64...10G"><span>Adverse effect of outdoor air pollution on cardiorespiratory fitness in Chinese children</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Gao, Yang; Chan, Emily Y. Y.; Zhu, Yingjia; Wong, Tze Wai</p> <p>2013-01-01</p> <p>Little is known about the health impact of air pollution on children's cardiovascular health. A cross-sectional study was conducted and data was analysed in 2048 Chinese schoolchildren (aged 8-10 years) in three districts of Hong Kong to examine the association between exposure to outdoor air pollution and cardiorespiratory fitness. Annual means of ambient PM10, SO2, NO2 and O3 from 1996 to 2003 were used to estimate individual exposure of the subjects. Cardiorespiratory fitness was measured for maximal oxygen uptake (VO2max), predicted by the multistage fitness test (MFT). Height and weight were measured and other potential confounders were collected with questionnaires. Analysis of covariance was performed to estimate the impact of air pollution on complete speed in the MFT and predicted VO2max. The results showed that children in high-pollution district had significantly lower complete speed and predicted VO2max compared to those in low- and moderate-pollution districts. Complete speed and predicted VO2max was estimated to reduce 0.327 km h-1 and 1.53 ml kg-1 min-1 per 10 μg m-3 increase in PM10 annual mean respectively, with those in girls being greater than in boys. Being physically active could not significantly result in improved cardiorespiratory fitness in polluted districts. The adverse effect seems to be independent of short-term exposure to air pollution. We concluded that long-term exposure to higher outdoor air pollution levels was negatively associated with cardiorespiratory fitness in Chinese schoolchildren, especially for girls. PM10 is the most relevant pollutant of the adverse effect. Elevated cardiorespiratory fitness observed in physically activate children could be negated by increased amount of inhaled pollutants during exercise.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2000AIPC..505..793C','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2000AIPC..505..793C"><span>High speed observation of fragment impact initiation of nitromethane charges</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Cook, M. D.; Haskins, P. J.; Briggs, R. I.; Cheese, P.; Stennett, C.; Fellows, J.</p> <p>2000-04-01</p> <p>Ultra high-speed digital photography has been used to record the onset and build-up of reaction in nitromethane charges that have been impacted by steel fragments. The nitromethane charges were housed in PMMA cylinders and back-lit using conventional flash bulbs. Flat plates of aluminum were glued to one end of the cylinder and PMMA plates to the other. The completed charge was positioned to allow normal impact of the projectiles through the aluminum barrier plate. The events were filmed using an Imacon 468, ultra high-speed digital image system, capable of framing at up to 100 million pictures per second. Using this system it was possible to record detailed photographic information concerning the onset and growth of reaction due to shock initiation of the nitromethane charges. The results obtained to date are consistent with the established concepts for initiation of homogeneous and heterogeneous materials.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19990090016','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19990090016"><span>Assessment of the Effects of High-Speed Aircraft in the Stratosphere: 1998</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Kawa, S. Randolph; Anderson, James G.; Baughcum, Steven L.; Brock, Charles A.; Brune, William H.; Cohen, Ronald C.; Kinnison, Douglas E.; Newman, Paul A.; Rodriquez, Jose M.; Stolarski, Richard S.; <a style="text-decoration: none; " href="javascript:void(0); " onClick="displayelement('author_19990090016'); toggleEditAbsImage('author_19990090016_show'); toggleEditAbsImage('author_19990090016_hide'); "> <img style="display:inline; width:12px; height:12px; " src="images/arrow-up.gif" width="12" height="12" border="0" alt="hide" id="author_19990090016_show"> <img style="width:12px; height:12px; display:none; " src="images/arrow-down.gif" width="12" height="12" border="0" alt="hide" id="author_19990090016_hide"></p> <p>1999-01-01</p> <p>This report assesses the potential atmospheric impacts of a proposed fleet of high-speed civil transport (HSCT) aircraft. The purpose of the report is to assess the effects of HSCT's on atmospheric composition and climate in order to provide a scientific basis for making technical, commercial, and environmental policy decisions regarding the HSCT fleet. The work summarized here was carried out as part of NASA's Atmospheric Effects of Aviation Project (a component of the High-Speed Research Program) as well as other NASA, U.S., and international research programs. The principal focus is on change in stratospheric ozone concentrations. The impact on climate change is also a concern. The report describes progress in understanding atmospheric processes, the current state of understanding of HSCT emissions, numerical model predictions of HSCT impacts, the principal uncertainties in atmospheric predictions, and the associated sensitivities in predicted effects of HSCT's.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19990054141','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19990054141"><span>Assessment of the Effects of High-Speed Aircraft in the Stratosphere: 1998</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Kawa, S. Randolph; Anderson, James G.; Baughcum, Steven L.; Brock, Charles A.; Brune, William H.; Cohen, Ronald C.; Kinnison, Douglas E.; Newman, Paul A.; Rodriguez, Jose M.; Stolarski, Richard S.; <a style="text-decoration: none; " href="javascript:void(0); " onClick="displayelement('author_19990054141'); toggleEditAbsImage('author_19990054141_show'); toggleEditAbsImage('author_19990054141_hide'); "> <img style="display:inline; width:12px; height:12px; " src="images/arrow-up.gif" width="12" height="12" border="0" alt="hide" id="author_19990054141_show"> <img style="width:12px; height:12px; display:none; " src="images/arrow-down.gif" width="12" height="12" border="0" alt="hide" id="author_19990054141_hide"></p> <p>1999-01-01</p> <p>This report assesses the potential atmospheric impacts of a proposed fleet of high-speed civil transport (HSCT) aircraft. The purpose of the report is to assess the effects of HSCT's on atmospheric composition and climate in order to provide a scientific basis for making technical, commercial, and environmental policy decisions regarding the HSCT fleet. The work summarized here was carried out as part of NASA's Atmospheric Effects of Aviation Project (a component of the High-Speed Research Program) as well as other NASA, U.S., and international research programs. The principal focus is on change in stratospheric ozone concentrations. The impact on climate change is also a concern. The report describes progress in understanding atmospheric processes, the current state of understanding of HSCT emissions, numerical model predictions of HSCT impacts, the principal uncertainties in atmospheric predictions, and the associated sensitivities in predicted effects of HSCT'S.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://eric.ed.gov/?q=World+AND+Wide+AND+Science&pg=6&id=EJ953143','ERIC'); return false;" href="https://eric.ed.gov/?q=World+AND+Wide+AND+Science&pg=6&id=EJ953143"><span>From Romance to Rocket Science: Speed Dating in Higher Education</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.eric.ed.gov/ERICWebPortal/search/extended.jsp?_pageLabel=advanced">ERIC Educational Resources Information Center</a></p> <p>Muurlink, Olav; Poyatos Matas, Cristina</p> <p>2011-01-01</p> <p>This article is the first comprehensive review of speed dating in the tertiary sector. While speed dating has its origins as a networking technique to connect singles, it has only more recently made its way into the academy. Since 2005 universities world-wide have begun to adopt speed dating protocols as a tool for building research culture. An…</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/25119074','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/25119074"><span>[Gait speed, grip strength and self-rated health among the elderly: data from the FIBRA Campinas network, São Paulo, Brazil].</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Bez, Joelita Pessoa de Oliveira; Neri, Anita Liberalesso</p> <p>2014-08-01</p> <p>The article seeks to investigate patterns of performance and relationships between grip strength, gait speed and self-rated health, and investigate the relationships between them, considering the variables of gender, age and family income. This was conducted in a probabilistic sample of community-dwelling elderly aged 65 and over, members of a population study on frailty. A total of 689 elderly people without cognitive deficit suggestive of dementia underwent tests of gait speed and grip strength. Comparisons between groups were based on low, medium and high speed and strength. Self-related health was assessed using a 5-point scale. The males and the younger elderly individuals scored significantly higher on grip strength and gait speed than the female and oldest did; the richest scored higher than the poorest on grip strength and gait speed; females and men aged over 80 had weaker grip strength and lower gait speed; slow gait speed and low income arose as risk factors for a worse health evaluation. Lower muscular strength affects the self-rated assessment of health because it results in a reduction in functional capacity, especially in the presence of poverty and a lack of compensatory factors.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4261731','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4261731"><span>Comparison of EEG propagation speeds under emotional stimuli on smartphone between the different anxiety states</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Asakawa, Tetsuya; Muramatsu, Ayumi; Hayashi, Takuto; Urata, Tatsuya; Taya, Masato; Mizuno-Matsumoto, Yuko</p> <p>2014-01-01</p> <p>The current study evaluated the effect of different anxiety states on information processing as measured by an electroencephalography (EEG) using emotional stimuli on a smartphone. Twenty-three healthy subjects were assessed for their anxiety states using The State Trait Anxiety Inventory (STAI) and divided into two groups: low anxiety (I, II) or high anxiety (III and IV, V). An EEG was performed while the participant was presented with emotionally laden audiovisual stimuli (resting, pleasant, and unpleasant sessions) and emotionally laden sentence stimuli (pleasant sentence, unpleasant sentence sessions) and EEG data was analyzed using propagation speed analysis. The propagation speed of the low anxiety group at the medial coronal for resting stimuli for all time segments was higher than those of high anxiety group. The low anxiety group propagation speeds at the medial sagittal for unpleasant stimuli in the 0–30 and 60–150 s time frames were higher than those of high anxiety group. The propagation speeds at 150 s for all stimuli in the low anxiety group were significantly higher than the correspondent propagation speeds of the high anxiety group. These events suggest that neural information processes concerning emotional stimuli differ based on current anxiety state. PMID:25540618</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.gpo.gov/fdsys/pkg/FR-2011-02-14/pdf/2011-3248.pdf','FEDREG'); return false;" href="https://www.gpo.gov/fdsys/pkg/FR-2011-02-14/pdf/2011-3248.pdf"><span>76 FR 8397 - Environmental Impact Statement for the Chicago, IL to St. Louis, MO High Speed Rail Program Corridor</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.gpo.gov/fdsys/browse/collection.action?collectionCode=FR">Federal Register 2010, 2011, 2012, 2013, 2014</a></p> <p></p> <p>2011-02-14</p> <p>... the Chicago, IL to St. Louis, MO High Speed Rail Program Corridor AGENCY: Federal Railroad... (EIS) for the Chicago, IL to St. Louis, MO High Speed Rail Corridor Program in compliance with the... Joliet and St. Louis to support additional passenger trains. The EIS will consider increasing the number...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19790005845','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19790005845"><span>Feasibility of combining linear theory and impact theory methods for the analysis and design of high speed configurations</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Brooke, D.; Vondrasek, D. V.</p> <p>1978-01-01</p> <p>The aerodynamic influence coefficients calculated using an existing linear theory program were used to modify the pressures calculated using impact theory. Application of the combined approach to several wing-alone configurations shows that the combined approach gives improved predictions of the local pressure and loadings over either linear theory alone or impact theory alone. The approach not only removes most of the short-comings of the individual methods, as applied in the Mach 4 to 8 range, but also provides the basis for an inverse design procedure applicable to high speed configurations.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2011APS..DFD.L4008Z','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2011APS..DFD.L4008Z"><span>Jetting from impact of a spherical drop with a deep layer</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Zhang, Li; Toole, Jameson; Fazzaa, Kamel; Deegan, Robert; Deegan Group Team; X-Ray Science Division, Advanced Photon Source Collaboration</p> <p>2011-11-01</p> <p>We performed an experimental study of jets during the impact of a spherical drop with a deep layer of same liquid. Using high speed optical and X-ray imaging, we observe two types of jets: the so-called ejecta sheet which emerges almost immediately after impact and the lamella which emerges later. For high Reynolds number the two jets are distinct, while for low Reynolds number the two jets combine into a single continuous jet. We also measured the emergence time, speed, and position of the ejecta sheet and found simple scaling relations for these quantities.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=1725191','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=1725191"><span>A controlled study on batted ball speed and available pitcher reaction time in slowpitch softball</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>McDowell, M; Ciocco, M</p> <p>2005-01-01</p> <p>Objectives: To investigate safety risks in slowpitch softball by conducting laboratory and experimental studies on the performance of high tech softball bats with polyurethane softballs. To compare the results with the recommended safety standards. Methods: ASTM standard compression testing of seven softball models was conducted. Using these seven softball models, bat/ball impact testing was performed using seven adult male softball players and six high tech softball bat models to determine mean batted ball speeds. Over 500 bat/ball impact measurements were recorded and analysed. Available pitcher reaction time was calculated from the mean batted ball speed measurements. Results: According to the United States Specialty Sports Association and the Amateur Softball Association, the maximum initial batted ball speed should be 137.2 km/h, which corresponds to a minimum pitcher reaction time of 0.420 second. These experiments produced mean batted ball speeds of 134.0–159.7 km/h, which correspond to available pitcher reaction times of 0.409–0.361 second. Conclusion: The use of high tech softball bats with polyurethane softballs can result in batted ball speeds that exceed the recommended safety limits, which correspond to decreased available pitcher reaction times. PMID:15793092</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/13775','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/13775"><span>New VASCAR-plus timing mechanism test results</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>1993-04-01</p> <p>In a previous study (Analysis of VASCAR, DOT HS 807-748, May 1993), it was found that the VASCAR-plus timing mechanism was biased against the speed limit violator. The VASCAR speed reading was higher than the actual speed. At that time, it was sugges...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20000063507','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20000063507"><span>A Comparison of Measured Tone Modes for Two Low Noise Propulsion Fans</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Heidelberg, Laurence J.; Elliott, David M.</p> <p>2000-01-01</p> <p>The acoustic modes for two low tip speed propulsion fans were measured to examine the effects of fan tip speed, at constant pressure ratio. A continuously rotating microphone method was used that provided the complete modal structure (circumferential and radial order) at the fundamental and second harmonic of the blade passing tone as well as most of the third harmonic modes. The fans are compared in terms of their rotor/stator interaction modal power, and total tone power. It was hoped that the lower tip speed might produce less noise. This was not the case. The higher tip speed fan, at both takeoff and cutback speeds, had lower tone and interaction levels. This could be an indication that the higher aerodynamic loading required to produce the same pressure ratio for the lower tip speed fan resulted in a greater velocity deficit in the blade wakes and thus more noise. Results consistent with expected rotor transmission effects were noted in the inlet modal structures of both fans.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018MMTA...49..210Z','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018MMTA...49..210Z"><span>High-Speed Friction Stir Welding of AA7075-T6 Sheet: Microstructure, Mechanical Properties, Micro-texture, and Thermal History</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Zhang, Jingyi; Upadhyay, Piyush; Hovanski, Yuri; Field, David P.</p> <p>2018-01-01</p> <p>Friction stir welding (FSW) is a cost-effective and high-quality joining process for aluminum alloys (especially heat-treatable alloys) that is historically operated at lower joining speeds (up to hundreds of millimeters per minute). In this study, we present a microstructural analysis of friction stir welded AA7075-T6 blanks with high welding speeds up to 3 M/min. Textures, microstructures, mechanical properties, and weld quality are analyzed using TEM, EBSD, metallographic imaging, and Vickers hardness. The higher welding speed results in narrower, stronger heat-affected zones (HAZs) and also higher hardness in the nugget zones. The material flow direction in the nugget zone is found to be leaning towards the welding direction as the welding speed increases. Results are coupled with welding parameters and thermal history to aid in the understanding of the complex material flow and texture gradients within the welds in an effort to optimize welding parameters for high-speed processing.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=3910139','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=3910139"><span>Effect of Layer Thickness in Selective Laser Melting on Microstructure of Al/5 wt.%Fe2O3 Powder Consolidated Parts</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Hao, Liang</p> <p>2014-01-01</p> <p>In situ reaction was activated in the powder mixture of Al/5 wt.%Fe2O3 by using selective laser melting (SLM) to directly fabricate aluminium metal matrix composite parts. The microstructural characteristics of these in situ consolidated parts through SLM were investigated under the influence of thick powder bed, 75 μm layer thickness, and 50 μm layer thickness in various laser powers and scanning speeds. It was found that the layer thickness has a strong influence on microstructural outcome, mainly attributed to its impact on oxygen content of the matrix. Various microstructural features (such as granular, coralline-like, and particulate appearance) were observed depending on the layer thickness, laser power, and scanning speed. This was associated with various material combinations such as pure Al, Al-Fe intermetallics, and Al(-Fe) oxide phases formed after in situ reaction and laser rapid solidification. Uniformly distributed very fine particles could be consolidated in net-shape Al composite parts by using lower layer thickness, higher laser power, and lower scanning speed. The findings contribute to the new development of advanced net-shape manufacture of Al composites by combining SLM and in situ reaction process. PMID:24526879</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018MNRAS.476.3964H','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018MNRAS.476.3964H"><span>Angular momentum transfer in primordial discs and the rotation of the first stars</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Hirano, Shingo; Bromm, Volker</p> <p>2018-05-01</p> <p>We investigate the rotation velocity of the first stars by modelling the angular momentum transfer in the primordial accretion disc. Assessing the impact of magnetic braking, we consider the transition in angular momentum transport mode at the Alfvén radius, from the dynamically dominated free-fall accretion to the magnetically dominated solid-body one. The accreting protostar at the centre of the primordial star-forming cloud rotates with close to breakup speed in the case without magnetic fields. Considering a physically motivated model for small-scale turbulent dynamo amplification, we find that stellar rotation speed quickly declines if a large fraction of the initial turbulent energy is converted to magnetic energy (≳ 0.14). Alternatively, if the dynamo process were inefficient, for amplification due to flux freezing, stars would become slow rotators if the pre-galactic magnetic field strength is above a critical value, ≃10-8.2 G, evaluated at a scale of nH = 1 cm-3, which is significantly higher than plausible cosmological seed values (˜10-15 G). Because of the rapid decline of the stellar rotational speed over a narrow range in model parameters, the first stars encounter a bimodal fate: rapid rotation at almost the breakup level, or the near absence of any rotation.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28679793','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28679793"><span>Light oiling of feathers increases flight energy expenditure in a migratory shorebird.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Maggini, Ivan; Kennedy, Lisa V; Macmillan, Alexander; Elliott, Kyle H; Dean, Karen; Guglielmo, Christopher G</p> <p>2017-07-01</p> <p>Flying birds depend on their feathers to undertake most activities, and maintain them in peak condition through periodic molt and frequent preening. Even small exposures to crude oil reduce the integrity of feathers, and could impair flight performance. We trained wild western sandpipers ( Calidris mauri ) to perform endurance flights in a wind tunnel, and used magnetic resonance body composition analysis to measure energy expenditure after birds were exposed to weathered MC252 crude oil from the Deepwater Horizon oil spill. The cost of transport was 0.26±0.04 kJ km -1 in controls, and increased by 22% when the trailing edges of the wing and tail were oiled (<20% of body surface; considered light oiling). Additional crude oil on breast and back feathers (∼30% total surface; moderate oiling) increased the cost of transport by 45% above controls. Oiling tended to decrease flight control, and only half of moderately oiled birds completed the flight test. We then flew birds at a range of speeds to estimate basic kinematic parameters. At low speeds, light and moderately oiled birds had larger wingbeat amplitudes than controls, while moderately oiled birds showed greater wingbeat frequencies across all speeds, and a shift in optimal flight speed towards higher wind speeds. We suggest these changes reflect poorer lift production and increased drag on the wings and body. Oiling will increase the difficulty and energy costs of locomotion for daily and seasonal activities such as foraging, predator evasion, territory defense, courtship, chick provisioning, commuting and long-distance migration. These sub-lethal effects must be considered in oil spill impact assessments. © 2017. Published by The Company of Biologists Ltd.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_21");'>21</a></li> <li><a href="#" onclick='return showDiv("page_22");'>22</a></li> <li class="active"><span>23</span></li> <li><a href="#" onclick='return showDiv("page_24");'>24</a></li> <li><a href="#" onclick='return showDiv("page_25");'>25</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_23 --> <div id="page_24" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_21");'>21</a></li> <li><a href="#" onclick='return showDiv("page_22");'>22</a></li> <li><a href="#" onclick='return showDiv("page_23");'>23</a></li> <li class="active"><span>24</span></li> <li><a href="#" onclick='return showDiv("page_25");'>25</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="461"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=19800048725&hterms=hearth&qs=N%3D0%26Ntk%3DAll%26Ntx%3Dmode%2Bmatchall%26Ntt%3Dhearth','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=19800048725&hterms=hearth&qs=N%3D0%26Ntk%3DAll%26Ntx%3Dmode%2Bmatchall%26Ntt%3Dhearth"><span>Vehicle expectations in air transportation for the year 2000</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Hearth, D. P.</p> <p>1980-01-01</p> <p>This paper is intended to provide an overview of the air transportation system for the year 2000 in terms of vehicle expectations. Emphasis is placed on civil air transportation with the time period approached from the standpoint of evolutionary changes for the near term and also with the assumption of more revolutionary changes for the far term. The view along the evolutionary path begins with a historical review of airline market growth and the impact that technologies have had on airplane designs. Projections of the life expectancy of existing, derivative, and new airplanes are examined in terms of their productivity and fuel efficiency in view of the present and projected fuel usage and availability. The factors influencing airline growth are outlined and some views on whether another new generation of subsonic airplanes are in the offing are given along with an assessment of the economic viability of an advanced commercial supersonic transport in terms of its higher speed, higher productivity, and higher fuel usage. With regard to revolutionary changes, major technology breakthroughs are assumed to occur at a specified date. As an example, the impact of a dramatic reduction in skin friction drag is examined in terms of its effect on the airplane configuration, its propulsion systems, it projected fuel usage, and the air transportation system in which it must operate.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/31484','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/31484"><span>Speed limits set lower than engineering recommendations.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2016-08-01</p> <p>The purpose of this project is to provide the Montana Department of Transportation (MDT) with a better understanding of the : operational and safety impacts of setting posted speed limits below engineering recommended values. This practice has been :...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2007JPhCS..75a2082O','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2007JPhCS..75a2082O"><span>Estimation of effective wind speed</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Østergaard, K. Z.; Brath, P.; Stoustrup, J.</p> <p>2007-07-01</p> <p>The wind speed has a huge impact on the dynamic response of wind turbine. Because of this, many control algorithms use a measure of the wind speed to increase performance, e.g. by gain scheduling and feed forward. Unfortunately, no accurate measurement of the effective wind speed is online available from direct measurements, which means that it must be estimated in order to make such control methods applicable in practice. In this paper a new method is presented for the estimation of the effective wind speed. First, the rotor speed and aerodynamic torque are estimated by a combined state and input observer. These two variables combined with the measured pitch angle is then used to calculate the effective wind speed by an inversion of a static aerodynamic model.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2013AmJPh..81..565W','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2013AmJPh..81..565W"><span>Landing spacecraft on Mars and other planets: An opportunity to apply introductory physics</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Withers, Paul</p> <p>2013-08-01</p> <p>The Curiosity rover safely landed on Mars after "seven minutes of terror" passing through the Martian atmosphere. In order to land safely, Curiosity had to decelerate from speeds of several kilometers per second and reach zero speed exactly upon touching down on the surface. This was accomplished by a combination of atmospheric drag on the enclosed spacecraft during the initial hypersonic entry, deployment of a large parachute, and retrorockets. Here, we use the familiar concepts of introductory physics to explain why all three of these factors were necessary to ensure a safe landing. In particular, we analyze the initial deceleration of a spacecraft at high altitudes, its impact speed if a parachute is not used, its impact speed if a parachute is used, and the duration of its descent on a parachute, using examples from Curiosity and other missions.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19770017130','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19770017130"><span>Study of the impact of cruise speed on scheduling and productivity of commercial transport aircraft</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Bond, E. Q.; Carroll, E. A.; Flume, R. A.</p> <p>1977-01-01</p> <p>A comparison is made between airplane productivity and utilization levels derived from commercial airline type schedules which were developed for two subsonic and four supersonic cruise speed aircraft. The cruise speed component is the only difference between the schedules which are based on 1995 passenger demand forecasts. Productivity-to-speed relationships were determined for the three discrete route systems: North Atlantic, Trans-Pacific, and North-South America. Selected combinations of these route systems were also studied. Other areas affecting the productivity-to-speed relationship such as aircraft design range and scheduled turn time were examined.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19930081497','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19930081497"><span>Resistance of Transparent Plastics to Impact</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Axilrod, Benjamin M; Kline, Gordon M</p> <p>1939-01-01</p> <p>The problem of developing a windshield for aircraft which will withstand the effect of bird impacts during flight is a difficult one, as an estimate of the striking energy will indicate. If the average speed of the airplane is considered to be about 200 miles per hour and that of the bird about 70 miles per hour, the speed of the bird relative to the airplane may be as great as 400 feet per second. If a 4-pound bird is involved, a maximum impact energy of approximately 10,000 foot-pounds must be dissipated. To obtain this energy in a drop test in the Washington Monument, it would be necessary to drop a 20-pound weight down the 500-foot shaft. For both theoretical and practical reasons, it is necessary to keep the mass and speed more nearly like those to be encountered. However, to get an impact of about 10,000 foot-pounds with a 4-pound falling body, it would be necessary to drop it from a height of approximately one-half mile, neglecting air resistance. These facts will indicate some of the experimental obstacles in the way of simulating bird impacts against aircraft windshields.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=20120014213&hterms=torque+measurement&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D30%26Ntt%3Dtorque%2Bmeasurement','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=20120014213&hterms=torque+measurement&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D30%26Ntt%3Dtorque%2Bmeasurement"><span>Full-field Deformation Measurement Techniques for a Rotating Composite Shaft</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Kohlman, Lee W.; Ruggeri, Charles R.; Martin, Richard E.; Roberts, Gary D.; Handschuh, Robert F.; Roth, Don J.</p> <p>2012-01-01</p> <p>Test methods were developed to view global and local deformation in a composite tube during a test in which the tube is rotating at speeds and torques relevant to rotorcraft shafts. Digital image correlation (DIC) was used to provide quantitative displacement measurements during the tests. High speed cameras were used for the DIC measurements in order to capture images at sufficient frame rates and with sufficient resolution while the tube was rotating at speeds up to 5,000 rpm. Surface displacement data was resolved into cylindrical coordinates in order to measure rigid body rotation and global deformation of the tube. Tests were performed on both undamaged and impact damaged tubes in order to evaluate the capability to detect local deformation near an impact damaged site. Measurement of radial displacement clearly indicated a local buckling deformation near the impacted site in both dynamic and static tests. X-ray computed tomography (CT) was used to investigate variations in fiber architecture within the composite tube and to detect impact damage. No growth in the impact damage area was observed by DIC during dynamic testing or by x-ray CT in post test inspection of the composite tube.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2015APS..DFDM32007K','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2015APS..DFDM32007K"><span>Numerical Study of High-Speed Droplet Impact on Surfaces and its Physical Cleaning Effects</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Kondo, Tomoki; Ando, Keita</p> <p>2015-11-01</p> <p>Spurred by the demand for cleaning techniques of low environmental impact, one favors physical cleaning that does not rely on any chemicals. One of the promising candidates is based on water jets that often involve fission into droplet fragments and collide with target surfaces to which contaminant particles (often micron-sized or even smaller) stick. Hydrodynamic force (e.g., shearing and lifting) arising from the droplet impact will play a role to remove the particles, but its detailed mechanism is still unknown. To explore the role of high-speed droplet impact in physical cleaning, we solve compressible Navier-Stokes equations with a finite volume method that is designed to capture both shocks and material interfaces in accurate and robust manners. Water hammer and shear flow accompanied by high-speed droplet impact at a rigid wall is simulated to evaluate lifting force and rotating torque, which are relevant to the application of particle removal. For the simulation, we use the numerical code recently developed by Computational Flow Group lead by Tim Colonius at Caltech. The first author thanks Jomela Meng for her help in handling the code during his stay at Caltech.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018EPJWC.18002036H','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018EPJWC.18002036H"><span>Calibration of PVDF Film Transducers for the Cavitation Impact Measurement</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Hujer, Jan; Müller, Miloš</p> <p>2018-06-01</p> <p>This paper describes investigation of the influence of the protective layer thickness on the calibration sensitivity of PVDF films sensors for the cavitation impacts measurements. The PVDF film sensor is casted into an aluminium block. The drop ball method is used for the measurement of the relation between impact force and the voltage detected on the PVDF film sensor. The calibration constants are measured for three different protective layers thicknesses. Five different ball weights for 400 mm drop height are used to reach the required impact force range. The ball positions for the evaluation of the impact force are measured with a high speed camera. The voltage signal detected on the PVDF film clamps was measured with a high speed digitizer. The measured signals are analysed in LabVIEW Signal Express.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20060022142','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20060022142"><span>Test and Analysis Correlation of High Speed Impacts of Ice Cylinders</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Fasanella, Edwin L.; Boitnott, Richard L.; Kellas, Sotiris</p> <p>2006-01-01</p> <p>During the space shuttle return-to-flight preparations following the Columbia accident, finite element models were needed that could predict the threshold of critical damage to the orbiter s wing leading edge from ice debris impacts. Hence, an experimental program was initiated to provide crushing data from impacted ice for use in dynamic finite element material models. A high-speed drop tower was configured to capture force time-histories of ice cylinders for impacts up to approximately 100 ft/s. At low velocity, the force-time history depended heavily on the internal crystalline structure of the ice. However, for velocities of 100 ft/s and above, the ice fractured on impact, behaved more like a fluid, and the subsequent force-time history curves were much less dependent on the internal crystalline structure.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/1998SPIE.3519..128S','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/1998SPIE.3519..128S"><span>Externally resonated linear microvibromotor for microassembly</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Saitou, Kazuhiro; Wou, Soungjin J.</p> <p>1998-10-01</p> <p>A new design of a linear micro vibromotor for on-substrate fine positioning of micro-scale components is presented where a micro linear slider is actuated by vibratory impacts exerted by micro cantilever impacters. These micro cantilever impacters are selectively resonated by shaking the entire substrate with a piezoelectric vibrator, requiring no need for built-in driving mechanisms such as electrostatic comb actuators as reported previously. This selective resonance of the micro cantilever impacters via an external vibration energy field provides with a very simple means of controlling forward and backward motion of the micro linear slider, facilitating assembly and disassembly of a micro component on a substrate. The double-V beam suspension design is employed in the micro cantilever impacters for larger displacement in the lateral direction while achieving higher stiffness in the transversal direction. An analytical model of the device is derived in order to obtain, through the Simulated Annealing algorithm, an optimal design which maximizes translation speed of the linear slider at desired external input frequencies. Prototypes of the externally-resonated linear micro vibromotor are fabricated using the three-layer polysilicon surface micro machining process provided by the MCNC MUMPS service.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.gpo.gov/fdsys/pkg/CFR-2013-title14-vol1/pdf/CFR-2013-title14-vol1-sec25-1583.pdf','CFR2013'); return false;" href="https://www.gpo.gov/fdsys/pkg/CFR-2013-title14-vol1/pdf/CFR-2013-title14-vol1-sec25-1583.pdf"><span>14 CFR 25.1583 - Operating limitations.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.gpo.gov/fdsys/browse/collectionCfr.action?selectedYearFrom=2013&page.go=Go">Code of Federal Regulations, 2013 CFR</a></p> <p></p> <p>2013-01-01</p> <p>... any regime of flight (climb, cruise, or descent) unless a higher speed is authorized for flight test... applicable to the particular design, explaining that: (i) Full application of pitch, roll, or yaw controls should be confined to speeds below the maneuvering speed; and (ii) Rapid and large alternating control...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.gpo.gov/fdsys/pkg/CFR-2014-title14-vol1/pdf/CFR-2014-title14-vol1-sec25-1583.pdf','CFR2014'); return false;" href="https://www.gpo.gov/fdsys/pkg/CFR-2014-title14-vol1/pdf/CFR-2014-title14-vol1-sec25-1583.pdf"><span>14 CFR 25.1583 - Operating limitations.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.gpo.gov/fdsys/browse/collectionCfr.action?selectedYearFrom=2014&page.go=Go">Code of Federal Regulations, 2014 CFR</a></p> <p></p> <p>2014-01-01</p> <p>... any regime of flight (climb, cruise, or descent) unless a higher speed is authorized for flight test... applicable to the particular design, explaining that: (i) Full application of pitch, roll, or yaw controls should be confined to speeds below the maneuvering speed; and (ii) Rapid and large alternating control...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.gpo.gov/fdsys/pkg/CFR-2011-title14-vol1/pdf/CFR-2011-title14-vol1-sec25-1583.pdf','CFR2011'); return false;" href="https://www.gpo.gov/fdsys/pkg/CFR-2011-title14-vol1/pdf/CFR-2011-title14-vol1-sec25-1583.pdf"><span>14 CFR 25.1583 - Operating limitations.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.gpo.gov/fdsys/browse/collectionCfr.action?selectedYearFrom=2011&page.go=Go">Code of Federal Regulations, 2011 CFR</a></p> <p></p> <p>2011-01-01</p> <p>... any regime of flight (climb, cruise, or descent) unless a higher speed is authorized for flight test... applicable to the particular design, explaining that: (i) Full application of pitch, roll, or yaw controls should be confined to speeds below the maneuvering speed; and (ii) Rapid and large alternating control...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.gpo.gov/fdsys/pkg/CFR-2012-title14-vol1/pdf/CFR-2012-title14-vol1-sec25-1583.pdf','CFR2012'); return false;" href="https://www.gpo.gov/fdsys/pkg/CFR-2012-title14-vol1/pdf/CFR-2012-title14-vol1-sec25-1583.pdf"><span>14 CFR 25.1583 - Operating limitations.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.gpo.gov/fdsys/browse/collectionCfr.action?selectedYearFrom=2012&page.go=Go">Code of Federal Regulations, 2012 CFR</a></p> <p></p> <p>2012-01-01</p> <p>... any regime of flight (climb, cruise, or descent) unless a higher speed is authorized for flight test... applicable to the particular design, explaining that: (i) Full application of pitch, roll, or yaw controls should be confined to speeds below the maneuvering speed; and (ii) Rapid and large alternating control...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2014JPhCS.524a2087N','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2014JPhCS.524a2087N"><span>Understanding the Benefits and Limitations of Increasing Maximum Rotor Tip Speed for Utility-Scale Wind Turbines</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Ning, A.; Dykes, K.</p> <p>2014-06-01</p> <p>For utility-scale wind turbines, the maximum rotor rotation speed is generally constrained by noise considerations. Innovations in acoustics and/or siting in remote locations may enable future wind turbine designs to operate with higher tip speeds. Wind turbines designed to take advantage of higher tip speeds are expected to be able to capture more energy and utilize lighter drivetrains because of their decreased maximum torque loads. However, the magnitude of the potential cost savings is unclear, and the potential trade-offs with rotor and tower sizing are not well understood. A multidisciplinary, system-level framework was developed to facilitate wind turbine and wind plant analysis and optimization. The rotors, nacelles, and towers of wind turbines are optimized for minimum cost of energy subject to a large number of structural, manufacturing, and transportation constraints. These optimization studies suggest that allowing for higher maximum tip speeds could result in a decrease in the cost of energy of up to 5% for land-based sites and 2% for offshore sites when using current technology. Almost all of the cost savings are attributed to the decrease in gearbox mass as a consequence of the reduced maximum rotor torque. Although there is some increased energy capture, it is very minimal (less than 0.5%). Extreme increases in tip speed are unnecessary; benefits for maximum tip speeds greater than 100-110 m/s are small to nonexistent.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=20160004949&hterms=examination&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26Nf%3DPublication-Date%257CGT%2B20060101%26N%3D0%26No%3D10%26Ntt%3Dexamination','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=20160004949&hterms=examination&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26Nf%3DPublication-Date%257CGT%2B20060101%26N%3D0%26No%3D10%26Ntt%3Dexamination"><span>Stardust Interstellar Preliminary Examination IX: High-Speed Interstellar Dust Analog Capture in Stardust Flight-Spare Aerogel</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Postberg, F.; Sterken, V.; Achilles, C.; Allen, C.; Bastien, R. K.; Frank, D.; Sandford, S. A.; Zolensky, M. E.; Butterworth, A.; Gainesforth, Z.</p> <p>2014-01-01</p> <p>The NASA Stardust mission used silica aerogel slabs to slowly decelerate and capture impinging cosmic dust particles for return to Earth. During this process, impact tracks are generated along the trajectory of the particle into the aerogel. It is believed that the morphology and dimensions of these tracks, together with the state of captured grains at track termini, may be linked to the size, velocity, and density of the impacting cosmic dust grain. Here, we present the results of laboratory hypervelocity impact experiments, during which cosmic dust analog particles (diameters of between 0.2 and 0.4 lm), composed of olivine, orthopyroxene, or an organic polymer, were accelerated onto Stardust flight spare low-density (approximately 0.01 g/cu cm) silica aerogel. The impact velocities (3-21 km/s) were chosen to simulate the range of velocities expected during Stardust's interstellar dust (ISD) collection phases. Track lengths and widths, together with the success of particle capture, are analyzed as functions of impact velocity and particle composition, density, and size. Captured terminal particles from low-density organic projectiles become undetectable at lower velocities than those from similarly sized, denser mineral particles, which are still detectable (although substantially altered by the impact process) at 15 km/s. The survival of these terminal particles, together with the track dimensions obtained during low impact speed capture of small grains in the laboratory, indicates that two of the three best Stardust candidate extraterrestrial grains were actually captured at speeds much lower than predicted. Track length and diameters are, in general, more sensitive to impact velocities than previously expected, which makes tracks of particles with diameters of 0.4 lm and below hard to identify at low capture speeds (<10 km/s). Therefore, although captured intact, the majority of the interstellar dust grains returned to Earth by Stardust remain to be found.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://eric.ed.gov/?q=Arm&pg=3&id=EJ928733','ERIC'); return false;" href="https://eric.ed.gov/?q=Arm&pg=3&id=EJ928733"><span>Arm Swing during Walking at Different Speeds in Children with Cerebral Palsy and Typically Developing Children</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.eric.ed.gov/ERICWebPortal/search/extended.jsp?_pageLabel=advanced">ERIC Educational Resources Information Center</a></p> <p>Meyns, Pieter; Van Gestel, Leen; Massaad, Firas; Desloovere, Kaat; Molenaers, Guy; Duysens, Jacques</p> <p>2011-01-01</p> <p>Children with Cerebral Palsy (CP) have difficulties walking at a normal or high speed. It is known that arm movements play an important role to achieve higher walking speeds in healthy subjects. However, the role played by arm movements while walking at different speeds has received no attention in children with CP. Therefore we investigated the…</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19800016058','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19800016058"><span>Magnetic suspension system for an Annular Momentum Control Device (AMCD)</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p></p> <p>1979-01-01</p> <p>A technique to control a rim suspended in a magnetic field was developed. A complete system was developed, incorporating a support structure, magnetic actuators, a rim drive mechanism, an emergency fail-safe system, servo control system, and control electronics. Open loop and closed loop response of the system at zero speed and at 500 revolutions per minute (r/min) of the rim was obtained and analyzed. The rim was then dynamically balanced and a rim speed of 725 r/min was achieved. An analog simulation of the hardware was developed and tested with the actual control electronics connected to the analog computer. The system under development is stable at rim speeds below 700 r/min. Test results indicate that the rim under test is not rigid. The rim has a warp and a number of binding modes which prevented achievement of higher speeds. Further development efforts are required to achieve higher rim speeds.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://www.dtic.mil/docs/citations/ADA574534','DTIC-ST'); return false;" href="http://www.dtic.mil/docs/citations/ADA574534"><span>Effect of Grain Scale Properties on Bulk Deformation of Granular Deposits Due to High Speed Projectile Impact</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.dtic.mil/">DTIC Science & Technology</a></p> <p></p> <p>2013-04-08</p> <p>Details of 1D compression test Material: Florida coastal sand Mean diameter: 0.37(mm) Vessel: Stainless steel Vessel inner diameter 6.0(mm... turned out that the projectile deceleration behavior observed in the experiment is a consequence of the complicated compression behavior of sand...applicability of the proposed EOS into high-speed projectile impact experiment. It turned out that the projectile deceleration behavior observed in the</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_21");'>21</a></li> <li><a href="#" onclick='return showDiv("page_22");'>22</a></li> <li><a href="#" onclick='return showDiv("page_23");'>23</a></li> <li class="active"><span>24</span></li> <li><a href="#" onclick='return showDiv("page_25");'>25</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_24 --> <div id="page_25" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_21");'>21</a></li> <li><a href="#" onclick='return showDiv("page_22");'>22</a></li> <li><a href="#" onclick='return showDiv("page_23");'>23</a></li> <li><a href="#" onclick='return showDiv("page_24");'>24</a></li> <li class="active"><span>25</span></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="481"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://www.dtic.mil/docs/citations/ADA242317','DTIC-ST'); return false;" href="http://www.dtic.mil/docs/citations/ADA242317"><span>Dynamic Testing of Laterally Confined Concrete</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.dtic.mil/">DTIC Science & Technology</a></p> <p></p> <p>1990-09-01</p> <p>for Intermediate Confining pressure (Dashed Curve). 31 23. Example of Regression Fit by Equation (6) for Highest Pressure Group (Dashed Curve... pressure group , loaded by a moderate striker-bar impact speed of 420 in/sec. (10.7 m/s). The peak stress of 124 MPa (18 ksi) occurs at a strain of...survived at one end. This was for the highest speed impact in the lowest confining pressure group . Curves are given in the Appendix Figure A-15. The</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/29107','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/29107"><span>Promoting intermodal connectivity at California's high-speed rail stations.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2015-07-01</p> <p>High-speed rail (HSR) has emerged as one of the most revolutionary and transformative transportation technologies, having a : profound impact on urban-regional accessibility and inter-city travel across Europe, Japan, and more recently China and othe...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/29754765','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/29754765"><span>Effect of hydrodynamic mixing conditions on wet oxidation reactions in a stirred vessel reactor.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Baroutian, Saeid; Syed, Abdul Moiz; Munir, M T; Gapes, Daniel J; Young, Brent R</p> <p>2018-05-08</p> <p>The aim of this study was to investigate the impact of mixing intensity and mixing flow patterns on solid waste degradation, and production of valuable intermediate by-products such as acetic acid. Total suspended solids generally decreased, soluble chemical oxygen demand, dissolved organic carbon, and acetic acid concentration generally increased with the progress of the reaction and increase in the mixing intensity. The results showed that axial-radial flow pattern (using pitch blade impeller) and medium impeller speed (500 rpm) resulted in a higher degree of solid degradation and production of acetic acid. Copyright © 2018 Elsevier Ltd. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4038862','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4038862"><span>Cognitive and sexual functions in patients with traumatic brain injury</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>War, Firdous A.; Jamuna, R.; Arivazhagan, A.</p> <p>2014-01-01</p> <p>Background: Traumatic brain injury (TBI) has an immense psychosocial impact on an individual as well as on the close relatives. Sexuality is one among the functions which are usually found compromised post injury. The aim of present study was to examine cognitive and sexual functions post TBI. The objective of the study was to explore these domains and their relationship with each other. Tools: The tools used were sociodemographics record sheet, Edinburg handedness inventory, brief sexual function inventory, depression anxiety stress scales-21 and NIMHANS head injury battery. The sample consisted of 30 patients with mild-to-moderate TBI. All the subjects were tested individually in their regional language. Results: On cognitive domain, patients performed inadequately on all the tests; however, the percentage was higher in mental speed (43.3%), sustained attention (26.7%), verbal working memory (30%), response inhibition (36.7%), verbal memory (immediate and delayed) (43%) and visual (immediate, 23.3% and delayed, 26.7%). On the domain of sexual functions, all the four domains (sexual drive, erection, ejaculation and problem assessment) were affected however overall satisfaction (93.3%) was adequate. Among the four domains higher percentage of involvement was noted on problem assessment (70%), ejaculation (56.7%), and erection (46.7%). Significant correlation was found between mental speed, verbal working memory, planning, and visual memory with sexual drive, erection, ejaculation and overall satisfaction domains of sexual functioning. Negative correlation was found between motor speed and sustained attention with sexual drive, erection and ejaculation. Conclusion: Both cognitive and sexual functioning were found effected post TBI. However less emphasis is given to sexual functioning by the professionals. Educational intervention is needed to sensitize professional about this area and to include this area for better management. PMID:24891887</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19810005407','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19810005407"><span>Wind-tunnel test of an articulated helicopter rotor model with several tip shapes</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Berry, J. D.; Mineck, R. E.</p> <p>1980-01-01</p> <p>Six interchangeable tip shapes were tested: a square (baseline) tip, an ogee tip, a subwing tip, a swept tip, a winglet tip, and a short ogee tip. In hover at the lower rotational speeds the swept, ogee, and short ogee tips had about the same torque coefficient, and the subwing and winglet tips had a larger torque coefficient than the baseline square tip blades. The ogee and swept tip blades required less torque coefficient at lower rotational speeds and roughly equivalent torque coefficient at higher rotational speeds compared with the baseline square tip blades in forward flight. The short ogee tip required higher torque coefficient at higher lift coefficients than the baseline square tip blade in the forward flight test condition.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016PhFl...28c3303K','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016PhFl...28c3303K"><span>One-way-coupling simulation of cavitation accompanied by high-speed droplet impact</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Kondo, Tomoki; Ando, Keita</p> <p>2016-03-01</p> <p>Erosion due to high-speed droplet impact is a crucial issue in industrial applications. The erosion is caused by the water-hammer loading on material surfaces and possibly by the reloading from collapsing cavitation bubbles that appear within the droplet. Here, we simulate the dynamics of cavitation bubbles accompanied by high-speed droplet impact against a deformable wall in order to see whether the bubble collapse is violent enough to give rise to cavitation erosion on the wall. The evolution of pressure waves in a single water (or gelatin) droplet to collide with a deformable wall at speed up to 110 m/s is inferred from simulations of multicomponent Euler flow where phase changes are not permitted. Then, we examine the dynamics of cavitation bubbles nucleated from micron/submicron-sized gas bubble nuclei that are supposed to exist inside the droplet. For simplicity, we perform Rayleigh-Plesset-type calculations in a one-way-coupling manner, namely, the bubble dynamics are determined according to the pressure variation obtained from the Euler flow simulation. In the simulation, the preexisting bubble nuclei whose size is either micron or submicron show large growth to submillimeters because tension inside the droplet is obtained through interaction of the pressure waves and the droplet interface; this supports the possibility of having cavitation due to the droplet impact. It is also found, in particular, for the case of cavitation arising from very small nuclei such as nanobubbles, that radiated pressure from the cavitation bubble collapse can overwhelm the water-hammer pressure directly created by the impact. Hence, cavitation may need to be accounted for when it comes to discussing erosion in the droplet impact problem.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/biblio/22598994-one-way-coupling-simulation-cavitation-accompanied-high-speed-droplet-impact','SCIGOV-STC'); return false;" href="https://www.osti.gov/biblio/22598994-one-way-coupling-simulation-cavitation-accompanied-high-speed-droplet-impact"><span>One-way-coupling simulation of cavitation accompanied by high-speed droplet impact</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/search">DOE Office of Scientific and Technical Information (OSTI.GOV)</a></p> <p>Kondo, Tomoki; Ando, Keita, E-mail: kando@mech.keio.ac.jp</p> <p></p> <p>Erosion due to high-speed droplet impact is a crucial issue in industrial applications. The erosion is caused by the water-hammer loading on material surfaces and possibly by the reloading from collapsing cavitation bubbles that appear within the droplet. Here, we simulate the dynamics of cavitation bubbles accompanied by high-speed droplet impact against a deformable wall in order to see whether the bubble collapse is violent enough to give rise to cavitation erosion on the wall. The evolution of pressure waves in a single water (or gelatin) droplet to collide with a deformable wall at speed up to 110 m/s ismore » inferred from simulations of multicomponent Euler flow where phase changes are not permitted. Then, we examine the dynamics of cavitation bubbles nucleated from micron/submicron-sized gas bubble nuclei that are supposed to exist inside the droplet. For simplicity, we perform Rayleigh–Plesset-type calculations in a one-way-coupling manner, namely, the bubble dynamics are determined according to the pressure variation obtained from the Euler flow simulation. In the simulation, the preexisting bubble nuclei whose size is either micron or submicron show large growth to submillimeters because tension inside the droplet is obtained through interaction of the pressure waves and the droplet interface; this supports the possibility of having cavitation due to the droplet impact. It is also found, in particular, for the case of cavitation arising from very small nuclei such as nanobubbles, that radiated pressure from the cavitation bubble collapse can overwhelm the water-hammer pressure directly created by the impact. Hence, cavitation may need to be accounted for when it comes to discussing erosion in the droplet impact problem.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/24661578','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/24661578"><span>Comparison of clinical parameters and environmental noise levels between regular surgery and piezosurgery for extraction of impacted third molars.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Chang, Hao-Hueng; Lee, Ming-Shu; Hsu, You-Chyun; Tsai, Shang-Jye; Lin, Chun-Pin</p> <p>2015-10-01</p> <p>Impacted third molars can be extracted by regular surgery or piezosurgery. The aim of this study was to compare clinical parameters and device-produced noise levels between regular surgery and piezosurgery for the extraction of impacted third molars. Twenty patients (18 women and 2 men, 17-29 years of age) with bilateral symmetrical impacted mandibular or maxillary third molars of the same level were included in this randomized crossover clinical trial. The 40 impacted third molars were divided into a control group (n = 20), in which the third molar was extracted by regular surgery using a high-speed handpiece and an elevator, and an experimental group (n = 20), in which the third molar was extracted by piezosurgery using a high-speed handpiece and a piezotome. The clinical parameters were evaluated by a self-reported questionnaire. The noise levels produced by the high-speed handpiece and piezotome were measured and compared between the experimental and control groups. Patients in the experimental group had a better feeling about tooth extraction and force delivery during extraction and less facial swelling than patients in the control group. However, there were no significant differences in noise-related disturbance, extraction period, degree of facial swelling, pain score, pain duration, any noise levels produced by the devices under different circumstances during tooth extraction between the control and experimental groups. The piezosurgery device produced noise levels similar to or lower than those of the high-speed drilling device. However, piezosurgery provides advantages of increased patient comfort during extraction of impacted third molars. Copyright © 2014. Published by Elsevier B.V.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28167420','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28167420"><span>The influence of passenger car front shape on pedestrian injury risk observed from German in-depth accident data.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Li, Guibing; Lyons, Mathew; Wang, Bingyu; Yang, Jikuang; Otte, Dietmar; Simms, Ciaran</p> <p>2017-04-01</p> <p>Quantified relationships between passenger car front shape and pedestrian injury risk derived from accident data are sparse, especially considering the significant recent changes in car front design. The purpose of this paper is therefore to investigate the detailed effects of passenger car front shape on injury risk to a pedestrian's head, thorax, pelvis and leg in the event of a vehicle pedestrian impact. Firstly, an accident sample of 594 pedestrian cases captured during 2000-2015 from the German In-Depth Accident Study (GIDAS) database was employed. Multicollinearity diagnostic statistics were then used to detect multicollinearity between the predictors. Following this, logistic regression was applied to quantify the effects of passenger car front shape on injury risks while controlling for impact speed and pedestrian age. Results indicate that the bumper lower depth (BLD), bumper lower height (BLH), bumper upper height (BUH) and normalised bumper lower/upper height (NBLH/NBUH) are statistically significant for AIS2+ leg injury risk. The normalised bonnet leading edge height (NBLEH) has a statistically significant influence on AIS2+ femur/pelvis injury occurrence. The passenger car front shape did not show statistical significance for AIS3+ thorax and head injuries. The impact speed and pedestrian age are generally significant factors influencing AIS2+ leg and pelvis injuries, and AIS3+ thorax and head injuries. However, when head impacts are fixed on the central windscreen region both pedestrian age and impact speed are not statistically significant for AIS3+ head injury. For quantified effects, when controlling for speed, age and BUH, an average 7% and 6% increase in AIS2+ leg injury odds was observed for every 1cm increase in BLD and BLH respectively; 1cm increase in BUH results in a 7% decrease in AIS2+ leg injury odds when the BLD or BLH are fixed respectively (again controlling for impact speed and pedestrian age); the average AIS2+ femur/pelvis injury odds increase by 74% for a 10% increase in NBLEH. These findings suggest that passenger car bumpers should support the lower leg with a low and flat lower bumper and even contact up to the femur area with a high upper bumper which extends above the knee to protect the pedestrian's leg. A low passenger car bonnet leading edge helps to reduce femur/pelvis injury risk. The passenger car front shape parameters are less influential than impact speed and pedestrian age for pedestrian injury risk. Copyright © 2017 Elsevier Ltd. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018PhFl...30b2106H','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018PhFl...30b2106H"><span>Energetic analysis of drop's maximum spreading on solid surface with low impact speed</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Huang, Hai-Meng; Chen, Xiao-Peng</p> <p>2018-02-01</p> <p>Drops impacting on a flat solid surface will spread until it reaches maximum contact with the substrate underneath. After that, it recoils. In the present work, the variations of energy components during the spreading are studied carefully, including kinetic, capillary, and dissipated energies. Our experimental and numerical results show that, when the impact speed is low, the fast slipping of the contact line (in inertia-capillary regime) and corresponding "interface relaxation" lead to extra dissipation. An auxiliary dissipation is therefore introduced into the traditional theoretical model. The energy components predicted by the improved model agree with the experimental and numerical results very well. As the impact speed increases (the Weber number, W e =ρ D0V02/γ , becomes larger than 40 in the present work), the dissipation induced by the initial velocity plays more important roles. The analyses also indicate that on the hydrophobic surfaces the auxiliary dissipation is lower than that on hydrophilic ones. In the later circumstances, the contact angle is larger and the spreading is weaker.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/27652070','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/27652070"><span>Local and distant trauma after hypervelocity ballistic impact to the pig hind limb.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Chen, Jin; Zhang, Bo; Chen, Wei; Kang, Jian-Yi; Chen, Kui-Jun; Wang, Ai-Min; Wang, Jian-Min</p> <p>2016-01-01</p> <p>The development of high-energy weapons could increase the velocity of projectiles to well over 1000 m/s. The nature of the injuries caused by the ballistic impact of projectiles at velocities much faster than 1000 m/s is unclear. This study characterizes the mechanical and biochemical alterations caused by high-speed ballistic impact generated by spherical steel ball to the hind limbs of the pig. That the local and distal injuries caused by hypervelocity ballistic impact to the living body are also identified. It is showed that the severity of the injury was positively correlated with the velocity of the projectile. And 4000 m/s seems to be the critical velocity for the 5.6 mm spherical steel ball, which would cause severe damage to either local or distal organs, as below that speed the projectile penetrated the body while above that speed it caused severe damage to the body. In addition, vaporization prevented the projectile from penetrating the body and the consequent pressure wave seems to be the causal factor for the distant damage.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016PhDT........88M','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016PhDT........88M"><span>A combined CFD-experimental method for developing an erosion equation for both gas-sand and liquid-sand flows</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Mansouri, Amir</p> <p></p> <p>The surface degradation of equipment due to consecutive impacts of abrasive particles carried by fluid flow is called solid particle erosion. Solid particle erosion occurs in many industries including oil and gas. In order to prevent abrupt failures and costly repairs, it is essential to predict the erosion rate and identify the locations of the equipment that are mostly at risk. Computational Fluid Dynamics (CFD) is a powerful tool for predicting the erosion rate. Erosion prediction using CFD analysis includes three steps: (1) obtaining flow solution, (2) particle tracking and calculating the particle impact speed and angle, and (3) relating the particle impact information to mass loss of material through an erosion equation. Erosion equations are commonly generated using dry impingement jet tests (sand-air), since the particle impact speed and angle are assumed not to deviate from conditions in the jet. However, in slurry flows, a wide range of particle impact speeds and angles are produced in a single slurry jet test with liquid and sand particles. In this study, a novel and combined CFD/experimental method for developing an erosion equation in slurry flows is presented. In this method, a CFD analysis is used to characterize the particle impact speed, angle, and impact rate at specific locations on the test sample. Then, the particle impact data are related to the measured erosion depth to achieve an erosion equation from submerged testing. Traditionally, it was assumed that the erosion equation developed based on gas testing can be used for both gas-sand and liquid-sand flows. The erosion equations developed in this work were implemented in a CFD code, and CFD predictions were validated for various test conditions. It was shown that the erosion equation developed based on slurry tests can significantly improve the local thickness loss prediction in slurry flows. Finally, a generalized erosion equation is proposed which can be used to predict the erosion rate in gas-sand, water-sand and viscous liquid-sand flows with high accuracy. Furthermore, in order to gain a better understanding of the erosion mechanism, a comprehensive experimental study was conducted to investigate the important factors influencing the erosion rate in gas-sand and slurry flows. The wear pattern and total erosion ratio were measured in a direct impingement jet geometry (for both dry impact and submerged impingement jets). The effects of fluid viscosity, abrasive particle size, particle impact speed, jet inclination angle, standoff distance, sand concentration, and exposure time were investigated. Also, the eroded samples were studied with Scanning Electron Microscopy (SEM) to understand the erosion micro-structure. Also, the sand particle impact speed and angle were measured using a Particle Image Velocimetry (PIV) system. The measurements were conducted in two types of erosion testers (gas-solid and liquid-solid impinging jets). The Particle Tracking Velocimetry (PTV) technique was utilized which is capable of tracking individual small particles. Moreover, CFD modeling was performed to predict the particle impact data. Very good agreement between the CFD results and PTV measurements was observed.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20120008552','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20120008552"><span>Computational Study of the Impact of Unsteadiness on the Aerodynamic Performance of a Variable- Speed Power Turbine</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Welch, Gerard E.</p> <p>2012-01-01</p> <p>The design-point and off-design performance of an embedded 1.5-stage portion of a variable-speed power turbine (VSPT) was assessed using Reynolds-Averaged Navier-Stokes (RANS) analyses with mixing-planes and sector-periodic, unsteady RANS analyses. The VSPT provides one means by which to effect the nearly 50 percent main-rotor speed change required for the NASA Large Civil Tilt-Rotor (LCTR) application. The change in VSPT shaft-speed during the LCTR mission results in blade-row incidence angle changes of as high as 55 . Negative incidence levels of this magnitude at takeoff operation give rise to a vortical flow structure in the pressure-side cove of a high-turn rotor that transports low-momentum flow toward the casing endwall. The intent of the effort was to assess the impact of unsteadiness of blade-row interaction on the time-mean flow and, specifically, to identify potential departure from the predicted trend of efficiency with shaft-speed change of meanline and 3-D RANS/mixing-plane analyses used for design.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2015AMTD....813423W','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2015AMTD....813423W"><span>Thermodynamic correction of particle concentrations measured by underwing probes on fast flying aircraft</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Weigel, R.; Spichtinger, P.; Mahnke, C.; Klingebiel, M.; Afchine, A.; Petzold, A.; Krämer, M.; Costa, A.; Molleker, S.; Jurkat, T.; Minikin, A.; Borrmann, S.</p> <p>2015-12-01</p> <p>Particle concentration measurements with underwing probes on aircraft are impacted by air compression upstream of the instrument body as a function of flight velocity. In particular for fast-flying aircraft the necessity arises to account for compression of the air sample volume. Hence, a correction procedure is needed to invert measured particle number concentrations to ambient conditions that is commonly applicable for different instruments to gain comparable results. In the compression region where the detection of particles occurs (i.e. under factual measurement conditions), pressure and temperature of the air sample are increased compared to ambient (undisturbed) conditions in certain distance away from the aircraft. Conventional procedures for scaling the measured number densities to ambient conditions presume that the particle penetration speed through the instruments' detection area equals the aircraft speed (True Air Speed, TAS). However, particle imaging instruments equipped with pitot-tubes measuring the Probe Air Speed (PAS) of each underwing probe reveal PAS values systematically below those of the TAS. We conclude that the deviation between PAS and TAS is mainly caused by the compression of the probed air sample. From measurements during two missions in 2014 with the German Gulfstream G-550 (HALO - High Altitude LOng range) research aircraft we develop a procedure to correct the measured particle concentration to ambient conditions using a thermodynamic approach. With the provided equation the corresponding concentration correction factor ξ is applicable to the high frequency measurements of each underwing probe which is equipped with its own air speed sensor (e.g. a pitot-tube). ξ-values of 1 to 0.85 are calculated for air speeds (i.e. TAS) between 60 and 260 m s-1. From HALO data it is found that ξ does not significantly vary between the different deployed instruments. Thus, for the current HALO underwing probe configuration a parameterisation of ξ as a function of TAS is provided for instances if PAS measurements are lacking. The ξ-correction yields higher ambient particle concentration by about 15-25 % compared to conventional procedures - an improvement which can be considered as significant for many research applications. The calculated ξ-values are specifically related to the considered HALO underwing probe arrangement and may differ for other aircraft or instrument geometries. Moreover, the ξ-correction may not cover all impacts originating from high flight velocities and from interferences between the instruments and, e.g., the aircraft wings and/or fuselage. Consequently, it is important that PAS (as a function of TAS) is individually measured by each probe deployed underneath the wings of a fast-flying aircraft.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/8433','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/8433"><span>Assessment of risks for high-speed rail grade crossings on the Empire Corridor : next generation high-speed rail program</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2000-08-01</p> <p>The report describes a risk-based approach for assessing the implications of higher train speeds on highway-railroad grade crossing safety, and allocating limited resources to best reduce this risk. To predict accident frequency, an existing DOT mode...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=19750043159&hterms=Xx&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D10%26Ntt%3DXx','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=19750043159&hterms=Xx&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D10%26Ntt%3DXx"><span>Interplanetary gas. XX - Does the radial solar wind speed increase with latitude</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Brandt, J. C.; Harrington, R. S.; Roosen, R. G.</p> <p>1975-01-01</p> <p>The astrometric technique used to derive solar wind speeds from ionic comet-tail orientations has been used to test the suggestion that the radial solar wind speed is higher near the solar poles than near the equator. We find no evidence for the suggested latitude variation.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/22950','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/22950"><span>Evaluation of intrusion detection technologies for high speed rail grade crossings : final report.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2003-12-01</p> <p>The rail industry is in the process of developing a prototype system for high speed rail. One of the concerns when using high speed rail is the danger of obstructions on the track. This level of danger is much higher than with traditional railway veh...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20150002345','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20150002345"><span>Experimental Measurement of Frozen and Partially Melted Water Droplet Impact Dynamics</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Palacios, Jose; Yan, Sihong; Tan, Jason; Kreeger, Richard E.</p> <p>2014-01-01</p> <p>High-speed video of single frozen water droplets impacting a surface was acquired. The droplets diameter ranged from 0.4 mm to 0.9 mm and impacted at velocities ranging from 140 m/sec to 309 m/sec. The techniques used to freeze the droplets and launch the particles against the surfaces is described in this paper. High-speed video was used to quantify the ice accretion area to the surface for varying impact angles (30 deg, 45 deg, 60 deg), impacting velocities, and break-up angles. An oxygen /acetylene cross-flow flame used to ensure partial melting of the traveling frozen droplets is also discussed. A linear relationship between impact angle and ice accretion is identified for fully frozen particles. The slope of the relationship is affected by impact speed. Perpendicular impacts, i.e. 30 deg, exhibited small differences in ice accretion for varying velocities, while an increase of 60% in velocity from 161 m/sec to 259 m/sec, provided an increase on ice accretion area of 96% at an impact angle of 60 deg. The increase accretion area highlights the importance of impact angle and velocity on the ice accretion process of ice crystals. It was experimentally observed that partial melting was not required for ice accretion at the tested velocities when high impact angles were used (45 and 60 deg). Partially melted droplets doubled the ice accretion areas on the impacting surface when 0.0023 Joules were applied to the particle. The partially melted state of the droplets and a method to quantify the percentage increase in ice accretion area is also described in the paper.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28873030','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28873030"><span>Differences in hamstring activation characteristics between the acceleration and maximum-speed phases of sprinting.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Higashihara, Ayako; Nagano, Yasuharu; Ono, Takashi; Fukubayashi, Toru</p> <p>2018-06-01</p> <p>This study aimed to investigate activation characteristics of the biceps femoris long head (BFlh) and semitendinosus (ST) muscles during the acceleration and maximum-speed phases of sprinting. Lower-extremity kinematics and electromyographic (EMG) activities of the BFlh and ST muscles were examined during the acceleration sprint and maximum-speed sprint in 13 male sprinters during an overground sprinting. Differences in hamstring activation during each divided phases and in the hip and knee joint angles and torques at each time point of the sprinting gait cycle were determined between two sprints. During the early stance of the acceleration sprint, the hip extension torque was significantly greater than during the maximum-speed sprint, and the relative EMG activation of the BFlh muscle was significantly higher than that of the ST muscle. During the late stance and terminal mid-swing of maximum-speed sprint, the knee was more extended and a higher knee flexion moment was observed compared to the acceleration sprint, and the ST muscle showed higher activation than that of the BFlh. These results indicate that the functional demands of the medial and lateral hamstring muscles differ between two different sprint performances.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/26611054','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/26611054"><span>Radiated Sound of a High-Speed Water-Jet-Propelled Transportation Vessel.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Rudd, Alexis B; Richlen, Michael F; Stimpert, Alison K; Au, Whitlow W L</p> <p>2016-01-01</p> <p>The radiated noise from a high-speed water-jet-propelled catamaran was measured for catamaran speeds of 12, 24, and 37 kn. The radiated noise increased with catamaran speed, although the shape of the noise spectrum was similar for all speeds and measuring hydrophone depth. The spectra peaked at ~200 Hz and dropped off continuously at higher frequencies. The radiated noise was 10-20 dB lower than noise from propeller-driven ships at comparable speeds. The combination of low radiated noise and high speed could be a factor in the detection and avoidance of water-jet-propelled ships by baleen whales.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_21");'>21</a></li> <li><a href="#" onclick='return showDiv("page_22");'>22</a></li> <li><a href="#" onclick='return showDiv("page_23");'>23</a></li> <li><a href="#" onclick='return showDiv("page_24");'>24</a></li> <li class="active"><span>25</span></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_25 --> <div class="footer-extlink text-muted" style="margin-bottom:1rem; text-align:center;">Some links on this page may take you to non-federal websites. 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