Rural and Urban Differences in Passenger-Vehicle-Occupant Deaths and Seat Belt Use Among Adults - United States, 2014.

PubMed

Beck, Laurie F; Downs, Jonathan; Stevens, Mark R; Sauber-Schatz, Erin K

2017-09-22

Motor-vehicle crashes are a leading cause of death in the United States. Compared with urban residents, rural residents are at an increased risk for death from crashes and are less likely to wear seat belts. These differences have not been well described by levels of rurality. 2014. Data from the Fatality Analysis Reporting System (FARS) and the Behavioral Risk Factor Surveillance System (BRFSS) were used to identify passenger-vehicle-occupant deaths from motor-vehicle crashes and estimate the prevalence of seat belt use. FARS, a census of U.S. motor-vehicle crashes involving one or more deaths, was used to identify passenger-vehicle-occupant deaths among adults aged ≥18 years. Passenger-vehicle occupants were defined as persons driving or riding in passenger cars, light trucks, vans, or sport utility vehicles. Death rates per 100,000 population, age-adjusted to the 2000 U.S. standard population and the proportion of occupants who were unrestrained at the time of the fatal crash, were calculated. BRFSS, an annual, state-based, random-digit-dialed telephone survey of the noninstitutionalized U.S. civilian population aged ≥18 years, was used to estimate prevalence of seat belt use. FARS and BRFSS data were analyzed by a six-level rural-urban designation, based on the U.S. Department of Agriculture 2013 rural-urban continuum codes, and stratified by census region and type of state seat belt enforcement law (primary or secondary). Within each census region, age-adjusted passenger-vehicle-occupant death rates per 100,000 population increased with increasing rurality, from the most urban to the most rural counties: South, 6.8 to 29.2; Midwest, 5.3 to 25.8; West, 3.9 to 40.0; and Northeast, 3.5 to 10.8. (For the Northeast, data for the most rural counties were not reported because of suppression criteria; comparison is for the most urban to the second-most rural counties.) Similarly, the proportion of occupants who were unrestrained at the time of the fatal crash increased as rurality increased. Self-reported seat belt use in the United States decreased with increasing rurality, ranging from 88.8% in the most urban counties to 74.7% in the most rural counties. Similar differences in age-adjusted death rates and seat belt use were observed in states with primary and secondary seat belt enforcement laws. Rurality was associated with higher age-adjusted passenger-vehicle-occupant death rates, a higher proportion of unrestrained passenger-vehicle-occupant deaths, and lower seat belt use among adults in all census regions and regardless of state seat belt enforcement type. Seat belt use decreases and age-adjusted passenger-vehicle-occupant death rates increase with increasing levels of rurality. Improving seat belt use remains a critical strategy to reduce crash-related deaths in the United States, especially in rural areas where seat belt use is lower and age-adjusted death rates are higher than in urban areas. States and communities can consider using evidence-based interventions to reduce rural-urban disparities in seat belt use and passenger-vehicle-occupant death rates.

A controlled evaluation of the WHO Safe Communities model approach to injury prevention: increasing child restraint use in motor vehicles.

PubMed

Istre, Gregory R; Stowe, Martha; McCoy, Mary A; Moore, Billy J; Culica, Dan; Womack, Katie N; Anderson, Ron J

2011-02-01

To measure the effect of the WHO Safe Communities model approach to increasing child restraint use in motor vehicles. Pre- and post-intervention observations of restraint use in motor vehicles in several sites in the target area, and in a comparison area community. Community; southeast Dallas, Texas, 2003-2005. A multifaceted approach to increasing use of child safety seats, booster seats and seat belts that included efforts in schools, day care centres, neighbourhoods and a local public clinic, along with child safety seat classes and a low-cost distribution programme. Prevalence of restraint use among children 0-8 years old riding in motor vehicles. In the target area, the adjusted child restraint use increased by 23.9 percentage points versus 11.8 in the comparison area (difference 12.1; 95% CI 9.9 to 14.3), and adjusted driver seat belt use increased by 16.3 percentage points in the target area versus 4.9 in the comparison area (difference 11.4; 95% CI 11.0 to 11.7). Multivariable multilevel analysis showed that the increase in the target area was significantly greater than in the comparison area for child restraint use (OR 1.6; 95% CI 1.2 to 2.2), as well as for driver seat belt use and proportion of children riding in the back seat. The Safe Communities approach was successful in promoting the use of child restraints in motor vehicles through a multifaceted intervention that included efforts in various community settings, instructional classes and child safety seat distribution.

Rural and Urban Differences in Passenger-Vehicle–Occupant Deaths and Seat Belt Use Among Adults — United States, 2014

PubMed Central

Downs, Jonathan; Stevens, Mark R.; Sauber-Schatz, Erin K.

2017-01-01

Problem/Condition Motor-vehicle crashes are a leading cause of death in the United States. Compared with urban residents, rural residents are at an increased risk for death from crashes and are less likely to wear seat belts. These differences have not been well described by levels of rurality. Reporting Period 2014. Description of Systems Data from the Fatality Analysis Reporting System (FARS) and the Behavioral Risk Factor Surveillance System (BRFSS) were used to identify passenger-vehicle–occupant deaths from motor-vehicle crashes and estimate the prevalence of seat belt use. FARS, a census of U.S. motor-vehicle crashes involving one or more deaths, was used to identify passenger-vehicle–occupant deaths among adults aged ≥18 years. Passenger-vehicle occupants were defined as persons driving or riding in passenger cars, light trucks, vans, or sport utility vehicles. Death rates per 100,000 population, age-adjusted to the 2000 U.S. standard population and the proportion of occupants who were unrestrained at the time of the fatal crash, were calculated. BRFSS, an annual, state-based, random-digit–dialed telephone survey of the noninstitutionalized U.S. civilian population aged ≥18 years, was used to estimate prevalence of seat belt use. FARS and BRFSS data were analyzed by a six-level rural-urban designation, based on the U.S. Department of Agriculture 2013 rural-urban continuum codes, and stratified by census region and type of state seat belt enforcement law (primary or secondary). Results Within each census region, age-adjusted passenger-vehicle–occupant death rates per 100,000 population increased with increasing rurality, from the most urban to the most rural counties: South, 6.8 to 29.2; Midwest, 5.3 to 25.8; West, 3.9 to 40.0; and Northeast, 3.5 to 10.8. (For the Northeast, data for the most rural counties were not reported because of suppression criteria; comparison is for the most urban to the second-most rural counties.) Similarly, the proportion of occupants who were unrestrained at the time of the fatal crash increased as rurality increased. Self-reported seat belt use in the United States decreased with increasing rurality, ranging from 88.8% in the most urban counties to 74.7% in the most rural counties. Similar differences in age-adjusted death rates and seat belt use were observed in states with primary and secondary seat belt enforcement laws. Interpretation Rurality was associated with higher age-adjusted passenger-vehicle–occupant death rates, a higher proportion of unrestrained passenger-vehicle–occupant deaths, and lower seat belt use among adults in all census regions and regardless of state seat belt enforcement type. Public Health Actions Seat belt use decreases and age-adjusted passenger-vehicle–occupant death rates increase with increasing levels of rurality. Improving seat belt use remains a critical strategy to reduce crash-related deaths in the United States, especially in rural areas where seat belt use is lower and age-adjusted death rates are higher than in urban areas. States and communities can consider using evidence-based interventions to reduce rural-urban disparities in seat belt use and passenger-vehicle–occupant death rates. PMID:28934184

28 CFR 36.308 - Seating in assembly areas.

Code of Federal Regulations, 2014 CFR

2014-07-01

... 28 Judicial Administration 1 2014-07-01 2014-07-01 false Seating in assembly areas. 36.308 Section 36.308 Judicial Administration DEPARTMENT OF JUSTICE NONDISCRIMINATION ON THE BASIS OF DISABILITY BY PUBLIC ACCOMMODATIONS AND IN COMMERCIAL FACILITIES Specific Requirements § 36.308 Seating in assembly...

28 CFR 36.308 - Seating in assembly areas.

Code of Federal Regulations, 2012 CFR

2012-07-01

... 28 Judicial Administration 1 2012-07-01 2012-07-01 false Seating in assembly areas. 36.308 Section 36.308 Judicial Administration DEPARTMENT OF JUSTICE NONDISCRIMINATION ON THE BASIS OF DISABILITY BY PUBLIC ACCOMMODATIONS AND IN COMMERCIAL FACILITIES Specific Requirements § 36.308 Seating in assembly...

28 CFR 36.308 - Seating in assembly areas.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 28 Judicial Administration 1 2011-07-01 2011-07-01 false Seating in assembly areas. 36.308 Section 36.308 Judicial Administration DEPARTMENT OF JUSTICE NONDISCRIMINATION ON THE BASIS OF DISABILITY BY PUBLIC ACCOMMODATIONS AND IN COMMERCIAL FACILITIES Specific Requirements § 36.308 Seating in assembly...

28 CFR 36.308 - Seating in assembly areas.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 28 Judicial Administration 1 2013-07-01 2013-07-01 false Seating in assembly areas. 36.308 Section 36.308 Judicial Administration DEPARTMENT OF JUSTICE NONDISCRIMINATION ON THE BASIS OF DISABILITY BY PUBLIC ACCOMMODATIONS AND IN COMMERCIAL FACILITIES Specific Requirements § 36.308 Seating in assembly...

Women's Political Empowerment and Investments in Primary Schooling in India.

PubMed

Halim, Nafisa; Yount, Kathryn M; Cunningham, Solveig A; Pande, Rohini P

2016-02-01

Using a national district-level dataset of India composed of information on investments in primary schooling (data from the District Information Survey for Education [DISE, 2007/8]) and information on demographic characteristics of elected officials (data from the Election Commission of India [ECI, 2000/04]), we examined the relationship between women's representation in State Legislative Assembly (SLA) seats and district-level investments in primary schooling. We used OLS regressions adjusting for confounders and spatial autocorrelation, and estimated separate models for North and South India. Women's representation in general SLA seats typically was negatively associated with investments in primary-school amenities and teachers; women's representation in SLA seats reserved for under-represented minorities, i.e., scheduled castes and scheduled tribes, typically was positively associated with investments in primary schooling, especially in areas addressing the basic needs of poor children. Women legislators' gender and caste identities may shape their decisions about redistributive educational policies.

Analysis of child passenger safety restraint use at a pediatric emergency department.

PubMed

Cease, Alan T; King, William D; Monroe, Kathy W

2011-02-01

The objectives of the study were to determine the number of children properly restrained during transit to a pediatric emergency department for care and to ascertain parental knowledge of Alabama laws and American Academy of Pediatrics (AAP) guidelines and where they obtain this information. An emergency department (patient care rooms) waiting area, convenience sample of Alabama parents who have children younger than or 13 years of age were surveyed over a 5-week period. Appropriate use of child passenger safety (CPS) restraints was determined using Alabama law and AAP recommendations. Use of Car Seat Checks provided by Children's Hospital and Safe Kids, knowledge of Alabama laws and CPS guidelines, and the source of information used by parents were ascertained. Among 525 patients identified, 520 (99.0%) participated. Appropriate use per Alabama law and AAP guidelines was 72.3% and 60.6%, respectively; 5.0% were unrestrained. Booster seats were the most commonly misused restraint. Car seats were reportedly used correctly by 81.9%. Parents who had used the Car Seat Checks program had correct booster seat and car seat use rates of 95.8% and 61.5%, respectively. Unfortunately, only 31.2% of patients had knowledge of the Car Seat Checks program, and only 40.6% knew the current law. Most often, parents stated that the hospital where their child was born was the primary (and sometimes only) source of CPS information. This study illustrates the need for improving parental knowledge of appropriate child passenger restraint use (especially booster seats) and Car Seat Checks programs. Car seat program assistance is associated with high levels of appropriate use.

ANTHROPOMETRIC CHARACTERISTICS OF FLIGHT PERSONNEL FOR DESIGNING DAMPERS FOR SHOCKPROOF SEATS OF HELICOPTER CREWS.

PubMed

Moiseev, Yu B; Ignatovich, S N; Strakhov, A Yu

The article discusses anthropometric design of shockproof pilot seats for state-of-the-art helicopters. Object of the investigation was anthropometric parameters of the helicopter aviation personnel of the Russian interior troops. It was stated that the body parameters essential for designing helicopter seat dampers are mass of the body part that presses against the seat in the seating position, and eye level above the seat surface. An uncontrolled seat damper ensuring shockproof safety to 95 % helicopter crews must be designed for the body mass contacting the seat of 99.7 kg and eye level above the seat of 78.6 cm. To absorb.shock effectively, future dampers should be adjustable to pilot's body parameters. The optimal approach to anthropometric design of a helicopter seat is development of type pilot' body models with due account of pilot's the flight outfit and seat geometry. Principle criteria of type models are body mass and eye level. The authors propose a system of type body models facilitating specification of anthropometric data helicopter seat developers.

Car seat inspection among children older than 3 years: Using data to drive practice in child passenger safety.

PubMed

Kroeker, Amber M; Teddy, Amy J; Macy, Michelle L

2015-09-01

Motor vehicle crashes are the leading cause of unintentional death and disability among children 4 years to 12 years of age in the United States. Despite the high risk of injury from motor vehicle crashes in this age group, parental awareness and child passenger safety programs in particular may lack focus on this age group. This is a retrospective cross-sectional analysis of child passenger safety seat checklist forms from two Safe Kids coalitions in Michigan (2013) to identify restraint type upon arrival to car seat inspections. Other variables were included if the coalition provided a new child safety seat and if the child had a sibling who underwent a car seat inspection. χ statistics were used to compare change in restraint use on arrival and at departure, the proportion of children attending a car seat inspection event by age, the age category of children by site, the proportion of children with siblings also undergoing a car seat inspection by age, and the distribution of a new child safety seat by age. Data were available from 1,316 Safe Kids Huron Valley and 3,215 Safe Kids Greater Grand Rapids car seat inspections. Just 10.8% of the total seats inspected were booster seats. Child safety seats for infant and young children were more commonly inspected (rear-facing carrier [40.3%], rear-facing convertible [10.2%], and forward-facing [19.3%] car seats). Few children at inspections used a seat belt only (5.4%) or had no restraint (13.8%). Children 4 years and older were found to be in a suboptimal restraint at least 30% of the time. Low proportions of parents use car seat inspections for children in the booster seat age group. The proportion of children departing the inspection in a more protective restraint increased with increasing age. This highlights an area of weakness in child passenger safety programs and signals an opportunity to strengthen efforts on The Booster Age Child. Epidemiologic/prognostic study, level III.

Microbial Contamination on Touch Surfaces in Sick- and Well-Child Waiting Rooms in Pediatric Outpatient Facilities.

PubMed

Gudakova, Irina; Kim, JinYoung; Meredith, Jennifer F; Webb, Ginny

2017-12-01

Healthcare-associated infections are a significant public health burden resulting in approximately 1.7 million infections each year. Much work is done to study the contributing factors in inpatient settings; however, little has been done to study outpatient facilities and their roles in healthcare-associated infections. While many pediatric outpatient offices utilize separated waiting areas for sick and well children to decrease the spread of disease, research has not been done to determine whether this practice is of benefit. In this study, we aimed to determine whether there is a difference in microbial burden between sick- and well-child waiting areas and to identify surfaces with the highest levels of contamination. Touch surfaces in waiting rooms were swabbed and surveyed for total microbial growth, staphylococcal growth and Gram-negative enteric bacterial growth. Selected bacteria were identified to screen for pathogenic organisms. Surfaces sampled included seats, tables, children's tables, children's seats, magazines and books. We found seats, children's seats and children's books to have the highest microbial burden. No conclusions can be made on the differences in microbial contamination in sick- and well-child waiting areas because of high variation. Streptococcus pyogenes was isolated as were several opportunistic pathogens. This study suggests the need for better cleaning practices by pediatric outpatient facilities, to include the disinfection of additional surfaces as well as more frequent and thorough cleaning.

Experimental study on occupant evacuation in narrow seat aisle

NASA Astrophysics Data System (ADS)

Huang, Shenshi; Lu, Shouxiang; Lo, Siuming; Li, Changhai; Guo, Yafei

2018-07-01

Narrow seat aisle is an important area in the train car interior due to the large passenger population, however evacuation therein has not gained enough concerns. In this experimental study, the occupant evacuation of the narrow seat aisle area is investigated, with the aisle width of 0.4-0.6 m and the evacuation direction of forward and backward. The evacuation behaviors are analyzed based on the video record, and the discussion is carried out in the aspect of evacuation time, crowdedness, evacuation order, and aisle conflicts. The result shows that with the increasing aisle width, total evacuation time and the average specific evacuation rate decrease. The aisle is crowded for some time, with a large linear occupant densities. The evacuation order of each occupant is mainly related to the seat position. Moreover, it is found that the aisle conflicts can be well described by Burstedde's model. This study gives a useful benchmark for evacuation simulation of narrow seat aisle, and provides reference to safety design of seat area in train cars.

The types of the landslide by the heavy rain presumed from geographical and geological features in Japan

NASA Astrophysics Data System (ADS)

Doshida, S.

2014-12-01

Various types of a landslide, such as a deep-seated landslide, a shallow landslide, and a debris flow, exist. And the risk and the damage area of a landslide change greatly with the types. Therefore it is very important to guess the type of a landslide generated in the future, in order to decrease the damage of a landslide. In this research, I investigated and studied the landslide disaster which occurred in the typhoon No.12 disaster in 2011 and the northern Kyusyu-island heavy rain disaster 2012, in Japan. The purpose of the study presumes the types of a landslide generated in the future by analyzing geographical and geological features. 　Many deep-seated landslides and shallow landslides (debris flows) occurred by the typhoon No.12, 2011 in Japan. The precipitation exceeds 1,800 mm in four days in part regionally. Landslides occurred frequently in the Totsukawa area (Northern part) and Nachi-Katsuura area (Southern part), both area were the precipitation of about 1000 mm in four days. In the Totsukawa area, deep-seated landslides occurred frequently, and in Nachi-Katsuura area, shallow landslides (debris flows) occurred frequently. On the other hand, many deep-seated landslides and shallow landslides occurred by the northern Kyusyu-island heavy rain disaster 2012 in Japan too. Landslides occurred frequently in the Hoshino village area (Northern part) and Asodani area (Southern part). In both area, the total precipitation exceeds 500 mm and the hourly precipitation is about 80 mm. In the Hoshino village area, deep-seated landslides occurred frequently, and in Asodani area, shallow landslides occurred frequently. 　The result compared with the deep-seated landslide area (Totsukawa and Hoshino village) and the shallow landslide area (Nachi-Katsuura and Asodani), area of landslide is larger and number of landslide is fewer in the deep-seated landslide area. In the shallow landslide area, the slope is steeper and the drainage network is more developed. It is surmised that these geographical differentiations are the geographical features formed of the past landslide. Therefore, it is important to read and analyze the past landslide disaster hysteresis from geographical feature for specifying the type of a landslide.

An observational survey of child car safety practices in private pre-primary and primary schools in two local government areas of Lagos State, Nigeria.

PubMed

Olufunlayo, T F; Odeyemi, K A; Ogunnowo, B E; Onajole, A T; Oyediran, M A

2012-08-01

To describe child car safety practices among children aged 0-8 years. Eight schools from two local government areas (LGAs) were selected by simple random sampling. Passenger cars were observed for child seating position and restraint use at each selected school as children were being dropped off in the morning. Observed child restraint use was very low, as was the rate of appropriate restraint for age (10.8% and 4.2%, respectively, in Eti-Osa, and 7.0% and 1.8% in Ikeja). Child restraint use decreased with increasing age group from 25% in those below 1 year, to 12% in those aged 1-3 years, and 7.4% in those aged 4-8 years. A large proportion of restrained passengers were inappropriately restrained in a seatbelt alone. Front seating among observed child passengers was not as high as in studies from similar environments (9.4% and 17.5% in Eti-Osa and Ikeja, respectively). Factors associated with child restraint use were number of child passengers in car, and whether or not the driver wore a seatbelt. Seating position of the child was significantly associated with the relationship of the driver to the child, and driver's gender. The level of child restraint use observed in this study is unacceptably low. The relatively low prevalence of front seating while riding in cars should however be further reduced. The study recommends the enactment of specific country legislation on the use of child restraints, accompanied by multifaceted intervention programmes to improve the availability and use of child car safety seats and booster seats.

Women’s Political Empowerment and Investments in Primary Schooling in India

PubMed Central

Yount, Kathryn M.; Cunningham, Solveig A.; Pande, Rohini P.

2015-01-01

Using a national district-level dataset of India composed of information on investments in primary schooling (data from the District Information Survey for Education [DISE, 2007/8]) and information on demographic characteristics of elected officials (data from the Election Commission of India [ECI, 2000/04]), we examined the relationship between women’s representation in State Legislative Assembly (SLA) seats and district-level investments in primary schooling. We used OLS regressions adjusting for confounders and spatial autocorrelation, and estimated separate models for North and South India. Women’s representation in general SLA seats typically was negatively associated with investments in primary-school amenities and teachers; women’s representation in SLA seats reserved for under-represented minorities, i.e., scheduled castes and scheduled tribes, typically was positively associated with investments in primary schooling, especially in areas addressing the basic needs of poor children. Women legislators’ gender and caste identities may shape their decisions about redistributive educational policies. PMID:26924878

Strategies to increase seat belt use : an analysis of levels of fines and the type of law.

DOT National Transportation Integrated Search

2010-11-01

The main objectives of this study were to determine the relationships between seat belt use in the States and (1) the : type of seat belt law enforcement (primary versus secondary), and (2) seat belt fine levels. : The study examined law type and lev...

Seat belt use, especially among low-use drivers, increases as Florida upgrades to primary seat belt enforcement : traffic tech.

DOT National Transportation Integrated Search

2012-08-01

As a secondary seat belt law State, Florida had worked : for many years to encourage more drivers to wear : their seat belts by participating in annual Click It or : Ticket (CIOT) mobilizations, and by conducting special : programs in rural areas of ...

Lateral bias in theatre-seat choice.

PubMed

Harms, Victoria; Reese, Miriam; Elias, Lorin J

2014-01-01

Examples of behavioural asymmetries are common in the range of human behaviour; even when faced with a symmetrical environment people demonstrate reliable asymmetries in behaviours like gesturing, cradling, and even seating. One such asymmetry is the observation that participants tend to choose seats to the right of the screen when asked to select their preferred seating location in a movie theatre. However, these results are based on seat selection using a seating chart rather than examining real seat choice behaviour in the theatre context. This study investigated the real-world seating patterns of theatre patrons during actual film screenings. Analysis of bias scores calculated using photographs of theatre patrons revealed a significant bias to choose seats on the right side of the theatre. These findings are consistent with the prior research in the area and confirm that the seating bias observed when seats are selected from a chart accurately reflects real-world seating behaviour.

76 FR 66274 - Availability of Seats for the Cordell Bank National Marine Sanctuary Advisory Council

Federal Register 2010, 2011, 2012, 2013, 2014

2011-10-26

...The ONMS is seeking applications for the following vacant seats on the Cordell Bank National Marine Sanctuary Advisory Council: Education, Primary and Alternate seats; Fishing, Primary and Alternate seats; Research, Alternate seat; Community-at-Large Mann County, Alternate seat; Community-at-Large Sonoma County, Alternate seat. Applicants are chosen based upon their particular expertise and experience in relation to the seat for which they are applying; community and professional affiliations; philosophy regarding the protection and management of marine resources; and possibly the length of residence in the area affected by the sanctuary. Applicants who are chosen as members should expect to serve three-year terms, pursuant to the council's Charter.

Neuromuscular electrical stimulation and an ottoman-type seat effectively improve popliteal venous flow in a sitting position.

PubMed

Morita, Hironobu; Abe, Chikara; Tanaka, Kunihiko; Shiratori, Mitsuo; Oguri, Masato; Shiga, Toshikazu

2006-04-01

The aim of this study was to examine the effects of the sitting posture on the lower limb venous flow and to explore the beneficial effects of neuromuscular electrical stimulation (NMES) and an ottoman-type seat on the venous flow. Healthy adult volunteers without a history of lower limb surgery or thromboembolism were recruited, and the flow velocity, cross-sectional area, and flow volume of the popliteal vein were measured using Doppler ultrasound. A posture change from the prone position to the sitting position on the ottoman-type seat decreased the flow velocity and increased the cross-sectional area of the popliteal vein, and the flow volume was not altered over 120 min. The flow velocity was further decreased, and the cross-sectional area was further increased by subjects sitting on a regular driving seat when compared with the values obtained with an ottoman-type seat. The popliteal flow velocity in the NMES leg was significantly higher than in the non-NMES leg throughout the 120-min testing in the sitting position, but no difference in the cross-sectional area was found between the NMES and the non-NMES legs. Thus lower limb venous stasis elicited by the sitting posture was improved by the ottoman-type seat and NMES.

Effects of different seating equipment on postural control and upper extremity function in children with cerebral palsy.

PubMed

Sahinoğlu, Dilek; Coskun, Gürsoy; Bek, Nilgün

2017-02-01

Adaptive seating supports for cerebral palsy are recommended to develop and maintain optimum posture, and functional use of upper extremities. To compare the effectiveness of different seating adaptations regarding postural alignment and related functions and to investigate the effects of these seating adaptations on different motor levels. Prospective study. A total of 20 children with spastic cerebral palsy (Gross Motor Function Classification System 3-5) were included. Postural control and function (Seated Postural Control Measure, Sitting Assessment Scale) were measured in three different systems: standard chair, adjustable seating system and custom-made orthosis. In results of all participants ungrouped, there was a significant difference in most parameters of both measurement tools in favor of custom-made orthosis and adjustable seating system when compared to standard chair ( p < 0.0017). There was a difference among interventions in most of the Seated Postural Control Measure results in Level 4 when subjects were grouped according to Gross Motor Function Classification System levels. A difference was observed between standard chair and adjustable seating system in foot control, arm control, and total Sitting Assessment Scale scores; and between standard chair and custom-made orthosis in trunk control, arm control, and total Sitting Assessment Scale score in Level 4. There was no difference in adjustable seating system and custom-made orthosis in Sitting Assessment Scale in this group of children ( p < 0.017). Although custom-made orthosis fabrication is time consuming, it is still recommended since it is custom made, easy to use, and low-cost. On the other hand, the adjustable seating system can be modified according to a patient's height and weight. Clinical relevance It was found that Gross Motor Function Classification System Level 4 children benefitted most from the seating support systems. It was presented that standard chair is sufficient in providing postural alignment. Both custom-made orthosis and adjustable seating system have pros and cons and the best solution for each will be dependent on a number of factors.

Assessment of Rail Seat Abrasion Patterns and Environment

DOT National Transportation Integrated Search

2012-05-01

Rail seat abrasion (RSA) of concrete ties is manifested by the loss of material under the rail seat area and, in extreme cases, results in loss of rail clip holding power, reverse rail cant, and gauge widening. RSA was measured in several curves on t...

Measurements of certain environmental tobacco smoke components on long-range flights.

PubMed

Drake, J W; Johnson, D E

1990-06-01

In December 1987, 10 portable nicotine and respirable particle measuring instruments were employed on 4 Boeing 747 flights, placed in all passenger classes and zones, in randomly selected non-perimeter seats, to assess environmental tobacco smoke (ETS). Measurements integrated the nicotine particle concentrations over the duration of the 5-h Tokyo-Hong Kong-Tokyo flights and over each half of the 14-h New York City-Tokyo flights. Number of cigarettes smoked per minute in sample areas explained a significant proportion of variability in the observed nicotine and respirable particle levels. The all-daytime Tokyo-Hong Kong-Tokyo flights with a different seating configuration showed higher levels of ETS variables. The cause cannot be identified from the six flight segments studied. Levels of ETS observed in these 747-100 and -200 flights (with all air conditioning packs operating) were lower than those observed in narrow body 727/737 aircraft, on short flights, in prior related tests. The 747's five air conditioning zones are reasonably effective in keeping ETS within the respective zones, and discharging it with relatively little entry into non-smoking areas.

Evaluation of lumbar vertebra injury risk to the seated human body when exposed to vertical vibration

NASA Astrophysics Data System (ADS)

Ayari, H.; Thomas, M.; Doré, S.; Serrus, O.

2009-03-01

The objective of this research is to numerically determine the levels of vibration not to exceed accordingly to the corresponding dynamic stresses in the lumbar rachis when exposed to whole-body vibrations in order to identify the risk of adverse health effect to which professional heavy equipment drivers are particularly prone. A parametric finite element model of the lumbar rachis is generated in order to compute the modal parameters, the dynamic stresses and forces under harmonic excitations in a seated posture. The stress analysis reveals that the areas exposed to the highest fracture risk are the cancellous bone of the vertebral body as well as the vertebral endplate when vertical vibrations are transmitted from a seat to the lumbar spine of a driver. An injury risk factor has been developed in order to estimate the risk of adverse health effect arising from mechanical vibrations. It is shown that the injury risk factor increases with the age and consequently that the excitation amplitude must be limited to lower levels when age increases.

75 FR 9390 - Availability of Seats for the Cordell Bank National Marine Sanctuary Advisory Council

Federal Register 2010, 2011, 2012, 2013, 2014

2010-03-02

...The ONMS is seeking applications for the following vacant seats on the Cordell Bank National Marine Sanctuary Advisory Council: Fishing, Primary and Alternate seats; Maritime Activities, Primary and Alternate seats; Community-at-Large Sonoma County, Primary and Alternate seats. Applicants are chosen based upon their particular expertise and experience in relation to the seat for which they are applying; community and professional affiliations; philosophy regarding the protection and management of marine resources; and possibly the length of residence in the area affected by the sanctuary. Applicants who are chosen as members should expect to serve three-year terms, pursuant to the council's Charter.

76 FR 12069 - Availability of Seats for the Cordell Bank National Marine Sanctuary Advisory Council

Federal Register 2010, 2011, 2012, 2013, 2014

2011-03-04

...The ONMS is seeking applications for the following vacant seats on the Cordell Bank National Marine Sanctuary Advisory Council: Fishing, Primary and Alternate seats; Research, Primary and Alternate seats; Community-at-Large Mann County, Primary and Alternate seats. Applicants are chosen based upon their particular expertise and experience in relation to the seat for which they are applying; community and professional affiliations; philosophy regarding the protection and management of marine resources; and possibly the length of residence in the area affected by the sanctuary. Applicants who are chosen as members should expect to serve three-year terms, pursuant to the council's Charter.

Evaluation of a rural seat belt demonstration program in Florida, Georgia, and Tennessee.

DOT National Transportation Integrated Search

2016-09-01

Three southeastern States initiated high-visibility enforcement campaigns to address lower seat belt use in their rural areas than in non-rural areas. Florida, Georgia, and Tennessee conducted four waves of intensified enforcement and media from Nove...

36 CFR 910.33 - Off-street parking.

Code of Federal Regulations, 2011 CFR

2011-07-01

... not fixed, each seven square feet of gross floor area usable for seating shall be considered one seat; (3) Retail, trade, and service establishments: one parking space for each 750 square feet of gross... each 1,800 square feet of gross floor area. ...

36 CFR 910.33 - Off-street parking.

Code of Federal Regulations, 2010 CFR

2010-07-01

... not fixed, each seven square feet of gross floor area usable for seating shall be considered one seat; (3) Retail, trade, and service establishments: one parking space for each 750 square feet of gross... each 1,800 square feet of gross floor area. ...

36 CFR 910.33 - Off-street parking.

Code of Federal Regulations, 2014 CFR

2014-07-01

... not fixed, each seven square feet of gross floor area usable for seating shall be considered one seat; (3) Retail, trade, and service establishments: one parking space for each 750 square feet of gross... each 1,800 square feet of gross floor area. ...

36 CFR 910.33 - Off-street parking.

Code of Federal Regulations, 2012 CFR

2012-07-01

... not fixed, each seven square feet of gross floor area usable for seating shall be considered one seat; (3) Retail, trade, and service establishments: one parking space for each 750 square feet of gross... each 1,800 square feet of gross floor area. ...

Seat cushion to provide realistic acceleration cues to aircraft simulator pilot

NASA Technical Reports Server (NTRS)

Ashworth, B. R. (Inventor)

1979-01-01

Seat cushions, each including an air cell with a non-compressible surface, are disclosed. The apparatus are provided for initially controlling the air pressure in the air cells to allow the two main support areas of the simulator pilot to touch the non-compressible surface and thus begin to compress the flesh near these areas. During a simulated flight the apparatus control the air pressure in the cells to simulate the events that occur in a seat cushion during actual flight.

Ceramic-metal composite article and joining method

DOEpatents

Kang, Shinhoo; Selverian, John H.; Kim, Hans J.; Dunn, Edmund M.; Kim, Kyung S.

1992-01-01

A ceramic-metal article including a ceramic rod, a metal rod, and a braze joining the ceramic and metal rods at a braze area of a coaxial bore in the metal rod. The bore gradually decreases in diameter, having an inward seat area sized for close sliding fit about the ceramic, a larger brazing area near the joint end, and a void area intermediate the braze and seat areas. The ceramic is seated without brazing in the bore seat area. The side wall between the brazing area and the metal outer surface is about 0.030-0.080 inch. The braze includes an inner braze layer, an outer braze layer, and an interlayer about 0.030-0.090 inch thick. A shoulder between the brazing and void areas supports the interlayer during bonding while preventing bonding between the void area and the ceramic member, leaving a void space between the void area and the ceramic member. A venting orifice extends generally radially through the metal member from the outer surface to the void space. The braze layers are palladium, platinum, gold, silver, copper, nickel, indium, chromium, molybdenum, niobium, iron, aluminum, or alloys thereof. Preferred is a gold-palladium-nickel brazing alloy. The interlayer is nickel, molybdenum, copper, tantalum, tungsten, niobium, aluminum, cobalt, iron, or an alloy thereof.

Ceramic-metal composite article and joining method

DOEpatents

Kang, S.; Selverian, J.H.; Kim, H.J.; Dunn, E.M.; Kim, K.S.

1992-04-28

A ceramic-metal article including a ceramic rod, a metal rod, and a braze joining the ceramic and metal rods at a braze area of a coaxial bore in the metal rod is described. The bore gradually decreases in diameter, having an inward seat area sized for close sliding fit about the ceramic, a larger brazing area near the joint end, and a void area intermediate the braze and seat areas. The ceramic is seated without brazing in the bore seat area. The side wall between the brazing area and the metal outer surface is about 0.030-0.080 inch. The braze includes an inner braze layer, an outer braze layer, and an interlayer about 0.030-0.090 inch thick. A shoulder between the brazing and void areas supports the interlayer during bonding while preventing bonding between the void area and the ceramic member, leaving a void space between the void area and the ceramic member. A venting orifice extends generally radially through the metal member from the outer surface to the void space. The braze layers are palladium, platinum, gold, silver, copper, nickel, indium, chromium, molybdenum, niobium, iron, aluminum, or alloys thereof. Preferred is a gold-palladium-nickel brazing alloy. The interlayer is nickel, molybdenum, copper, tantalum, tungsten, niobium, aluminum, cobalt, iron, or an alloy thereof. 4 figs.

Predicting passenger seat comfort and discomfort on the basis of human, context and seat characteristics: a literature review.

PubMed

Hiemstra-van Mastrigt, Suzanne; Groenesteijn, Liesbeth; Vink, Peter; Kuijt-Evers, Lottie F M

2017-07-01

This literature review focused on passenger seat comfort and discomfort in a human-product-context interaction. The relationships between anthropometric variables (human level), activities (context level), seat characteristics (product level) and the perception of comfort and discomfort were studied through mediating variables, such as body posture, movement and interface pressure. It is concluded that there are correlations between anthropometric variables and interface pressure variables, and that this relationship is affected by body posture. The results of studies on the correlation between pressure variables and passenger comfort and discomfort are not in line with each other. Only associations were found between the other variables (e.g. activities and seat characteristics). A conceptual model illustrates the results of the review, but relationships could not be quantified due to a lack of statistical evidence and large differences in research set-ups between the reviewed papers. Practitioner Summary: This literature review set out to quantify the relationships between human, context and seat characteristics, and comfort and discomfort experience of passenger seats, in order to build a predictive model that can support seat designers and purchasers to make informed decisions. However, statistical evidence is lacking from existing literature.

Standardized error severity score (ESS) ratings to quantify risk associated with child restraint system (CRS) and booster seat misuse.

PubMed

Rudin-Brown, Christina M; Kramer, Chelsea; Langerak, Robin; Scipione, Andrea; Kelsey, Shelley

2017-11-17

Although numerous research studies have reported high levels of error and misuse of child restraint systems (CRS) and booster seats in experimental and real-world scenarios, conclusions are limited because they provide little information regarding which installation issues pose the highest risk and thus should be targeted for change. Beneficial to legislating bodies and researchers alike would be a standardized, globally relevant assessment of the potential injury risk associated with more common forms of CRS and booster seat misuse, which could be applied with observed error frequency-for example, in car seat clinics or during prototype user testing-to better identify and characterize the installation issues of greatest risk to safety. A group of 8 leading world experts in CRS and injury biomechanics, who were members of an international child safety project, estimated the potential injury severity associated with common forms of CRS and booster seat misuse. These injury risk error severity score (ESS) ratings were compiled and compared to scores from previous research that had used a similar procedure but with fewer respondents. To illustrate their application, and as part of a larger study examining CRS and booster seat labeling requirements, the new standardized ESS ratings were applied to objective installation performance data from 26 adult participants who installed a convertible (rear- vs. forward-facing) CRS and booster seat in a vehicle, and a child test dummy in the CRS and booster seat, using labels that only just met minimal regulatory requirements. The outcome measure, the risk priority number (RPN), represented the composite scores of injury risk and observed installation error frequency. Variability within the sample of ESS ratings in the present study was smaller than that generated in previous studies, indicating better agreement among experts on what constituted injury risk. Application of the new standardized ESS ratings to installation performance data revealed several areas of misuse of the CRS/booster seat associated with high potential injury risk. Collectively, findings indicate that standardized ESS ratings are useful for estimating injury risk potential associated with real-world CRS and booster seat installation errors.

[Definition and validation of a comfort index calculation method for office seats].

PubMed

Taboga, P; Marcolin, F; Bordignon, M; Antonutto, G

2012-01-01

Among its other required features, a highly comfortable chair should adapt its contact surfaces, namely the seat and the back rest, to the shape of the body of the person sitting on it. However, "comfort" is not usually perceived as an absolute value, but is derived from a subjective comparison between two or more chairs. The purpose of this research was the definition of an objective comfort index (IC), i.e., derived from instrumental measurements, and which would also represent an absolute comfort value. Analytical evaluation of the distribution of body weight, by means of a barometric matrix, shows that a comfortable chair tends to minimize peak and average values of pressure at the level of the contact areas located between the body and the seat and the back of the chair. To define a comparison parameter for determining an absolute comfort value, a reference chair (SDR) was developed. The seat and the back of this chair are rigid, with poor compliance. A comfort value of zero was, by definition, assigned to this chair. Therefore, the Comfort index (IC) was obtained by the mathematical calculation of the ratios of averages, peaks and gradients of pressure, appropriately weighted, and the corresponding values measured on the tested chair and on the SDR. It is shown that the anthropometric characteristics of each subject are irrelevant to the assessment of the IC, which depends only on the compliance characteristics of the seat and back surfaces of the tested chair IC can be improved through analysis of a larger number of seats, which would thus constitute the basis for the use of an objective evaluation of seating comfort.

Measurement Effects in Studying Reactions to Spatial Invasions.

ERIC Educational Resources Information Center

Becker, Franklin D.; Mayo, Clara

Two concepts predominate in studies of spatial invasion: territoriality (personalization and defense of a fixed spatial area) and personal space (a portable area surrounding the individual, which is responsive to environmental change). Spatial invasions were carried out by occupying a marked seat (invade condition), and adjacent seat (adjacent…

A direct observation of the use of child safety seats in metropolitan areas of Virginia during summer 1993 : final report.

DOT National Transportation Integrated Search

1994-01-01

Observational surveys of child safety seat use were conducted at the request of the Transportation Safety Administration of the Department of Motor Vehicles. The present survey was conducted in the four areas of the state with the largest populations...

Primary laws and fine levels are associated with increases in seat belt use, 1997–2008 : traffic tech.

DOT National Transportation Integrated Search

2010-11-01

Increasing seat belt usage in the United States has proved to be a : slow and difficult task. It has taken about 30 years since NHTSA : conducted the first seat belt and child restraint workshops in : 1978 to reach 84% usage in 2009. In general, seat...

Demonstration of the trauma nurses talk tough seat belt diversion program in North Carolina reaches high-risk drivers : traffic tech.

DOT National Transportation Integrated Search

2014-03-01

Nationally, more than 8 of every 10 drivers wear seat belts, but : individual State belt rates vary from as high as 98% to as low as : 69%. Within individual States, rural areas often have lower rates. : Strong seat belt laws and highly visible enfor...

Reliability and responsiveness of the Self-Efficacy in Assessing, Training and Spotting wheelchair skills (SEATS) outcome measure.

PubMed

Rushton, Paula W; Smith, Emma M; Miller, William C; Kirby, R Lee; Daoust, Geneviève

2018-01-31

The aim of this study was to evaluate the internal consistency, test-retest reliability and responsiveness of the Self-Efficacy in Assessing, Training and Spotting manual wheelchair skills (SEATS-M) and Self-Efficacy in Assessing, Training and Spotting power wheelchair skills (SEATS-P). A 2-week test-retest design was used with a convenience sample of occupational and physical therapists who worked at a provincial rehabilitation centre (inpatient and outpatient services). Sixteen participants completed the SEATS-M and 18 participants completed the SEATS-P. For the SEATS-M assessment, training, spotting and documentation sections, Cronbach's alpha coefficients ranged from 0.90 to 0.97, the 2-week intraclass correlation coefficients (ICC 1,1 ) ranged from 0.81 to 0.95, the standard error of measurements (SEM) ranged from 5.06 to 8.70 and the smallest real differences (SRD) ranged from 6.24 to 8.18. For the SEATS-P assessment, training, spotting and documentation sections, Cronbach's alpha coefficients ranged from 0.83 to 0.92, the ICCs ranged from 0.72 to 0.86, the SEMs ranged from 4.54 to 8.91 and the SRDs ranged from 5.90 to 8.27. There is preliminary evidence that both the SEATS-M and the SEATS-P have high internal consistency, good test-retest reliability and support for responsiveness. These tools can be used in evaluating clinician self-efficacy with assessing, training, spotting and documenting wheelchair skills included on the Wheelchair Skills Test. Implications for Rehabilitation There is preliminary evidence that the SEATS-M and SEATS-P are reliable and responsive outcome measures that can be used to evaluate the self-efficacy of clinicians to administer the Wheelchair Skills Program. Measurement of clinicians' self-efficacy in this area of practice may enable an enhanced understanding of the areas in which clinicians lack self-efficacy, thereby informing the development of improved knowledge translation interventions.

Three experiments to support the design of lightweight comfortable vehicle seats.

PubMed

Vink, P; Franz, M; Kamp, I; Zenk, R

2012-01-01

Seats need to be more lightweight for airplanes, cars, busses and even trains to contribute to a better environment and to reduce energy consumption. However, a reduction in comfort due to weight reduction is not preferable, which opens a new area of research: improving comfort with a minimum of material or with lightweight materials and systems. In this paper three experiments are performed to test the effects of light weight seats and parts of a seat on comfort. The first experiment shows that a new developed light weight massage system improves comfort and reduces muscle activity. The second experiment shows that the automatic seat adjustment without motors improves the comfort as well. The third experiment showed that a light weight seat following closely the human body contour is experienced on many aspects in the same way as current more heavy seats. More research and models will be needed in this ergonomic field which needs more attention.

Evaluation of a Community-Based Intervention to Promote Rear Seating for Children

PubMed Central

Greenberg-Seth, Jennifer; Hemenway, David; Gallagher, Susan S.; Ross, Julie B.; Lissy, Karen S.

2004-01-01

Objectives. We evaluated the short-term effect of a community-based effort to promote child rear seating in a low-income Hispanic community. Methods. Child seating patterns were observed pre- and postintervention at intersections in 1 intervention and 2 control cities. Brief interviews assessed exposure to program messages. Results. Child rear seating increased from 33% to 49% in the intervention city (P < .0001), which represented a greater increase than that in the control cities (P < .0001). The greatest improvement was observed in relatively higher-income areas. Rear seating was significantly correlated with reported program exposure. Incentives and exposure to the program across multiple channels seemed to have the greatest effect. Conclusions. Independent of legislation, community-based programs incorporating incentives can increase child rear seating. PMID:15249307

Cushion System for Multi-Use Child Safety Seat

NASA Technical Reports Server (NTRS)

Dabney, Richard W. (Inventor); Elrod, Susan V. (Inventor)

2007-01-01

A cushion system for use with a child safety seat has a plurality of bladders assembled to form a seat cushion that cooperates with the seat's safety harness. One or more sensors coupled to the safety harness sense tension therein and generate a signal indicative of the tension. Each of the bladders is individually pressurized by a pressurization system to define a support configuration of the seat cushion. The pressurization system is disabled when tension in the safety harness has attained a threshold level.

Cushion system for multi-use child safety seat

NASA Technical Reports Server (NTRS)

Elrod, Susan V. (Inventor); Dabney, Richard W. (Inventor)

2007-01-01

A cushion system for use with a child safety seat has a plurality of bladders assembled to form a seat cushion that cooperates with the seat's safety harness. One or more sensors coupled to the safety harness sense tension therein and generate a signal indicative of the tension. Each of the bladders is individually pressurized by a pressurization system to define a support configuration of the seat cushion. The pressurization system is disabled when tension in the safety harness has attained a threshold level.

Comparison of reporting of seat belt use by police and crash investigators: variation in agreement by injury severity.

PubMed

Schiff, Melissa A; Cummings, Peter

2004-11-01

To evaluate agreement between police and trained investigators regarding seat belt use by crash victims, according to injury severity. We used data from the National Accident Sampling System Crashworthiness Data System (CDS) for front seat occupants, 16 years and older, in crashes during 1993-2000. Crashworthiness Data System investigators determined belt use from vehicle inspection, interviews, and medical record information; their assessment was considered the gold standard for this analysis. Occupant severity of injury was categorized in five levels from no injuries to death. We estimated the sensitivity, specificity, and area under receiver operating characteristic curves for police reports of belt use. Among 48,858 occupants, sensitivity of a police report that a belt was used was 95.8% overall and varied only modestly by injury severity. Specificity of a police report that a belt was not used was 69.1% overall; it was the lowest among the uninjured (53.2%) and greatest among the dead (90.4%). The area under the curve was 0.82 (95% confidence interval 0.82-0.83) overall; this was lowest among those not injured (0.75, 95% confidence interval 0.74-0.76) and increased with injury severity to 0.91 (95% confidence interval 0.90-0.93) among those who died. Police usually classify belted crash victims as belted, regardless of injury severity. But they often classify unbelted survivors as belted when they were not. This misclassification may result in exaggerated estimates of seat belt effectiveness in some studies.

Effects of elastic seats on seated body apparent mass responses to vertical whole body vibration.

PubMed

Dewangan, K N; Rakheja, S; Marcotte, Pierre; Shahmir, A

2015-01-01

Apparent mass (AM) responses of the body seated with and without a back support on three different elastic seats (flat and contoured polyurethane foam (PUF) and air cushion) and a rigid seat were measured under three levels of vertical vibration (overall rms acceleration: 0.25, 0.50 and 0.75 m/s(2)) in the 0.5 to 20 Hz range. A pressure-sensing system was used to capture biodynamic force at the occupant-seat interface. The results revealed strong effects of visco-elastic and vibration transmissibility characteristics of seats on AM. The response magnitudes with the relatively stiff air seat were generally higher than those with the PUF seats except at low frequencies. The peak magnitude decreased when sitting condition was changed from no back support to a vertical support; the reduction however was more pronounced with the air seat. Further, a relatively higher frequency shift was evident with soft seat compared with stiff elastic seat with increasing excitation. The effects of visco-elastic properties of the body-seat interface on the apparent mass responses of the seated body are measured under vertical vibration. The results show considerable effects of the coupling stiffness on the seated body apparent mass, apart from those of excitation magnitude and back support.

Lumbar load attenuation for rotorcraft occupants using a design methodology for the seat impact energy-absorbing system

NASA Astrophysics Data System (ADS)

Moradi, Rasoul; Beheshti, Hamid K.; Lankarani, Hamid M.

2012-12-01

Aircraft occupant crash-safety considerations require a minimum cushion thickness to limit the relative vertical motion of the seat-pelvis during high vertical impact loadings in crash landings or accidents. In military aircraft and helicopter seat design, due to the potential for high vertical accelerations in crash scenarios, the seat system must be provided with an energy absorber to attenuate the acceleration level sustained by the occupants. Because of the limited stroke available for the seat structure, the design of the energy absorber becomes a trade-off problem between minimizing the stroke and maximizing the energy absorption. The available stroke must be used to prevent bottoming out of the seat as well as to absorb maximum impact energy to protect the occupant. In this study, the energy-absorbing system in a rotorcraft seat design is investigated using a mathematical model of the occupant/seat system. Impact theories between interconnected bodies in multibody mechanical systems are utilized to study the impact between the seat pan and the occupant. Experimental responses of the seat system and the occupant are utilized to validate the results from this study for civil and military helicopters according to FAR 23 and 25 and MIL-S-58095 requirements. A model for the load limiter is proposed to minimize the lumbar load for the occupant by minimizing the relative velocity between the seat pan and the occupant's pelvis. The modified energy absorber/load limiter is then implemented for the seat structure so that it absorbs the energy of impact in an effective manner and below the tolerable limit for the occupant in a minimum stroke. Results show that for a designed stroke, the level of occupant lumbar spine injury would be significantly attenuated using this modified energy-absorber system.

14 CFR 27.561 - General.

Code of Federal Regulations, 2013 CFR

2013-01-01

...) Downward—20g, after intended displacement of the seat device. (v) Rearward—1.5g. (c) The supporting... ultimate inertial load factors: (1) Upward—1.5g. (2) Forward—12g. (3) Sideward—6g. (4) Downward—12g. (5) Rearward—1.5g (d) Any fuselage structure in the area of internal fuel tanks below the passenger floor level...

14 CFR 27.561 - General.

Code of Federal Regulations, 2014 CFR

2014-01-01

...) Downward—20g, after intended displacement of the seat device. (v) Rearward—1.5g. (c) The supporting... ultimate inertial load factors: (1) Upward—1.5g. (2) Forward—12g. (3) Sideward—6g. (4) Downward—12g. (5) Rearward—1.5g (d) Any fuselage structure in the area of internal fuel tanks below the passenger floor level...

14 CFR 27.561 - General.

Code of Federal Regulations, 2011 CFR

2011-01-01

...) Downward—20g, after intended displacement of the seat device. (v) Rearward—1.5g. (c) The supporting... ultimate inertial load factors: (1) Upward—1.5g. (2) Forward—12g. (3) Sideward—6g. (4) Downward—12g. (5) Rearward—1.5g (d) Any fuselage structure in the area of internal fuel tanks below the passenger floor level...

14 CFR 27.561 - General.

Code of Federal Regulations, 2012 CFR

2012-01-01

...) Downward—20g, after intended displacement of the seat device. (v) Rearward—1.5g. (c) The supporting... ultimate inertial load factors: (1) Upward—1.5g. (2) Forward—12g. (3) Sideward—6g. (4) Downward—12g. (5) Rearward—1.5g (d) Any fuselage structure in the area of internal fuel tanks below the passenger floor level...

Evaluation of wheelchair drop seat crashworthiness.

PubMed

Bertocci, G; Ha, D; van Roosmalen, L; Karg, P; Deemer, E

2001-05-01

Wheelchair seating crash performance is critical to protecting wheelchair users who remain seated in their wheelchairs during transportation. Relying upon computer simulation and sled testing seat loads associated with a 20 g/48 kph (20 g/30 mph) frontal impact and 50th percentile male occupant were estimated to develop test criteria. Using a static test setup we evaluated the performance of various types of commercially available drop seats against the loading test criteria. Five different types of drop seats (two specimens each) constructed of various materials (i.e. plastics, plywood, metal) were evaluated. Two types of drop seats (three of the total 10 specimens) met the 16650 N (3750 lb) frontal impact test criteria. While additional validation of the test protocol is necessary, this study suggests that some drop seat designs may be incapable of withstanding crash level loads.

Bench seating in northwest corner of the building Fitzsimons ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Bench seating in northwest corner of the building - Fitzsimons General Hospital, Golf Course Waiting Shelter, Southwest area of Golf Course, 700 feet Northeast of intersection of West Harlow Avenue & Peoria Street, Aurora, Adams County, CO

Supersonic market and economic analyses

NASA Technical Reports Server (NTRS)

Rochte, L. S.

1980-01-01

Advanced supersonic transport markets of the free world were projected for the period 1985 to 2004. Passenger traffic volume and airplane range and seat capacity requirements were estimated for Mach 2.2 service by international regional area market areas and by city pairs within and between these areas. Market factors and traffic factors examined include variable loads, growth rates, supersonic transport market shares, and schedule frequencies considering the different makeup of passenger traffic and individual city pairs. Direct, indirect, and total operating costs and yield levels were economically analyzed for first class and full fare economy class traffic.

Impact Test of a NACA-Designed Pilot Seat and Harness

NASA Image and Video Library

1955-02-21

This time-lapse photograph shows the test of a pilot seat and restraint designed by researchers at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. The laboratory had undertaken a multi-year investigation into the causes and preventative measures for fires resulting from low altitude aircraft crashes. The program was expanded in the mid-1950s to include the study of crash impact on passengers, new types of types of seat restraints, and better seat designs. The impact program began by purposely wrecking surplus transport Fairchild C-82 Packet and Piper Cub aircraft into barricades at the end of a test runway. Instrumented dummies and cameras were installed in the pilot and passenger areas. After determining the different loads experienced during a crash and the effects on the passengers, the NACA researchers began designing new types of seats and restraints. The result was an elastic seat that flexed upon impact, absorbing 75 percent of the loads before it slowly recoiled. This photograph shows the seats mounted on a pendulum with a large spring behind the platform to provide the jolt that mimicked the forces of a crash. The seat was constructed without any potentially damaging metal parts and included rubber-like material, an inflated back and arms, and a seat cushion. After the pendulum tests, the researchers compared the flexible seats to the rigid seats during a crash of a transport aircraft. They found the passengers in the rigid seats received 66 percent higher g-forces than the NACA-designed seats.

NACA Researcher Sets up a Test of a New Seat Design

NASA Image and Video Library

1954-05-21

A researcher at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory prepares for a test of an NACA-designed aircraft seat. The laboratory had undertaken a multi-year investigation into the causes and prevention of fires on low altitude aircraft crashes. The program was expanded in the mid-1950s to include the study of impact on passengers, types of seat restraints, and seat design. The crash impact portion of the program began by purposely wrecking surplus Fairchild C-82 Packet and Piper Cub aircraft into barricades at the end of a test runway at the Ravenna Arsenal, located approximately 40 miles south of the Lewis lab in Cleveland. Instrumented dummies and cameras were installed in the pilot and passenger areas. After determining the different loads and their effects on the passengers, the NACA researchers began designing new types of seats and restraints. The result was an elastic seat that flexed upon impact, absorbing 75 percent of the loads before it slowly recoiled. This photograph shows the seats mounted on a pendulum with a large spring behind the platform to provide the jolt that mimicked the forces of a crash. The seat was constructed without any potentially damaging metal parts and included rubber-like material, an inflated back and arms, and a seat cushion. After the pendulum tests, the researchers compared the flexible seats to the rigid seats during a crash of a transport aircraft. They found the passengers in the rigid seats received 66 percent higher g-forces than the NACA-designed seats.

Comfort and pressure distribution in a human contour shaped aircraft seat (developed with 3D scans of the human body).

PubMed

Smulders, M; Berghman, K; Koenraads, M; Kane, J A; Krishna, K; Carter, T K; Schultheis, U

2016-08-12

The concept of comfort is one way for the growing airline market to differentiate and build customer loyalty. This work follows the idea that increasing the contact area between human and seat can have a positive effect on comfort [5, 6, 7]. To improve comfort, reduce weight and optimise space used, a human contour shaped seat shell and cushioning was developed. First the most common activities, the corresponding postures and seat inclination angles were defined. The imprints of these postures on a rescue mat were 3D scanned and an average human contour curve was defined. The outcome was transferred to a prototype seat that was used to test the effect on perceived comfort/discomfort and pressure distribution. The resulting human contour based prototype seat has comfort and discomfort scores comparable to a traditional seat. The prototype seat had a significantly lower average pressure between subjects' buttocks and the seat pan over a traditional seat. This study shows that it is possible to design a seat pan and backrest based on the different contours of study subjects using 3D scan technology. However, translating the 3D scans into a prototype seat also showed that this can only be seen as a first step; additionally biomechanical information and calculations are needed to create ergonomic seats. Furthermore, it is not possible to capture all different human shapes and postures and translate these into one human contour shape that fits all activities and all human sizes.

75 FR 50958 - Federal Motor Vehicle Safety Standards; Motorcoach Definition; Occupant Crash Protection

Federal Register 2010, 2011, 2012, 2013, 2014

2010-08-18

.... Energy Absorption Capability of Seat Backs c. Retrofitting Used Buses d. School Buses VIII. Lead Time IX... the seat, reinforcing the floor, walls or other areas of the motorcoach. The final cost and weight...

An Ergonomic Evaluation of Aircraft Pilot Seats

NASA Astrophysics Data System (ADS)

Andrade, Yolanda Nicole

Seat comfort has become increasingly important in today's society as we spend more time at consoles, instrument panels, or just online. However, seat comfort is hard to define and difficult to measure. Several measures both objective and subjective were used to evaluate seat comfort in commercially available average pilot seats. Three pilot seats, which had the same material and similar adjustments but different physical attributes, and a universal classroom seat, with different material and no adjustments, were compared by 20 volunteers using subjective and objective measures in a Latin square controlled repeated measures design. A Friedman's test was used to determine that both the comfort questionnaire and the body-map rating results were able to discriminate objective comfort levels between the seats. One-way repeated measures ANOVA tests were used to analyze both the objective tests, actigraph and pressure pad data. All results indicated that one seat was clearly the most comfortable and another, the classroom seat was clearly the most uncomfortable seat. Furthermore, the overall comments per seat were compiled and compared to Fazlollahtabar's 2010) predictive automobile seat comfort theory to determine which factors influence comfort perception. The use of both subjective and objective data can better distinguish comfort from one seat over the other. These results have implications for future tests of seats that will be used for long durations. Limitations and future recommendations are discussed later in the paper. An interesting finding may explain why pressure pad data are typically seemingly at odds with subjective measures of seat comfort.

Compliance with seat belt use in Benin City, Nigeria.

PubMed

Iribhogbe, Pius Ehiawaguan; Osime, Clement Odigie

2008-01-01

Trauma is a major cause of death and disability worldwide. A quarter of all fatalities due to injury occur due to road traffic crashes with 90% of the fatalities occurring in low- and medium-income countries. Poor compliance with the use of seat belts is a problem in many developing countries. The aim of this study was to evaluate the level of seatbelt compliance in motor vehicles in Benin City, Nigeria. A five-day, observational study was conducted in strategic locations in Benin City. The compliance rates of drivers, front seat passengers, and rear seat passengers in the various categories of vehicles were evaluated, and the data were subjected to statistical processing using the Program for Epidemiology. A total of 369 vehicles were observed. This consisted of 172 private cars, 64 taxis, 114 buses, 15 trucks, and four other vehicles. The seat belt compliance rate for drivers was 52.3%, front seat passengers 18.4%, and rear seat passengers 6.1%. Drivers of all categories of vehicles were more likely to use the seat belt compared to front seat passengers (p = 0.000) and rear seat passengers (p = 0.000). Drivers of private cars were more likely to use seat belts compared to taxi drivers (p = 0.000) and bus drivers (p = 0.000). Front seat passengers in private cars were more likely to use the seat belt compared to front seat passengers in taxis (p = 0.000) and buses (p = 0.000). Rear seat passengers in private cars also were more likely to use seat belts compared to rear seat passengers in taxis (p = 0.000) and buses (p = 0.000). Compliance with seat belt use in Benin City is low. Legislation, educational campaigns, and enforcement of seat belt use are needed.

Dynamics Control Approaches to Improve Vibratory Environment of the Helicopter Aircrew

NASA Astrophysics Data System (ADS)

Wickramasinghe, Viresh Kanchana

Although helicopter has become a versatile mode of aerial transportation, high vibration levels leads to poor ride quality for its passengers and aircrew. Undesired vibration transmitted through the helicopter seats have been known to cause fatigue and discomfort to the aircrew in the short-term as well as neck strain and back pain injuries due to long-term exposure. This research study investigated the use of novel active as well as passive methodologies integrated in helicopter seats to mitigate the aircrew exposure to high vibration levels. Due to significantly less certification effort required to modify the helicopter seat structure, application of novel technologies to the seat is more practical compared to flight critical components such as the main rotor to reduce aircrew vibration. In particular, this research effort developed a novel adaptive seat mount approach based on active vibration control technology. This novel design that incorporated two stacked piezoelectric actuators as active struts increases the bending stiffness to avoid the low frequency resonance while generating forces to counteract higher harmonic vibration peaks. A real-time controller implemented using a feed-forward algorithm based on adaptive notches counteracted the forced vibration peaks while a robust feedback control algorithm suppressed the resonance modes. The effectiveness of the adaptive seat mount system was demonstrated through extensive closed-loop control tests on a full-scale helicopter seat using representative helicopter floor vibration profiles. Test results concluded that the proposed adaptive seat mount approach based on active control technology is a viable solution for the helicopter seat vibration control application. In addition, a unique flight test using a Bell-412 helicopter demonstrated that the aircrew is exposed to high levels of vibration during flight and that the whole body vibration spectrum varied substantially depending on operating conditions as well as the aircrew configurations. This investigation also demonstrated the suitability of integrating novel energy absorbing cushion materials to the seat as a low cost solution to improve aircrew vibration suppression. Therefore, it was recommended to pursue certification of novel seat cushion materials as a near-term solution to mitigate undesirable occupational health hazards in helicopter aircrew due to vibration exposure.

The effects of active (hot-seat) versus observer roles during simulation-based training on stress levels and non-technical performance: a randomized trial.

PubMed

Bong, Choon Looi; Lee, Sumin; Ng, Agnes Suah Bwee; Allen, John Carson; Lim, Evangeline Hua Ling; Vidyarthi, Arpana

2017-01-01

Active 'hands-on' participation in the 'hot-seat' during immersive simulation-based training (SBT) induces stress for participants, which is believed to be necessary to improve performance. We hypothesized that observers of SBT can subsequently achieve an equivalent level of non-technical performance as 'hot-seat' participants despite experiencing lower stress. We randomized 37 anaesthesia trainees into two groups to undergo three consecutive SBT scenarios. Eighteen 'hot-seat' trainees actively participated in all three scenarios, and 19 'observer' trainees were directed to observe the first two scenarios and participated in the 'hot-seat' only in scenario 3. Salivary cortisol (SC) was measured at four time points during each scenario. Primary endpoint for stress response was the change in SC (ΔSC) from baseline. Performance was measured using the Anaesthetist's Non-Technical Skills (ANTS) Score. Mean SC increased in all participants whenever they were in the 'hot-seat' role, but not when in the observer role. Hot-seat ΔSC (mcg/dL) for scenarios 1, 2, and 3 were 0.122 ( p  = 0.001), 0.074 ( p  = 0.047), and 0.085 ( p  = 0.023), respectively. Observers ΔSC (mcg/dL) for scenarios 1, 2, and 3 were -0.062 ( p  = 0.091), 0.010 ( p  = 0.780), and 0.144 ( p  = 0.001), respectively. Mean ANTS scores were equivalent between the 'hot-seat' (40.0) and 'observer' (39.4) groups in scenario 3 ( p  = 0.733). Observers of SBT achieved an equivalent level of non-technical performance, while experiencing lower stress than trainees repeatedly trained in the 'hot-seat'. Our findings suggest that directed observers may benefit from immersive SBT even without repeated 'hands-on' experience and stress in the hot-seat. The directed observer role may offer a less stressful, practical alternative to the traditional 'hot-seat' role, potentially rendering SBT accessible to a wider audience. ClinicalTrials.gov Identifier NCT02211378, registered August 5, 2014, retrospectively registered.

Seat belt use among rear passengers: validity of self-reported versus observational measures

PubMed Central

Zambon, Francesco; Fedeli, Ugo; Marchesan, Maria; Schievano, Elena; Ferro, Antonio; Spolaore, Paolo

2008-01-01

Background The effects of seat belt laws and public education campaigns on seat belt use are assessed on the basis of observational or self-reported data on seat belt use. Previous studies focusing on front seat occupants have shown that self-reports indicate a greater seat belt usage than observational findings. Whether this over-reporting in self reports applies to rear seat belt usage, and to what extent, have yet to be investigated. We aimed to evaluate the over-reporting factor for rear seat passengers and whether this varies by gender and under different compulsory seat belt use conditions. Methods The study was conducted in the Veneto Region, an area in the North-East of Italy with a population of 4.7 million. The prevalence of seat belt use among rear seat passengers was determined by means of a cross-sectional self-report survey and an observational study. Both investigations were performed in two time periods: in 2003, when rear seat belt use was not enforced by primary legislation, and in 2005, after rear seat belt use had become compulsory (June 2003). Overall, 8138 observations and 7902 interviews were recorded. Gender differences in the prevalence of rear seat belt use were examined using the chi-square test. The over-reporting factor, defined as the ratio of the self-reported to the observed prevalence of rear seat belt use, was calculated by gender before and after the rear seat belt legislation came into effect. Results Among rear seat passengers, self-reported rates were always higher than the observational findings, with an overall over-reporting factor of 1.4. We registered no statistically significant changes over time in the over-reporting factor, nor any major differences between genders. Conclusion Self-reported seat belt usage by rear passengers represents an efficient alternative to observational studies for tracking changes in actual behavior, although the reported figures need to be adjusted using an appropriate over-reporting factor in order to gain an idea of genuine seat belt use. PMID:18613955

A dynamic seating intervention for wheelchair seating discomfort.

PubMed

Crane, Barbara A; Holm, Margo B; Hobson, Douglas; Cooper, Rory A; Reed, Matthew P

2007-12-01

The objective of this study was to examine the effectiveness of a new user-adjustable wheelchair seating system designed to relieve discomfort for long-duration wheelchair users. This objective was carried out using the newly developed Tool for Assessing Wheelchair disComfort (TAWC) as the primary outcome measure. Two wheelchair users each tested two different designs and feedback from the wheelchair users regarding the first design was used to guide development of the second design. A single-subject research methodology was used, allowing long-duration (up to 2 wks per test) evaluation of the wheelchair seating systems and comparison of subject discomfort levels with those experienced during a baseline period using their own wheelchairs. The experimental wheelchair seating systems employed existing automotive seating with embedded pneumatic bladders that allowed adjustment of the seat and back-support characteristics. The test wheelchair also had tilt, recline, and elevating leg rests. The two subjects completed limited periods of testing with the first design, both finding poor results with either stable or increased levels of discomfort. Subject feedback was used to redesign the wheelchair seat. After redesign, both subjects tested the second design and found it substantially more comfortable. The selected research methodology was a very positive method for a progressive wheelchair seating design and the second design provided improved comfort for both users when compared with that experienced using their own wheelchairs and the first test wheelchair. Future research of this type of user-controlled technology is recommended.

Exploring the design of a lightweight, sustainable and comfortable aircraft seat.

PubMed

Kokorikou, A; Vink, P; de Pauw, I C; Braca, A

2016-07-19

Making a lightweight seat that is also comfortable can be contradictory because usually comfort improvement means adding a feature (e.g. headrest, adjustable lumbar support, movable armrests, integrated massage systems, etc.), which makes seats heavier. This paper explores the design of an economy class aircraft seat that aims to be lightweight, comfortable and sustainable. Theory about comfort in seats, ergonomics, lightweight design, Biomimicry and Cradle to cradle was studied and resulted in a list of requirements that the new seat should satisfy. The design process resulted in a new seat that is 36% lighter than the reference seat, which showed that a significant weight reduction can be achieved. This was completed by re-designing the backrest and seat pan and integrating their functions into a reduced number of parts. Apart from the weight reduction that helps in reducing the airplane's environmental impact, the seat also satisfies most of the other sustainability requirements such as the use of recyclable materials, design for disassembly, easy to repair. A user test compared the new seat with a premium economy class aircraft seat and the level of comfort was similar. Strong points of the new design were identified such as the lumbar support and the cushioning material, as well as shortcomings on which the seat needs to be improved, like the seat pan length and the first impression. Long term comfort tests are still needed as the seat is meant for long-haul flights.

Comparing Dental Stress in New Child Patients and Returning Patients Using Salivary Cortisol, Immunoglobulin-A and Alpha- Amylase.

PubMed

Alaki, Sumer M; Safi, Ayman; Ouda, Soliman; Nadhreen, Alaa

this study was aimed at comparing dental stress in children having their first dental visit to those returning for dental treatment using salivary biomarkers of stress including salivary cortisol (s-cortisol), Immunoglobulin-A (s-IgA) and alpha-amylase (s-α-amylase). Additionally, the study was aimed at monitoring the change in stress in new patients as they progressed from the waiting to the clinical areas. salivary samples were collected from 40 children who had not been to a dentist before and similar samples were collected from 40 children who were returning for completion of dental treatment. Salivary cortisol, s-IgA and s-α-amylase concentrations were obtained by Enzyme-linked Immunosorbent Assay (ELISA). salivary cortisol levels were higher for new patients at the waiting area compared to that at the dental chair (p=0.05). Salivary alpha-amylase significantly increased in new patients while being seated in the dental chair. Returning patients had higher s-α-amylase (p=0.001) and s-IgA (p=0.016) compared to new patients. Returning patients had the lowest level of s-cortisol when providers were faculty pediatric dentists than with students and interns (p=0.035). children coming in for their first dental visit may experience dental stress at the waiting area before being seated for dental examination. Returning children may experience higher levels of stress compared to new child patients possibly due to previous dental exposure.

An on-the-road experiment into the thermal comfort of car seats.

PubMed

Cengiz, Tülin Gündüz; Babalik, Fatih C

2007-05-01

This paper presents an evaluation of thermal comfort in an extended road trial study. Automobile seats play an important role in improving the thermal comfort. In the assessment of thermal comfort in autos, in general subjective and objective measurements are used. Testing on the road is very difficult but real traffic conditions affect the comfort level directly, as well as the driver's experience to real conditions. Thus, for such cases real traffic situations should not be neglected in the evaluation of comfort. The aim of this study was to carry out, on an extended road trial study, an evaluation of thermal comfort using human subjects. In the experiments used, the 100% polyester seat cover had three different cover materials, which were velvet, jacquard and micro fiber. All experiments were carried out on a sunny day with ten participants over 1h. They were carried out at air temperatures of 25 degrees C in a Fiat Marea 2004, which had an automatic climate function. Skin temperature at eight points and skin wettedness at two points on the human body were measured during the trials. Participants were required to complete a questionnaire of 15 questions, every 5 min. It can be concluded that there was negligible difference in participants' reported thermal sensation between the three seats. According to objective measurement results, all seat cover materials have the same degree of thermal comfort. On the road the participants feel warmer around their waist than any other area of the body. It was suggested that the effects of real traffic conditions must be accounted for in comfort predictions.

Explaining state-to-state differences in seat belt use : an analysis of socio-demographic variables.

DOT National Transportation Integrated Search

2011-02-01

"Despite the extensive evidence about the benefits of seat belt use, there is a great deal of variation in use within the US. For example, the national average for seat belt use in 2009 was 84 percent while the state-level averages ranged from 68 per...

75 FR 46840 - Special Conditions: Bombardier Inc. Model CL-600-2E25 Series Airplane; Passenger Seats With Non...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-08-04

... that incorporate non-traditional, large, non-metallic panels. To provide a level of safety equivalent...; Passenger Seats With Non-Traditional, Large, Non-Metallic Panels AGENCY: Federal Aviation Administration... novel or unusual design feature associated with seats that include non- traditional, large, non-metallic...

Exposure to whole-body vibration and seat transmissibility in a large sample of earth scrapers.

PubMed

Salmoni, Alan; Cann, Adam; Gillin, Kent

2010-01-01

It is often difficult to access a large sample of vehicles in various work environments to evaluate worker exposure to vibration such as in construction and mining. Thus the main purpose of the present research was to test vibration exposure in a relatively large number of earth scrapers. The second aim was to assess vibration exposure values on seat transmissibility. 33earth scrapers were assessed for both exposure to whole-body vibration and seat transmissibility. Two triaxial accelerometers, one placed on the seat and one on the floor directly below the seat, were used to gather whole-body vibration values (a(w)). Each machine was tested for a minimum of three complete work cycles: idling, scraping, travelling full, dumping, travelling empty back to the scrape site. Results showed that idling and scraping produced low levels of vibration when compared to travelling and dumping. Second, when the a(w) values were compared to the EU safety standards for an eight hour work day, the data (z axis) exceeded the exposure action value (0.5 m/s2) in all machines, and the exposure limit value (1.15 m/s2) in some. Implications; Operators of the scrapers were being exposed to unsafe levels of whole-body vibration. When the seats were assessed to see whether they were attenuating operator exposure to vibration, many of the seat effective amplitude transmissibility (SEAT) values exceeded 1.0. This meant that some of the seats were actually amplifying the vibration present at the floor, particularly in the y axis. Travelways should be kept smooth, operating speeds reduced, and new seats, effective in all three axes, designed.

Increasing seat belt use through state-level demonstration projects : a compendium of initial findings

DOT National Transportation Integrated Search

2008-08-01

This report summarizes the efforts and results from four of six State-level demonstration projects supported with cooperative agreements from the National Highway Traffic Safety Administration. The projects were intended to increase seat belt use sta...

Seat-belt use still low in Kuwait: self-reported driving behaviours among adult drivers.

PubMed

Raman, Sudha R; Ottensmeyer, C Andrea; Landry, Michel D; Alfadhli, Jarrah; Procter, Steven; Jacob, Susan; Hamdan, Elham; Bouhaimed, Manal

2014-01-01

Kuwait mandated seat-belt use by drivers in 1976 and by front seat passengers in 1994. The study objectives were to identify and estimate current factors associated with seat-belt use and levels of potentially unsafe driving behaviours in Kuwait. In 2010, 741 adults were surveyed regarding driving habits and history. Only 41.6% of drivers reported always using a seat belt. Front seat passenger belt use was more common (30.5%) than rear seat belt use (6.5%). Distracted driving behaviours were common, including mobile phone use ('always' or 'almost always': 51.1%) and texting/SMS (32.4%). Logistic regression indicated that drivers who were young (18-19 years), male, Kuwaiti nationals or non-Kuwaiti Arabs, drove over the speed limit, had traffic violation tickets or >1 car crashes in the last year, were less likely to use seat belts. Targeted initiatives to increase public awareness and to enforce car-safety legislation, including use of seat belts, are necessary to decrease the health burden of car crashes in Kuwait.

Primary laws and fine levels are associated with increases in seat belt use, 1997-2008

DOT National Transportation Integrated Search

2010-11-01

Increasing fine levels is a strategy that has potential to further raise seat belt use, in addition to primary law upgrades and high-visibility enforcement. Although the regression analyses did not find a statistically significant effect associated w...

Lumbar postures, seat interface pressures and discomfort responses to a novel thoracic support for police officers during prolonged simulated driving exposures.

PubMed

Gruevski, Kristina M; Holmes, Michael W R; Gooyers, Chad E; Dickerson, Clark R; Callaghan, Jack P

2016-01-01

A high prevalence of low back pain has been reported among professional drivers, including mobile police officers. The purpose of this investigation was to develop and evaluate a novel thoracic support designed for mobile police officers. Fourteen participants (7 male, 7 female) attended two 120-min driving simulations using a Crown Victoria Interceptor seat and the same seat equipped with a surface mounted thoracic support. Time-varying spine postures, seat pressures and ratings of discomfort were measured. Averaged discomfort values were low (less than 10 mm of a possible 100 mm) for both seating conditions. The postures in the thoracic support condition were more similar to non-occupational driving without occupational equipment than the Crown Victoria seating condition. The reduction in pressure area at the low back with the thoracic support has the potential to reduce discomfort reporting in officers compared to a standard vehicle package. Copyright © 2015 Elsevier Ltd and The Ergonomics Society. All rights reserved.

AY 2002-2003 Industry Study: Final Report Strategic Materials

DTIC Science & Technology

2003-01-01

Morphing Wing Project;[38] 2) an environmentally friendly, allergy-free fiber for vehicle seats patterned after the light reflection capability of the...Amazon butterfly ;[39] and 3) a camouflage net that changes color in response to its environment inspired by observations of the cuttlefish.[40] These...Biotechnology. The application of molecular level nanocircuits and nanomaterials has great potential in many areas. However, it will be

A Quasi-Experimental Design Determining the Effectiveness of Dynamic Seating on Classroom Off-Task Behaviors

ERIC Educational Resources Information Center

Eggleston, Jessica

2017-01-01

Elementary students spend an average of five and a quarter hours per day seated on a hard surface which provides little sensory input and possibly contributes to discomfort. Sensory integration was found to improve executive functioning skills in elementary students by helping their comfort level at being seated. This quasi-experimental study…

Use of child safety seats in metropolitan areas of Virginia during summer 1994 : final report.

DOT National Transportation Integrated Search

1994-01-01

The Transportation Safety Administration of the Department of Motor Vehicles has, for a number of years, requested observational surveys of child safety seat use in the Commonwealth. The present survey was conducted in the summer of 1994 in the four ...

Use of child safety seats in metropolitan areas of Virginia during Summer 1996.

DOT National Transportation Integrated Search

1997-01-01

The Transportation Safety Services of the Department of Motor Vehicles has, for a number of years, requested observational surveys of child safety seat use in the Commonwealth. The present survey was conducted in the summer of 1996 in the four metrop...

16 CFR 1512.2 - Definitions.

Code of Federal Regulations, 2010 CFR

2010-01-01

... Commercial Practices CONSUMER PRODUCT SAFETY COMMISSION FEDERAL HAZARDOUS SUBSTANCES ACT REGULATIONS... post center line (or the center of the seating area if no seat post exists) and the ground plane, as measured with the wheels aligned and in a plane normal to the ground plane. (d) Track bicycle means a...

The manufacture of moulded supportive seating for the handicapped.

PubMed

Nelham, R L

1975-10-01

The wheelchair-bound population often have difficulty in obtaining a correct or comfortable posture in their chairs and sometimes develop pressure sores from long-duration sitting. This problem is being solved by manufacturing personalised, contoured seats which support the patient over the maximum area possible thereby reducing the pressure on the body and the incidence of pressure sores. A cast is obtained of the patient in a comfortable, medically correct posture and from this cast the seat is vacuum formed in thermoplastic materials or hand layed up in glass fibre reinforced resin. Some correction of deformity may be achieved. It is also possible to use the moulded seat in a vehicle.

[Distribution of airborne fungi, particulate matter and carbon dioxide in Seoul metropolitan subway stations].

PubMed

Kim, Ki Youn; Park, Jae Beom; Kim, Chi Nyon; Lee, Kyung Jong

2006-07-01

The aims of this study were to examine the level of airborne fungi and environmental factors in Seoul metropolitan subway stations and to provide fundamental data to protect the health of subway workers and passengers. The field survey was performed from November in 2004 to February in 2005. A total 22 subway stations located at Seoul subway lines 1-4 were randomly selected. The measurement points were subway workers' activity areas (station office, bedroom, ticket office and driver's seat) and the passengers' activity areas (station precincts, inside train and platform). Air sampling for collecting airborne fungi was carried out using a one-stage cascade impactor. The PM and CO2 were measured using an electronic direct recorder and detecting tube, respectively. In the activity areas of the subway workers and passengers, the mean concentrations of airborne fungi were relatively higher in the workers' bedroom and station precinct whereas the concentration of particulate matter, PM10 and PM2.5, were relatively higher in the platform, inside the train and driver's seat than in the other activity areas. There was no significant difference in the concentration of airborne fungi between the underground and ground activity areas of the subway. The mean PM10 and PM2.5 concentration in the platform located at underground was significantly higher than that of the ground (p<0.05). The levels of airborne fungi in the Seoul subway line 1-4 were not serious enough to cause respiratory disease in subway workers and passengers. This indicates that there is little correlation between airborne fungi and particulate matter.

Development of a Methodology to Gather Seated Anthropometry in a Microgravity Environment

NASA Technical Reports Server (NTRS)

Rajulu, Sudhakar; Young, Karen; Mesloh, Miranda

2009-01-01

The Constellation Program's Crew Exploration Vehicle (CEV) is required to accommodate the full population range of crewmembers according to the anthropometry requirements stated in the Human-Systems Integration Requirement (HSIR) document (CxP70024). Seated height is one of many critical dimensions of importance to the CEV designers in determining the optimum seat configuration in the vehicle. Changes in seated height may have a large impact to the design, accommodation, and safety of the crewmembers. Seated height can change due to elongation of the spine when crewmembers are exposed to microgravity. Spinal elongation is the straightening of the natural curvature of the spine and the expansion of inter-vertebral disks. This straightening occurs due to fluid shifts in the body and the lack of compressive forces on the spinal vertebrae. Previous studies have shown that as the natural curvature of the spine straightens, an increase in overall height of 3% of stature occurs which has been the basis of the current HSIR requirements. However due to variations in the torso/leg ratio and impact of soft tissue, data is nonexistent as to how spinal elongation specifically affects the measurement of seated height. In order to obtain this data, an experiment was designed to collect spinal elongation data while in a seated posture in microgravity. The purpose of this study was to provide quantitative data that represents the amount of change that occurs in seated height due to spinal elongation in microgravity environments. Given the schedule and budget constraints of ISS and Shuttle missions and the uniqueness of the problem, a methodology had to be developed to ensure that the seated height measurements were accurately collected. Therefore, simulated microgravity evaluations were conducted to test the methodology and procedures of the experiment. This evaluation obtained seat pan pressure and seated height data to a) ensure that the lap restraint provided sufficient restraint to eliminate any gap between the subject s gluteal surface and the seat pan and b) to document any necessary design and procedural changes needed due to the microgravity environment. The methodology and setup used during the simulated microgravity evaluations was replicable to the proposed methodology and setup for in-space missions. A flight-like Shuttle seat, pressure sensors, anthropometer, and existing hardware was used to measure seated height and contact area while experiencing microgravity. The outlying buttock and thigh surface contact areas were collected to determine if the subjects were in contact with the seat pan, while a measurer recorded their seated height with an anthropometer. The Anthropometry and Biomechanics Facility (ABF) completed data collection from three microgravity flights to assess the restraint methods and techniques to be used for the in-flight procedures performed by the crewmembers in orbit. The first flight demonstrated that the restraint system on the seat, used in a nominal configuration, did not sufficiently restrain a person in the seat. The results showed the subjects were not in full contact with the seat pan, resulting in inaccurate sitting height data. Thus, a second flight was conducted to test different restraint system options. The results showed that by 1) changing the restraint system from the nominal 3-points of the 5-point harness, which is used for crewmembers when fully suited with emergency equipment, and 2) rerouting the lap straps around the joint of the backrest, where the backrest and seat pan are joined, resulted in the optimal method to restrain a subject. This rerouting method allowed for the anchor location to change and pull the subjects back into the seat instead of being anchored at the side of the subjects thighs. The results from the third flight validated the final restraint system, which resulted in a verified methodology for collecting seated anthropometry to ultimately determine the amount of spil elongation in a microgravity environment.

Assessment of potential catastrophic landslides in Taiwan by airborne LiDAR-derived DEM

NASA Astrophysics Data System (ADS)

Hou, Chin-Shyong; Hsieh, Yu-Chung; Hu, Jyr-Ching; Chiu, Cheng-Lung; Chen, Hung-Jen; Fei, Li-Yuan

2013-04-01

The heavy rainfall of Typhoon Morakot caused severe damage to infrastructures, property and human lives in southern Taiwan in 2009. The most atrocious incident was the Hsiaolin landslide, which buried more than 400 victims. After this catastrophic event, the recognition of localities of deep-seated landslides becomes a critical issue in landslide hazard mitigation induced from extreme climate events. Consequently the airborne LiDAR survey was carried out in first phase from 2010 to 2012 by Central Geological Survey, MOEA in Taiwan in order to assess the potential catastrophic deep-seated landslides in the steep and rocky terrain in south-central Taiwan. The second phase of LiDAR survey is ongoing from 2013 to 2015 for the recognition and the assessment of possible impact area induced by deep-seated landslide in the mountainous area of whole Taiwan. Transitionally, the recognition of potential deep-seated landslide sites is adopted in term of landslide inventories from space-borne images, aerial photographs and field investigation. However, it is difficult to produce robust landslide inventories due to the poor spatial resolution of ground elevation and highly dense vegetation in mountainous area in Taiwan. In this study, the 1 m LiDAR-derived DEM is used to extract key geomorphological features such as crown cracks, minor scarps, toe of surface rupture at meter to sub-meter scale hidden under forests with high degree of accuracy. Preliminary result shows that about 400 potential landslide sites have been recognized to improve the quality of landslide inventories. In addition, detailed contour maps and visualized images are reproduced to outline the shape of potential deep-seated landslides. Further geomorphometric analyses based on hillshade, aspect, slope, eigenvalue ratio (ER) and openness will be integrated to easily create landslide inventories to mitigate landslide disasters in Taiwan mountainous area.

Teens and seat belt use: What makes them click?

PubMed

Shults, Ruth A; Haegerich, Tamara M; Bhat, Geeta; Zhang, Xinjian

2016-06-01

Motor vehicle crashes kill more adolescents in the United States than any other cause, and often the teen is not wearing a seat belt. Using data from the 2011 Youth Risk Behavior Surveys from 38 states, we examined teens' self-reported seat belt use while riding as a passenger and identified individual characteristics and environmental factors associated with always wearing a seat belt. Only 51% of high school students living in 38 states reported always wearing a seat belt when riding as a passenger; prevalence varied from 32% in South Dakota to 65% in Delaware. Seat belt use was 11 percentage points lower in states with secondary enforcement seat belt laws compared to states with primary enforcement laws. Racial/ethnic minorities, teens living in states with secondary enforcement seat belt laws, and those engaged in substance use were least likely to always wear their seat belts. The likelihood of always being belted declined steadily as the number of substance use behaviors increased. Seat belt use among teens in the United States remains unacceptably low. Results suggest that environmental influences can compound individual risk factors, contributing to even lower seat belt use among some subgroups. This study provides the most comprehensive state-level estimates to date of seat belt use among U.S. teens. This information can be useful when considering policy options to increase seat belt use and for targeting injury prevention interventions to high-risk teens. States can best increase teen seat belt use by making evidence-informed decisions about state policy options and prevention strategies. Published by Elsevier Ltd.

Seat surface inclination may affect postural stability during Boccia ball throwing in children with cerebral palsy.

PubMed

Tsai, Yung-Shen; Yu, Yi-Chen; Huang, Po-Chang; Cheng, Hsin-Yi Kathy

2014-12-01

The aim of the study was to examine how seat surface inclination affects Boccia ball throwing movement and postural stability among children with cerebral palsy (CP). Twelve children with bilateral spastic CP (3 with gross motor function classification system Level I, 5 with Level II, and 4 with Level III) participated in this study. All participants underwent pediatric reach tests and ball throwing performance analyses while seated on 15° anterior- or posterior-inclined, and horizontal surfaces. An electromagnetic motion analysis system was synchronized with a force plate to assess throwing motion and postural stability. The results of the pediatric reach test (p = 0.026), the amplitude of elbow movement (p = 0.036), peak vertical ground reaction force (PVGRF) (p < 0.001), and movement range of the center of pressure (COP) (p < 0.020) were significantly affected by seat inclination during throwing. Post hoc comparisons showed that anterior inclination allowed greater amplitude of elbow movement and PVGRF, and less COP movement range compared with the other inclines. Posterior inclination yielded less reaching distance and PVGRF, and greater COP movement range compared with the other inclines. The anterior-inclined seat yielded superior postural stability for throwing Boccia balls among children with bilateral spastic CP, whereas the posterior-inclined seat caused difficulty. Copyright © 2014 Elsevier Ltd. All rights reserved.

Design and evaluation of a suspension seat to reduce vibration exposure of subway operators: a case study.

PubMed

Marcotte, Pierre; Beaugrand, Sylvie; Boutin, Jérôme; Larue, Christian

2010-01-01

Subway operators have complained about discomfort caused by whole-body vibration. To address this problem, a suspension seat with extensive ergonomic features has been adapted to the confined space of the subway operator cab. The suspension was modified from an existing suspension in order to reduce the dominant frequency of the subway vertical vibration (2.4 Hz). The suspension seat has been extensively tested on a vertical hydraulic shaker. These tests have shown that the SEAT value was lower for a higher vibration level, for higher subject weight, and for the suspension adjusted at median height. The seat also produces a lower SEAT value when there was a predominance of the 6 Hz vibration component. The horizontal seat adjustments had no influence on the suspension SEAT value. Removing the suspension damper also decreases the SEAT value for all the tested configurations. The final version of the suspension seat prototype was validated during normal subway operation with 19 different operators having weight in the 5th, 50th and 95th percentile of the operator population. Accelerations were measured with triaxial accelerometers at the seat cushion, above the suspension and on the floor. In addition to the vibration measurements, each operator was asked about his perceived discomfort from vibration exposure. Globally, the suspension seat attenuated the vertical vibration (SEAT values from 0.86 to 0.99), but discomfort due to amplification of the 2.4 Hz component occurred when the suspension height was adjusted at the minimum, even when the global weighted acceleration was lower (SEAT value < 1). These results suggest that in order to reduce the discomfort caused by whole-body vibration, the transmissibility of the seat should also be considered, in particular when there is a dominant frequency in the vibration spectra.

Evaluation of a rural demonstration program to increase seat belt use in the Great Lakes Region.

DOT National Transportation Integrated Search

2009-03-01

Six States in the Great Lakes Region (Region 5) participated in a Rural Demonstration Program to increase seat belt : use in rural areas and among high-risk occupants, such as young males and occupants of pickup trucks. These : efforts, which include...

Impact of Implementing a Primary Enforcement Seat Belt Law in Florida : A Case Study

DOT National Transportation Integrated Search

2012-08-01

On June 30, 2009, Florida implemented a primary seat belt law. The State was already engaged in a Rural : Demonstration Program (RDP) to increase belt usage in rural areas in the northern part of the State and participated : regularly in annual Click...

Evaluation of head and face injury potential of current airline seats during crash decelerations.

DOT National Transportation Integrated Search

1966-06-01

A large percentage of deaths in commercial-airline crashes is produced as the body and lower limbs flail around the seat belt. According to a previous study, a 10-foot-diameter sphere of clear area would be necessary to prevent a person from striking...

Seat belt and shoulder strap use among urban travelers : a comparison of survey results from 1974, 1975, and 1976.

DOT National Transportation Integrated Search

1977-01-01

During nine days in late January 1974, four major metropolitan areas of the state of Virginia were surveyed in an effort to determine seat belt use by urban travelers. Observer-data collectors were stationed at selected signalized intersections. Moto...

Seat belt and shoulder strap use among urban travelers : results of the summer 1977 survey : a report.

DOT National Transportation Integrated Search

1978-01-01

During nine days in June 1977, four major metropolitan areas of the state of Virginia were surveyed to determine seat belt use by summer urban travelers. Observer-data collectors were stationed at selected signalized intersections. Motorists in the l...

Seat belt and shoulder strap use among urban travelers : a comparison of results from 1974 and 1975 surveys : a report.

DOT National Transportation Integrated Search

1976-01-01

During nine consecutive days in late January 1974, four major metropolitan areas of the state of Virginia were surveyed in an effort to determine seat belt use by urban travelers. Observer data collectors were stationed at selected signalized interse...

75 FR 12965 - Special Conditions: Airbus Model A318, A319, A320, and A321 Series Airplanes; Seats With Non...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-03-18

...-traditional, large, non-metallic panels. In order to provide a level of safety that is equivalent to that... Airplanes; Seats With Non-Traditional, Large, Non-Metallic Panels AGENCY: Federal Aviation Administration... a novel or unusual design feature(s) associated with seats that include non-traditional, large, non...

Improved underpants to reduce toileting problems in patients with poor standing balance.

PubMed

Koike, Yuji; Koeda, Shuhei; Sumigawa, Koshi; Tsushima, Hitoshi

2015-03-01

[Purpose] We developed and assessed improved underpants allowing patients to easily and completely open the crotch by pulling upward a string on the back of the underpants while seated. [Subjects and Methods] Healthy subjects tested commercial open-crotch underpants for disabled people and our improved open-crotch underpants by opening the crotch while seated. Measurement parameters included the percentage of crotch opening and the degree of genital or anal exposure before and after opening the crotch, as well as fit. The percentage of crotch opening and the degree of genital or anal exposure were recorded with a digital camera, and fit was determined with a visual analog scale. The measurements for both types of underpants were then compared. [Results] The commercial underpants for disabled people allowed opening of the crotch while seated, but the exposure of the genital and anal areas was insufficient to allow waste elimination. The improved underpants allowed sufficient opening of the crotch while seated and adequately exposed the genital and anal areas. The fit score of the improved underpants was significantly better than that of the commercial underpants. [Conclusion] The improved open-crotch underpants may allow for more effective opening of the crotch while seated than commercial open-crotch underpants for disabled people.

An investigation of the sound field above the audience in large lecture halls with a scale model.

PubMed

Kahn, D W; Tichy, J

1986-09-01

Measurements of steady-state sound pressure levels above the audience in large lecture halls show that the classical equation for predicting the sound pressure level is not accurate. The direct field above the seats was measured on a 1:10 scale model and was found to be dependent on the incidence angle and direction of sound propagation across the audience. The reverberant field above the seats in the model was calculated by subtracting the direct field from the measured total field and was found to be dependent on the magnitude and particularly on the placement of absorption. The decrease of sound pressure level versus distance in the total field depends on the angle (controlled by absorption placement) at which the strong reflections are incident upon the audience area. Sound pressure level decreases at a fairly constant rate with distance from the sound source in both the direct and reverberant field, and the decrease rate depends strongly on the absorption placement. The lowest rate of decay occurs when the side walls are absorptive, and both the ceiling and rear wall are reflective. These consequences are discussed with respect to prediction of speech intelligibility.

[Use of seat belts and mobile phone while driving in Florence: trend from 2005 to 2009].

PubMed

Lorini, Chiara; Pellegrino, Elettra; Mannocci, Federico; Allodi, Guendalina; Indiani, Laura; Mersi, Anna; Petrioli, Giuseppe; Santini, Maria Grazia; Garofalo, Giorgio; Bonaccorsi, Guglielmo

2012-01-01

to evaluate the trend over time of the use of seat belts by drivers and passengers of cars and vans and the use of hand held mobile phone while driving in Florence from 2005 to 2009. DESIGN, SETTING AND PARTICIPANTS AND MAIN OUTCOME MEASURES: direct observations (58,773 vehicles) have been conducted to detect the use of seat belts by occupants of cars and vans, and the use of mobile phone while driving. It has been carried out correlation analysis between the use of the seat belt by occupants of vehicles and between the simultaneous use of this device and mobile phone while driving.Moreover, it has been carried out time series analysis (ARIMA Box Jenkins) of in the prevalence of the use of seat belts by occupants of vehicles observed, of mobile phone by drivers and the trend of the risk to drive using the mobile phone with unfastened seat belt rather than to drive using the mobile phone with fastened seat belt. seat belts were used on average by 75.7% of drivers, 75.5% of front passengers and 25.1% of rear passengers. The average mobile phone use while driving was 4.5%. Drivers most frequently fasten seat belt if front passengers use it and while they do not use mobile phone. The use of seat belts by drivers and front passengers has not changed over time, whereas the use of mobile phone while driving has significantly increased. The prevalence of using mobile phone with unfastened seat belt rather than to use it with fastened seat belt while driving has significantly decreased over the years, indicating an increase in the use of mobile phone, especially among those who fasten the seat belt. it is necessary to plan and realize stronger interventions in the whole area.

Pattern of seat belt use by drivers in Trinidad and Tobago, West Indies

PubMed Central

2011-01-01

Background In Trinidad and Tobago, the law on the mandatory use of seat belts was passed in 1995, but this law is hardly enforced. The objective of this study was to determine the frequency and predictors of seat belt use by motor vehicle drivers in the country. Findings A cross-sectional study of 959 motor vehicle drivers using a self-administered questionnaire. Data analysis included Pearson Chi square test and multinomial logistic regression analysis in order to determine the possible predictors of seat belt use by the drivers in Trinidad and Tobago. A majority of the drivers sometimes (51.8%) or always (31.6%) use a seat belt. About 16.7%, 29% and 54.2% of the drivers perceived that the other drivers use their seat belts more frequently, with the same frequency and less frequently respectively compared to themselves. The main reason for not using seat belt by the drivers was given as frequent stops (40.7%) and the main motivation to use seat belt by the drivers was given as stiffer penalties for non-compliance with the seat belt law (44.5%). The predictors of seat belt use were male driver, no formal or lower level of education, driving for less than 10 years, and the perception that the other drivers use seat belts with the same or higher frequency compared to the respondents. Conclusion Only a small proportion of the drivers in Trinidad and Tobago always use a seat belt when driving. There is the need to enforce the seat belt legislation in the country. PMID:21679410

Conical Seat Shut-Off Valve

NASA Technical Reports Server (NTRS)

Farner, Bruce

2013-01-01

A moveable valve for controlling flow of a pressurized working fluid was designed. This valve consists of a hollow, moveable floating piston pressed against a stationary solid seat, and can use the working fluid to seal the valve. This open/closed, novel valve is able to use metal-to-metal seats, without requiring seat sliding action; therefore there are no associated damaging effects. During use, existing standard high-pressure ball valve seats tend to become damaged during rotation of the ball. Additionally, forces acting on the ball and stem create large amounts of friction. The combination of these effects can lead to system failure. In an attempt to reduce damaging effects and seat failures, soft seats in the ball valve have been eliminated; however, the sliding action of the ball across the highly loaded seat still tends to scratch the seat, causing failure. Also, in order to operate, ball valves require the use of large actuators. Positioning the metal-to-metal seats requires more loading, which tends to increase the size of the required actuator, and can also lead to other failures in other areas such as the stem and bearing mechanisms, thus increasing cost and maintenance. This novel non-sliding seat surface valve allows metal-to-metal seats without the damaging effects that can lead to failure, and enables large seating forces without damaging the valve. Additionally, this valve design, even when used with large, high-pressure applications, does not require large conventional valve actuators and the valve stem itself is eliminated. Actuation is achieved with the use of a small, simple solenoid valve. This design also eliminates the need for many seals used with existing ball valve and globe valve designs, which commonly cause failure, too. This, coupled with the elimination of the valve stem and conventional valve actuator, improves valve reliability and seat life. Other mechanical liftoff seats have been designed; however, they have only resulted in increased cost, and incurred other reliability issues. With this novel design, the seat is lifted by simply removing the working fluid pressure that presses it against the seat and no external force is required. By eliminating variables associated with existing ball and globe configurations that can have damaging effects upon a valve, this novel design reduces downtime in rocket engine test schedules and maintenance costs.

Prevalence and facility level correlates of need for wheelchair seating assessment among long-term care residents.

PubMed

Giesbrecht, Edward M; Mortenson, W Ben; Miller, William C

2012-01-01

Wheelchairs are frequently prescribed for residents with mobility impairments in long-term care. Many residents receive poorly fitting wheelchairs, compromising functional independence and mobility, and contributing to subsequent health issues such as pressure ulcers. The extent of this problem and the factors that predict poor fit are poorly understood; such evidence would contribute greatly to effective and efficient clinical practice in long-term care. To identify the prevalence of need for wheelchair seating intervention among residents in long-term care facilities in Vancouver and explore the relationship between the need for seating intervention and facility level factors. Logistic regression analysis using secondary data from a cross-sectional study exploring predictors of resident mobility. A total of 263 residents (183 females and 80 males) were randomly selected from 11 long-term care facilities in the Vancouver health region (mean age 84.2 ± 8.6 years). The Seating Identification Tool was used to establish subject need for wheelchair seating intervention. Individual item frequency was calculated. Six contextual variables were measured at each facility including occupational therapy staffing, funding source, policies regarding wheelchair-related equipment, and decision-making philosophy. The overall prevalence rate of inappropriate seating was 58.6% (95% CI 52.6-64.5), ranging from 30.4 to 81.8% among the individual facilities. Discomfort, poor positioning and mobility, and skin integrity were the most common issues. Two facility level variables were significant predictors of need for seating assessment: ratio of occupational therapists per 100 residents [OR 0.11 (CI 0.04, 0.31)] and expectation that residents purchase wheelchair equipment beyond the basic level [OR 2.78 (1.11, 6.97)]. A negative association between facility prevalence rate and ratio of occupational therapists (r(p) = -0.684, CI -0.143 to -0.910) was found. Prevalence of need for seating assessment in long-term care is high overall but it varies considerably between facilities. Increasing access to occupational therapy services appears to mediate this need. Copyright © 2012 S. Karger AG, Basel.

Promoting correct car seat use in parents of young children: challenges, recommendations, and implications for health communication.

PubMed

Weaver, Nancy L; Brixey, Suzanne N; Williams, Janice; Nansel, Tonja R

2013-03-01

Injuries involving motor vehicles continue to be the biggest threat to the safety of children. Although child safety seats (CSS) have been established as a central countermeasure in decreasing injury risk, the majority of parents do not use the correct car seat correctly. There are many challenges in promoting correct car seat use, which itself is a complex behavior. To advance this critical protective behavior, the public health community would benefit from clarifying CSS messaging, communicating clearly, and addressing the conflicting recommendations of product use. In this article, we present current challenges in promoting CSS use and draw on health communication and other fields to offer recommendations for future work in this area.

Discrepancies between knowledge and practice of childhood motor vehicle occupant safety in Nova Scotia--a population-based study.

PubMed

Yanchar, Natalie L; Kirkland, Susan A; LeBlanc, John C; Langille, Donald B

2012-03-01

To determine discrepancies between knowledge and practice of childhood motor vehicle restraints (CMVRs) and vehicle seating position amongst parents within the province of Nova Scotia. Random telephone survey. The Canadian province of Nova Scotia. Four hundred and twenty-six households with at least one child under the age of 12 years, totaling 723 children. The proportion of parents whose children who should be in a specific stage of CMVR and sitting in the rear seat of the vehicle, and who demonstrate correct knowledge of that restraint system and seating position, yet do not use that restraint system/seating position for their child (demonstrate practice discrepant from their knowledge). Awareness of what restraint system to use is good (>80%). However, knowledge of when it is safe to graduate to the next stage is low (30-55%), most marked for when to use a seatbelt alone. Awareness of the importance of sitting in the rear seat of a vehicle was universal. Discrepancies between knowledge and practice were most marked with booster seats and rear-seating of older children. Factors influencing incorrect practice (prematurely graduated to a higher-level restraint system than what is appropriate for age and weight) included lower household income, caregiver education level, and knowledge of when to graduate from forward-facing car seats and booster seats. Incorrect practice was also more commonly observed amongst children of weight and/or age approaching (but not yet reaching) recommended graduation parameters of the appropriate CMVR. Discrepancies between knowledge and practice are evident through all stages of CMVRs, but most marked with booster seats. The roles of lower socioeconomic status and gaps in CMVR legislation, in influencing discrepant practice, must be acknowledged and suggest the need for targeted education concurrent with development of comprehensive all-stages CMVR policies. Copyright © 2011 Elsevier Ltd. All rights reserved.

Analysis of Potential Deep-Seated Landslide in Hekeng Watershed by Environment Indices

NASA Astrophysics Data System (ADS)

Hsieh, C. J.; Chompuchan, C.

2014-12-01

Landslides are a major natural disaster in Taiwan relevant to the human life. After the catastrophic Xiaolin landslide during Typhoon Morakot in August 2009 caused around 400 casualties, the deep-seated landslide has become a serious issue. This study explored the potential deep-seated landslide in Hekeng watershed extracted from SPOT-5 imageries. The empirical topographic correction was applied to minimize effect of the mountain shaded area due to the difference of sun elevation and terrain angle. Consequently the multi-temporal environmental indices, i.e., modified Normalized Difference Vegetation Index (mNDVI) and modified Normalized Difference Water Index (mNDWI) were corrected. Seasonal vegetation cover and surface moisture change were analyzed incorporate with a slope which obtain from DEM data. The result showed that the distribution of potential deep-seated landslide vulnerable area mainly located at headstream watershed. It could be explained that the headstream watershed has less human interference, therefore the environmental indices interpreted those area as deep soil layer and dense vegetation coverage. However, the upstream canal could suffer from the long-term erosion and possibly cause slope toe collapse. In addition, the western watershed is the afforestation zone whereas the eastern watershed is natural forest zone with higher development ratio. The upslope forest management of eastern and western watershed should be discussed variously.

Seating position, seat belt wearing, and the consequences in facial fractures in car occupants.

PubMed

Fonseca, Alexandre Siqueira Franco; Goldenberg, Dov; Alonso, Nivaldo; Bastos, Endrigo; Stocchero, Guilherme; Ferreira, Marcus Castro

2007-06-01

Trauma caused by traffic accidents is among the main etiologies involved in the occurrence of facial fractures throughout the world. However, the trauma mechanisms involved are different according to the location where the study was performed, due to different conditions of development, legislation, and culture. A retrospective study was done between February 2001 and July 2006, with the purpose of determining the epidemiology and the mechanisms involved in the occurrence of facial fractures among car occupants in the metropolitan area of São Paulo. Data were collected from 297 patients admitted with facial fractures to the emergency room of the Hospital das Clínicas, São Paulo University Medical School. Within this period, 151 individuals had been involved in traffic accidents, among which 56 (37.08%) were inside passenger cars. These were grouped based on the seating position that they were occupying at the time of the accident and the wearing of seat belts. Data concerning the number and location of fracture lines were obtained from the different groups, and a fracture/patient index (F/P I) was calculated to compare and make reference to the impact energy among these groups, for subsequent analysis and discussion. 323 fracture lines occurred among 56 patients who were car occupants. By applying the F/P I, we obtained higher values in the group of rear-seat passengers who were not wearing seat belts (7.23 fractures per patient), followed by the group of drivers not wearing seat belts (6.33 fractures per patient), the group of front-seat passengers not wearing seat belts (5.58 fractures per patient), the group of drivers wearing seat belts (5.54 fractures per patient) and, finally, the group of front-seat passengers wearing seat belts (4.00 fractures per patient). None of the rear-seat passengers was wearing seat belts. The data collected indicate that the driver position shows a high incidence of facial fractures, not being effectively protected by the seat belt, although the wearing of seat belts seems to have a protective role against the occurrence of facial fractures in front-seat passengers. It was not possible to evaluate the wearing of seat belts among rear-seat passengers, even though the high incidence of fractures in this group showed its high susceptibility to the occurrence of facial fractures, which highlights the need of taking protective measures against this situation.

Solving the energy dilemma at Seven Bridges Ice Arena

DOE Office of Scientific and Technical Information (OSTI.GOV)

Louria, D.

1996-08-01

Seven Bridges Ice Arena with three ice skating rinks is among the largest ice skating facilities in the US. A complete fitness center, pro shop, second level observation gallery, restaurant, aerobics room, dance studio and children`s play room round out the 120,000 ft{sup 2} (11,215 m{sup 2}) world class facility. The Olympic Hockey League ice rink has seating for 800 spectators; and the National Hockey League ice rink has 1,200 spectator seats. The collegiate ice sheet has participant seating only. When building the one-year-old facility, the management initially solicited HVAC design/build system plans based on the usual Package Roof Topmore » (RTU) heat/cool units or split system parameters. Such a plan could have been a disaster because high energy costs have contributed directly to the closing of 20 rinks in the Chicago area. This article describes a HVAC system that would take advantage of every Energy Conservation Opportunities (ECO) possible to ensure the economic well being of this property. This included a plan that uses the refrigeration for both cooling and heating, which eliminated the need for commercial packaged units.« less

Exposure level and distribution characteristics of airborne bacteria and fungi in Seoul metropolitan subway stations.

PubMed

Kim, Ki Youn; Kim, Yoon Shin; Kim, Daekeun; Kim, Hyeon Tae

2011-01-01

The exposure level and distribution characteristics of airborne bacteria and fungi were assessed in the workers' activity areas (station office, bedroom, ticket office and driver's seat) and passengers' activity areas (station precinct, inside the passenger carriage, and platform) of the Seoul metropolitan subway. Among investigated areas, the levels of airborne bacteria and fungi in the workers' bedroom and station precincts were relatively high. No significant difference was found in the concentration of airborne bacteria and fungi between the underground and above ground activity areas of the subway. The genera identified in all subway activity areas with a 5% or greater detection rate were Staphylococcus, Micrococcus, Bacillus and Corynebacterium for airborne bacteria and Penicillium, Cladosporium, Chrysosporium, Aspergillus for airborne fungi. Staphylococcus and Micrococcus comprised over 50% of the total airborne bacteria and Penicillium and Cladosporium comprised over 60% of the total airborne fungi, thus these four genera are the predominant genera in the subway station.

Holocene history of deep-seated landsliding in the North Fork Stillaguamish River valley from surface roughness analysis, radiocarbon dating, and numerical landscape evolution modeling

NASA Astrophysics Data System (ADS)

Booth, Adam M.; LaHusen, Sean R.; Duvall, Alison R.; Montgomery, David R.

2017-02-01

Documenting spatial and temporal patterns of past landsliding is a challenging step in quantifying the effect of landslides on landscape evolution. While landslide inventories can map spatial distributions, lack of dateable material, landslide reactivations, or time, access, and cost constraints generally limit dating large numbers of landslides to analyze temporal patterns. Here we quantify the record of the Holocene history of deep-seated landsliding along a 25 km stretch of the North Fork Stillaguamish River valley, Washington State, USA, including the 2014 Oso landslide, which killed 43 people. We estimate the ages of more than 200 deep-seated landslides in glacial sediment by defining an empirical relationship between landslide deposit age from radiocarbon dating and landslide deposit surface roughness. We show that roughness systematically decreases with age as a function of topographic wavelength, consistent with models of disturbance-driven soil transport. The age-roughness model predicts a peak in landslide frequency at 1000 calibrated (cal) years B.P., with very few landslide deposits older than 7000 cal years B.P. or younger than 100 cal years B.P., likely reflecting a combination of preservation bias and a complex history of changing climate, base level, and seismic shaking in the study area. Most recent landslides have occurred where channels actively interact with the toes of hillslopes composed of glacial sediments, suggesting that lateral channel migration is a primary control on the location of large deep-seated landslides in the valley.

Sediment Transportation Induced by Deep-Seated Landslides in a Debris Flow Basin in Taiwan

NASA Astrophysics Data System (ADS)

Lin, Meei Ling; Chen, Te Wei; Chen, Yong Sheng; Sin Jhuang, Han

2016-04-01

Typhoon Morakot brought huge amount of rainfall to the southern Taiwan in 2009 and caused severe landslides and debris flow hazard. After Typhoon Morakot, it was found that the volume of sediment transported by the debris flow and its effects on the affected area were much more significant compared to previous case history, which may due to the huge amount of rainfall causing significant deep-seated landslides in the basin. In this study, the effects and tendency of the sediment transportation in a river basin following deep-seated landslides caused by typhoon Morakot were evaluated. We used LiDAR, DEM, and aerial photo to identify characteristics of deep-seated landslides in a debris flow river basin, KSDF079 in Liuoguey District, Kaohsiung City, Taiwan. Eight deep-seated landslides were identified in the basin. To estimate the potential landslide volume associated with the deep-seated landslides, the stability analysis was conducted to locate the critical sliding surface, and the potential landside volume was estimated based on the estimation equation proposed by the International Geotechnical Societies' UNESCO Working Party on World Landslide Inventory (WP/WLI, 1990). The total potential landslide volume of the eight deep-seated landslides in KSDF079 basin was about 28,906,856 m3. Topographic analysis was performed by using DEM before and LiDAR derived DEM after typhoon Morakot to calculate the landslide volume transported. The result of erosion volume and deposition volume lead to a run out volume of 5,832,433 m3. The results appeared to consist well with the field condition and aerial photo. Comparing the potential landslide volume and run out volume of eight deep-seated landslides, it was found that the remaining potential landslide volume was about 80%. Field investigation and topographic analysis of the KSDF079 debris flow revealed that a significant amount of sediment deposition remained in the river channel ranging from the middle to the downstream section of the channel, and the channel has been widen. Such large proportion of landslide volume remained in the basin on deep-seated landslide scars and debris flow river channel would likely to cause further debris transportation in the future events. The stability analysis used in this study provided a feasible method and satisfactory results for estimating sediment volume transportation associated with the deep-seated landslides in the study area. Combination of the stability analysis results and the topographic analysis provided estimation of sediment transportation caused by the deep-seated landslides, and trend variation of further sediment transport of the basin, which could provide vital information for hazard mitigation. Keyword: deep-seated landslide, sediment transport, DEM, LiDAR, stability analysis

Noncompliance with seat-belt use in patients involved in motor vehicle collisions

PubMed Central

Ball, Chad G.; Kirkpatrick, Andrew W.; Brenneman, Frederick D.

2005-01-01

Background Seat-belt compliance in trauma patients involved in motor vehicle collisions (MVCs) appears low when compared with compliance of the general public. In this study we wished to define the relative frequency of seat-belt use in injured Canadian drivers and passengers and to determine if there are risk factors particular to seat-belt noncompliance in this cohort. Methods We identified trauma patients who were involved in MVCs over a 24-month period and contacted them 2–4 years after the injury by telephone to administer a standardized survey. Potential determinants of seat-belt noncompliance were compared with the occurrence of an MVC by multiple logistic regression. Results Seat-belt noncompliance in 386 MVC patients was associated with drinking and driving, youth, speeding, male sex, being a passenger, smoking, secondary roads, rural residence, low level of education, overnight driving, having no dependents, licence demerit points, previous collisions, unemployment and short journeys. There was an increase in seat-belt awareness and a decrease in self-rated driving ability after the MVC. Conclusions Factors that indicate poor driving habits (alcohol, speeding, previous MVCs and driving offences) also predict seat-belt noncompliance. Injury prevention programs should selectively target these high-risk drivers to improve seat-belt compliance and limit associated injury and consumption of health care resources. PMID:16248134

Seated saline suppression testing for the diagnosis of primary aldosteronism: a preliminary study.

PubMed

Ahmed, Ashraf H; Cowley, Diane; Wolley, Martin; Gordon, Richard D; Xu, Shengxin; Taylor, Paul J; Stowasser, Michael

2014-08-01

Failure of aldosterone suppression by sodium loading during fludrocortisone suppression testing (FST) or saline suppression testing (SST) confirms primary aldosteronism (PA). We previously found recumbent SST (RSST) to lack sensitivity. Aldosterone levels can be higher upright (e.g. seated) than recumbent in patients with PA and upright levels are used during FST. We therefore hypothesized that seated SST (SSST) is more sensitive than RSST, especially for posture-responsive PA. Of 66 patients who underwent FST (upright plasma aldosterone levels measured at 10am basally and after 4 days fludrocortisone 0.1 mg 6-hourly and oral salt loading), 31 underwent SST (aldosterone levels measured basally at 8am and after infusion of 2 L normal saline over 4h) both recumbent and seated in randomized order and at least 2 weeks apart. FST confirmed PA in 23 of 31 patients (day 4 upright aldosterone level >165 pmol/L), excluded PA in three and was originally "inconclusive" in five. However, one with "inconclusive" FST had PA confirmed by lateralizing AVS and was reclassified "unilateral PA". Of 24 with confirmed PA (eight unilateral, 11 bilateral, and five undetermined subtype), 23 (96%) tested positive by SSST (4-h aldosterone level >165 pmol/L) compared with 8 (33%) by RSST (4-h plasma aldosterone level >140 pmol/L) (P < .001). RSST missed one unilateral, all bilateral, and four with as-yet undetermined subtype. RSST was positive in 7 of 10 (70%) posture-unresponsive vs one of 14 (7.1%) posture-responsive patients (P < .005). These preliminary results suggest that seated SST may be superior to recumbent SST in terms of sensitivity for detecting PA, especially posture-responsive forms, and may represent a reliable alternative to FST.

78 FR 73506 - Submission for OMB Review; Comment Request: Infant Bath Seats

Federal Register 2010, 2011, 2012, 2013, 2014

2013-12-06

... mark or other means that identifies the date (month and year, as a minimum) of manufacture. Section 9... instructions with infant bath seats thus would be ``usual and customary'' and not within the definition of... a GS-12 level, salaried employee. The average hourly wage rate for a mid-level salaried GS-12...

The influence of different lower seat height on the muscular stress during squatting for a ground level job.

PubMed

Sriwarno, Andar Bagus; Shimomura, Yoshihiro; Iwanaga, Koichi; Katsuura, Tetsuo

2007-06-01

Work requiring extremely body flexion is strongly associated with a high incidence of musculoskeletal injuries often reported during adopting squatting. In this study, the influence of different lower seat heights on the muscular stress in squatting on a stool (SS) were examined in comparison with fully squatting (FS). Fourteen healthy Indonesian males were recruited in the experiment. Two-dimensional body kinematics, ground reaction force (GRF) and electromyography (EMG) data were collected as subjects performed forward movement under four squatting height conditions which were FS and SS at 10 cm, 15 cm and 20 cm seat height. The results demonstrated that the change from FS to SS primarily affected the segmental angular flexions and muscular activities in the upper and lower limbs. GRF data showed that the SS conditions delivered 24% body weight onto the seat. The change of FS to SS showed significantly decrease in muscular load of the rectus femoris and tibialis anterior. In contrast, the soleus and gastrocnemius increased the activities as the seat height increased. The type of task that required the hand to handle the object on the ground level affected the trunk to be more flexed as the seat height increased. The findings of this study suggest that the use of a lower seat stool of a proper height seems to be a sub-optimal solution considering the change of muscular load associated with the discomfort in a squatting posture.

Knowledge and attitude of Turkish parents regarding car safety seats for children.

PubMed

Sevketoğlu, Esra; Hatipoğlu, Sami; Esin, Gülbaran; Oztora, Serdar

2009-09-01

One of the major causes of death among children younger than 15 years is vehicular injury. Car safety seats protect children in a crash if they are used correctly. The objective of this study was to assess the level of parental knowledge and their attitudes regarding car safety seats. The survey was conducted in May and June 2007 at Bakirkoy Dr. Sadi Konuk Research-Training Hospital. Randomly selected parents were asked to complete an anonymous self-administered questionnaire after providing informed consent. Five hundred thirty-two Turkish parents were sampled. Twenty-eight percent of the parents did not know what a car safety seat was. While 20% of parents reported using a car safety seat, only 10% used them correctly. Car safety seat use was correlated with higher socioeconomic status. Increased education of parents regarding the proper use of child safety seats can protect children from potentially fatal injuries. Health care professionals are obligated to give information to parents regarding car safety seats and their proper use. This study should alert planners and policy makers regarding the need to implement educational prevention programs concerning car safety for children in Turkey.

Energy Absorbing Seat System for an Agricultural Aircraft

NASA Technical Reports Server (NTRS)

Kellas, Sotiris; Jones, Lisa E. (Technical Monitor)

2002-01-01

A task was initiated to improve the energy absorption capability of an existing aircraft seat through cost-effective retrofitting, while keeping seat-weight increase to a minimum. This task was undertaken as an extension of NASA ongoing safety research and commitment to general aviation customer needs. Only vertical crash scenarios have been considered in this task which required the energy absorbing system to protect the seat occupant in a range of crash speeds up to 31 ft/sec. It was anticipated that, the forward and/or side crash accelerations could be attenuated with the aid of airbags, the technology of which is currently available in automobiles and military helicopters. Steps which were followed include, preliminary crush load determination, conceptual design of cost effective energy absorbers, fabrication and testing (static and dynamic) of energy absorbers, system analysis, design and fabrication of dummy seat/rail assembly, dynamic testing of dummy seat/rail assembly, and finally, testing of actual modified seat system with a dummy occupant. A total of ten full scale tests have been performed including three of the actual aircraft seat. Results from full-scale tests indicated that occupant loads were attenuated successfully to survivable levels.

Seated at the pilots station, astronaut Scott J. Horowitz uses a mirror to monitor the vertical

NASA Technical Reports Server (NTRS)

1996-01-01

Seated at the pilots station, astronaut Scott J. Horowitz uses a mirror to monitor the vertical stabilizer and the aft cargo bay area during the entry phase of the flight. Horowitz, pilot, joined four other astronauts and an international payload specialist for 16 days of scientific research in Earth-orbit.

Results of Transport Canada's September 2002 survey of seat belt use in rural areas of the country

DOT National Transportation Integrated Search

2003-05-01

The September 2002 survey was the first of its kind: the first to measure the seat belt : usage rate in rural Canada only. Rural Canada was defined as towns with a population of : fewer than 10,000 but more than 1,000 that are located outside any cen...

CEV Seat Attenuation System System Design Tasks

NASA Technical Reports Server (NTRS)

Goodman, Jerry R.; McMichael, James H.

2007-01-01

The Apollo crew / couch restraint system was designed to support and restrain three crew members during all phases of the mission from launch to landing. The crew couch used supported the crew for launch, landing and in-flight operations, and was foldable and removable for EVA ingress/egress through side hatch access and for in-flight access under the seat and in other areas of the crew compartment. The couch and the seat attenuation system was designed to control the impact loads imposed on the crew during landing and to remain non-functional during all other flight phases.

Potential Deep Seated Landslide Mapping from Various Temporal Data - Benchmark, Aerial Photo, and SAR

NASA Astrophysics Data System (ADS)

Wang, Kuo-Lung; Lin, Jun-Tin; Lee, Yi-Hsuan; Lin, Meei-Ling; Chen, Chao-Wei; Liao, Ray-Tang; Chi, Chung-Chi; Lin, Hsi-Hung

2016-04-01

Landslide is always not hazard until mankind development in highly potential area. The study tries to map deep seated landslide before the initiation of landslide. Study area in central Taiwan is selected and the geological condition is quite unique, which is slate. Major direction of bedding in this area is northeast and the dip ranges from 30-75 degree to southeast. Several deep seated landslides were discovered in the same side of bedding from rainfall events. The benchmarks from 2002 ~ 2009 are in this study. However, the benchmarks were measured along Highway No. 14B and the road was constructed along the peak of mountains. Taiwan located between sea plates and continental plate. The elevation of mountains is rising according to most GPS and benchmarks in the island. The same trend is discovered from benchmarks in this area. But some benchmarks are located in landslide area thus the elevation is below average and event negative. The aerial photos from 1979 to 2007 are used for orthophoto generation. The changes of land use are obvious during 30 years and enlargement of river channel is also observed in this area. Both benchmarks and aerial photos have discovered landslide potential did exist this area but how big of landslide in not easy to define currently. Thus SAR data utilization is adopted in this case. DInSAR and SBAS sar analysis are used in this research and ALOS/PALSAR from 2006 to 2010 is adopted. DInSAR analysis shows that landslide is possible mapped but the error is not easy to reduce. The error is possibly form several conditions such as vegetation, clouds, vapor, etc. To conquer the problem, time series analysis, SBAS, is adopted in this research. The result of SBAS in this area shows that large deep seated landslides are easy mapped and the accuracy of vertical displacement is reasonable.

An energy-absorbing sliding seat for reducing neck injury risks in rear impact--analysis for prototype built.

PubMed

Zhang, Xiaowei; Zhou, Qing

2016-01-01

This study investigated overall performance of an energy-absorbing sliding seat concept for whiplash neck injury prevention. The sliding seat allows its seat pan to slide backward for some distance under certain restraint force to absorb crash energy in rear impacts. A numerical model that consisted of vehicle interior, seat, seat belt, and BioRID II dummy was built in MADYMO to evaluate whiplash neck injury in rear impact. A parametric study of the effects of sliding seat parameters, including position and cushion stiffness of head restraint, seatback cushion stiffness, recliner characteristics, and especially sliding energy-absorbing (EA) restraint force, on neck injury criteria was conducted in order to compare the effectiveness of the sliding seat concept with that of other existing anti-whiplash mechanisms. Optimal sliding seat design configurations in rear crashes of different severities were obtained. A sliding seat prototype with bending of a steel strip as an EA mechanism was fabricated and tested in a sled test environment to validate the concept. The performance of the sliding seat under frontal and rollover impacts was checked to make sure the sliding mechanism did not result in any negative effects. The protective effect of the sliding seat with EA restraint force is comparable to that of head restraint-based and recliner stiffness-based anti-whiplash mechanisms. EA restraint force levels of 3 kN in rear impacts of low and medium severities and 6 kN in impacts of high severity were obtained from optimization. In frontal collision and rollover, compared to the nonsliding seat, the sliding seat does not result in any negative effects on occupant protection. The sled test results of the sliding seat prototype have shown the effectiveness of the concept for reducing neck injury risks. As a countermeasure, the sliding seat with appropriate restraint forces can significantly reduce whiplash neck injury risk in rear impacts of low, medium, and high severities with no negative effects on other crash load cases.

Seating type and cognitive performance after 3 hours travel by high-speed boat in sea states 2-3.

PubMed

McMorris, Terry; Myers, Stephen; Dobbins, Trevor; Hall, Ben; Dyson, Rosemary

2009-01-01

Transit in high-speed marine craft subjects occupants to a rough ride as the boat impacts the waves. This induces high levels of physical stress, which may inhibit cognitive performance during military operations and life-saving activities. Land-based research suggests that suspension seats reduce vibration and, therefore, stress. We hypothesized that subjects using suspension seats would demonstrate better cognitive performance, lower perceptions of exertion, fatigue, and sleepiness, and lower salivary concentrations of cortisol than those using fixed seats. Subjects, naval personnel, were divided into fixed (N = 6) and suspension seat (N = 6) groups. Subjects undertook forward and backward number recall and random number generation tests pre- and post-transit (3 h in sea states 2-3). Salivary cortisol concentrations were sampled pre- (1100 h) and post-transit (1700 h) and at the same times on a control day. Post-transit perceptions of exertion, fatigue, and sleepiness were measured subjectively. The suspension seat group demonstrated better performance post-transit than the fixed seat group for forward number recall and showed a significant pre- to post-transit improvement in backward number recall. The suspension seat group reported less fatigue and sleepiness. The suspension seat group had significantly higher salivary cortisol concentrations than the fixed seat group post-transit. Regression analyses found a quadratic correlation between delta cortisol concentrations and delta random number generation scores (R2 = 0.68). Results show that the use of suspension seats during transit in high-speed marine craft may be advantageous with regard to cognitive performance.

Reduced Protection for Belted Occupants in Rear Seats Relative to Front Seats of New Model Year Vehicles

PubMed Central

Sahraei, Elham; Digges, Kennerly; Marzougui, Dhafer

2010-01-01

Effectiveness of the rear seat in protecting occupants of different age groups in frontal crashes for 2000–2009 model years (MY) of vehicles was estimated and compared to 1990–1999 model years of vehicles. The objective was to determine the effectiveness of the rear seat compared to the front seat for various age groups in newer model year vehicles. The double paired comparison method was used to estimate relative effectiveness. For belted adults of the 25–49 age group, the fatality reduction effectiveness of the rear seat compared to the right front seat was 25 % (CI 11% to 36%), in the 1990–1999 model year vehicles. The relative effectiveness was −31% (CI −63% to −5%) for the same population, in the 2000–2009 model year vehicles. For restrained children 0–8 years old, the relative effectiveness was 55% (CI 48% to 61%) when the vehicles were of the 1990–1999 period. The level of effectiveness for this age group was reduced to 25% (CI −4% to 46%) in the 2000–2009 MYs of vehicles. Results for other age groups of belted occupants have followed a similar trend. All belted adult occupants of 25+ years old were significantly less protected in rear seats as compared to right front seats in the 2000–2009 model years of vehicles. For unbelted occupants however, rear seats were still a safer position than front seats, even in the 2000–2009 model years of vehicles. PMID:21050599

The anthropometric match between high school learners of the Cape Metropole area, Western Cape, South Africa and their computer workstation at school.

PubMed

van Niekerk, Sjan-Mari; Louw, Quinette Abigail; Grimmer-Somers, Karen; Harvey, Justin; Hendry, Kevan John

2013-05-01

Descriptive study. The objective of this study was to present anthropometric data from high school students in Cape Metropole area, Western Cape, South Africa that are relevant for chair design and whether the dimensions of computer laboratory chairs currently used in high schools match linear anthropometrics of high-school students. Summary of Background Data. Learner-chair mismatch is proposed as a cause of poor postural alignment and spinal pain in adolescents. A learner-chair mismatch is defined as the incompatibility between the dimensions of a chair and the anthropometric dimensions of the learner. Currently, there is no published research to ascertain whether the furniture dimensions in school computer laboratories match the anthropometrics of the students. This may contribute to the high prevalence of adolescent spinal pain. The sample consisted of 689 learners, 13-18 years old. The following body dimensions were measured: stature, popliteal height, buttock-to-popliteal length and hip width. These measurements were matched with the corresponding chair seat dimensions: height, depth and width. Popliteal and seat height mismatch was defined when the seat height is either >95% or <88% of the popliteal height. Buttock-popliteal length and seat depth mismatch was defined when the seat depth is either >95% or <80% of the buttock-popliteal length. Seat width mismatch is defined where the seat width should be at least 10% and at the most 30% larger than hip width. An 89% of learners did not match the seat. Five percent of learners matched the chair depth, the majority was found to be too big. In contrast, 65% of the learners matched the chair width dimension. A substantial mismatch was found. The school chairs failed standard ergonomics recommendations for the design of furniture to fit the user. This study supports the conclusion that there is no one-size-fits-all solution. There is an urgent need for chairs that are of different sizes or that are adjustable. Copyright © 2012 Elsevier Ltd and The Ergonomics Society. All rights reserved.

Impact injuries in pregnancy. I, Experimental studies.

DOT National Transportation Integrated Search

1968-03-01

Eleven pregnant baboons were subjected to experimental impacts. Variables included 20-, 33-, and 40-G levels of decelerative forces; forward and rearward facing seats; lap belt and lap belt plus shoulder harness restraint; and seat pans tilted 20 deg...

A cost benefit analysis of an enhanced seat belt enforcement program in South Africa.

PubMed

Harris, G T; Olukoga, I A

2005-04-01

To examine whether a program to increase the wearing of seat belts in a South African urban area would be worthwhile in societal terms. A cost benefit analysis of a one year enhanced seat belt enforcement program in eThekwini (Durban) Municipality. Data were drawn from two main sources--a 1998 study of the cost of road crashes in South Africa and, given the absence of other data, a meta-analysis of the effectiveness of various types of interventions to reduce road crash casualties in the United States--and were analyzed using cost benefit analysis. A program designed to enforce greater wearing of seat belts, estimated to cost 2 million rand in one year, could be reasonably expected to increase seat belt usage rates by 16 percentage points and reduce fatalities and injuries by 9.5%. This would result in saved social costs of 13.6 million rand in the following year or a net present value of 11.6 million rand. There would also be favorable consequences for municipal finances. Investment in a program to increase seat belt wearing rates is highly profitable in societal terms.

Whole-body vibration exposure study in U.S. railroad locomotives--an ergonomic risk assessment.

PubMed

Johanning, Eckardt; Fischer, Siegfried; Christ, Eberhard; Göres, Benno; Landsbergis, Paul

2002-01-01

Whole-body vibration exposure of locomotive engineers and the vibration attenuation of seats in 22 U.S. locomotives (built between 1959 and 2000) was studied during normal revenue service and following international measurement guidelines. Triaxial vibration measurements (duration mean 155 min, range 84-383 min) on the seat and on the floor were compared. In addition to the basic vibration evaluation (aw rms), the vector sum (av), the maximum transient vibration value (MTVV/aw), the vibration dose value (VDV/(aw T1/4)), and the vibration seat effective transmissibility factor (SEAT) were calculated. The power spectral densities are also reported. The mean basic vibration level (aw rms) was for the fore-aft axis x = 0.18 m/sec2, the lateral axis y = 0.28 m/sec2, and the vertical axis z = 0.32 m/sec2. The mean vector sum was 0.59 m/sec2 (range 0.27 to 1.44). The crest factors were generally at or above 9 in the horizontal and vertical axis. The mean MTVV/aw was 5.3 (x), 5.1 (y), and 4.8 (z), and the VDV/(aw T1/4) values ranged from 1.32 to 2.3 (x-axis), 1.33 to 1.7 (y-axis), and 1.38 to 1.86 (z-axis), generally indicating high levels of shocks. The mean seat transmissibility factor (SEAT) was 1.4 (x) and 1.2 (y) and 1 (z), demonstrating a general ineffectiveness of any of the seat suspension systems. In conclusion, these data indicate that locomotive rides are characterized by relatively high shock content (acceleration peaks) of the vibration signal in all directions. Locomotive vertical and lateral vibrations are similar, which appears to be characteristic for rail vehicles compared with many road/off-road vehicles. Tested locomotive cab seats currently in use (new or old) appear inadequate to reduce potentially harmful vibration and shocks transmitted to the seated operator, and older seats particularly lack basic ergonomic features regarding adjustability and postural support.

Trends in child passenger safety practices in Indiana from 2009 to 2015.

PubMed

O'Neil, Joseph; Bull, Marilyn J; Talty, Judith

2018-02-28

This study reviews trends in rear-facing direction, top tether use, booster seat use, and seating position for children 12 years or younger among motor vehicle passengers in Indiana. This is an observational, cross-sectional survey of drivers transporting children 15 years and younger collected at 25 convenience locations randomly selected in Indiana during summers of 2009-2015. Observations were conducted by certified child passenger safety technicians (CPST). As the driver completed a written survey collecting demographic data on the driver, the CPST recorded the child demographic data, vehicle seating location, the type of restraint, direction the car safety seat (CSS) was facing, and use of the CSS harness or safety belt as appropriate. Data were analyzed for infants and toddlers younger than 24 months, children in forward-facing CSS, booster seat use, and seating position for children 12 years or younger. During the study period, 4,876 drivers were queried, and 7,725 children 15 years and younger were observed in motor vehicles. Between 2009 and 2015, 1,115 infants and toddlers (age birth to 23 months) were observed in motor vehicles. For infants <1 year, rear-facing increased from 84% to 91%. During the study years the greatest increase in rear facing was for toddlers age 12-17 months (12-61%). Rear facing for those from 18-23 months did not significantly change. Of the 1,653 vehicles observed with a forward-facing car seat, using either the seat belt system or lower anchors, an average of 27% had the top tether attached. For installations of forward-facing seats using the lower anchor, 66% employed the top tether. Among children age 4-7 years observed booster seat use decreased from 72% to 65% during the observation period. Finally, for vehicle seating position, in our sample, more than 85% of children 12 years or younger were seated in a rear seat vehicle position. Unfortunately, 31% of 8- to 12-year-old children were observed in the front seat. Overall, these trends demonstrate an improvement in child passenger safety practices among Indiana drivers. However, this study illuminates areas to improve child passenger safety, such as rear facing for toddlers 18 to 23 months, increasing top tether use, booster seat use, and an emphasis on rear seat position for children 8 to 12 years. This information can be used by primary care providers and child passenger safety technicians and other child passenger safety advocates to develop counseling points and targeted educational campaigns.

Design and milling manufacture of polyurethane custom contoured cushions for wheelchair users.

PubMed

da Silva, Fabio Pinto; Beretta, Elisa Marangon; Prestes, Rafael Cavalli; Kindlein Junior, Wilson

2011-01-01

The design of custom contoured cushions manufactured in flexible polyurethane foams is an option to improve positioning and comfort for people with disabilities that spend most of the day seated in the same position. These surfaces increase the contact area between the seat and the user. This fact contributes to minimise the local pressures that can generate problems like decubitus ulcers. The present research aims at establishing development routes for custom cushion production to wheelchair users. This study also contributes to the investigation of Computer Numerical Control (CNC) machining of flexible polyurethane foams. The proposed route to obtain the customised seat began with acquiring the user's contour in adequate posture through plaster cast. To collect the surface geometry, the cast was three-dimensionally scanned and manipulated in CAD/CAM software. CNC milling parameters such as tools, spindle speeds and feed rates to machine flexible polyurethane foams were tested. These parameters were analysed regarding the surface quality. The best parameters were then tested in a customised seat. The possible dimensional changes generated during foam cutting were analysed through 3D scanning. Also, the customised seat pressure and temperature distribution was tested. The best parameters found for foams with a density of 50kg/cm(3) were high spindle speeds (24000 rpm) and feed rates between 2400-4000mm/min. Those parameters did not generate significant deformities in the machined cushions. The custom contoured cushion satisfactorily increased the contact area between wheelchair and user, as it distributed pressure and heat evenly. Through this study it was possible to define routes for the development and manufacturing of customised seats using direct CNC milling in flexible polyurethane foams. It also showed that custom contoured cushions efficiently distribute pressure and temperature, which is believed to minimise tissue lesions such as pressure ulcers.

Indoor air quality at nine large-hub airports with and without designated smoking areas--United States, October-November 2012.

PubMed

2012-11-23

Secondhand smoke (SHS) exposure causes death and disease among nonsmoking adults and children. Adopting policies that completely prohibit smoking in all indoor areas is the only effective way to eliminate involuntary SHS exposure. Among the 29 large-hub U.S. airports, five currently allow smoking in specifically designated indoor areas accessible to the general public. In 2011, these five airports had a combined passenger boarding of approximately 110 million. To assess indoor air quality at the five large-hub U.S. airports with designated indoor smoking areas and compare it with the indoor air quality at four large-hub U.S. airports that prohibit smoking in all indoor areas, CDC measured the levels of respirable suspended particulates (RSPs), a marker for SHS. The results of this assessment determined that the average level of RSPs in the smoking-permitted areas of these five airports was 16 times the average level in nonsmoking areas (boarding gate seating sections) and 23 times the average level of RSPs in the smoke-free airports. The average RSP level in areas adjacent to the smoking-permitted areas was four times the average level in nonsmoking areas of the five airports with designated smoking areas and five times the average level in smoke-free airports. Smoke-free policies at the state, local, or airport authority levels can eliminate involuntary exposure to SHS inside airports and protect employees and travelers of all ages from SHS.

Active control of an innovative seat suspension system with acceleration measurement based friction estimation

NASA Astrophysics Data System (ADS)

Ning, Donghong; Sun, Shuaishuai; Li, Hongyi; Du, Haiping; Li, Weihua

2016-12-01

In this paper, an innovative active seat suspension system for vehicles is presented. This seat suspension prototype is built with two low cost actuators each of which has one rotary motor and one gear reducer. A H∞ controller with friction compensation is designed for the seat suspension control system where the friction is estimated and compensated based on the measurement of seat acceleration. This principal aim of this research was to control the low frequency vibration transferred or amplified by the vehicle (chassis) suspension, and to maintain the passivity of the seat suspension at high frequency (isolation vibration) while taking into consideration the trade-off between the active seat suspension cost and its high frequency performance. Sinusoidal excitations of 1-4.5 Hz were applied to test the active seat suspension both when controlled and when uncontrolled and this is compared with a well-tuned passive heavy duty vehicle seat suspension. The results indicate the effectiveness of the proposed control algorithm within the tested frequencies. Further tests were conducted using the excitations generated from a quarter-car model under bump and random road profiles. The bump road tests indicate the controlled active seat suspension has good transient response performance. The Power Spectral Density (PSD) method and ISO 2631-1 standards were applied to analyse the seat suspension's acceleration under random road conditions. Although some low magnitude and high frequency noise will inevitably be introduced by the active system, the weighted-frequency Root Mean Square (RMS) acceleration shows that this may not have a large effect on ride comfort. In fact, the ride comfort is improved from being an 'a little uncomfortable' to a 'not uncomfortable' level when compared with the well-tuned passive seat suspension. This low cost active seat suspension design and the proposed controller with the easily measured feedback signals are very practical for real applications.

Helicopter cockpit seat side and trapezius muscle metabolism with night vision goggles.

PubMed

Harrison, Michael F; Neary, J Patrick; Albert, Wayne J; Veillette, Dan W; McKenzie, Neil P; Croll, James C

2007-10-01

Documented neck strain among military helicopter aircrew is becoming more frequent and many militaries use helicopters that provide pilots with the option of sitting in the left or right cockpit seat during missions. The purpose of this study was to use near infrared spectroscopy (NIRS) to investigate the physiological changes in trapezius muscle oxygenation and blood volume during night vision goggle (NVG) flights as a function of left and right cockpit seating. There were 25 pilots who were monitored during NVG flight simulator missions (97.7 +/- 16.1 min). Bilateral NIRS probes attached to the trapezius muscles at C7 level recorded total oxygenation index (TOI, %), total hemoglobin (tHb), oxyhemoglobin (Hbo2), and deoxyhemo-globin (HHb). No significant differences existed between variables for pilots seated in the right cockpit seat as compared with the pilots seated in the left cockpit seat in either trapezius muscle (pTOI = 0.72; ptHb = 0.72; pHbo2 = 0.57; pHHb = 0.21). Alternating cockpit seats on successive missions is not a means to decrease metabolic stress for helicopter pilots using NVG. This suggests that cockpit layout and location of essential instruments with respect to the horizontal and the increased head supported mass of the NVG may be important factors influencing metabolic stress of the trapezius muscle.

Furry pet allergens, fungal DNA and microbial volatile organic compounds (MVOCs) in the commercial aircraft cabin environment.

PubMed

Fu, Xi; Lindgren, Torsten; Guo, Moran; Cai, Gui-Hong; Lundgren, Håkan; Norbäck, Dan

2013-06-01

There has been concern about the cabin environment in commercial aircraft. We measured cat, dog and horse allergens and fungal DNA in cabin dust and microbial volatile organic compounds (MVOCs) in cabin air. Samples were collected from two European airline companies, one with cabins having textile seats (TSC) and the other with cabins having leather seats (LSC), 9 airplanes from each company. Dust was vacuumed from seats and floors in the flight deck and different parts of the cabin. Cat (Fel d1), dog (Can f1) and horse allergens (Equ cx) were analyzed by ELISA. Five sequences of fungal DNA were analyzed by quantitative PCR. MVOCs were sampled on charcoal tubes in 42 TSC flights, and 17 compounds were analyzed by gas chromatography mass spectrometry (GC-MS) with selective ion monitoring (SIM). MVOC levels were compared with levels in homes from Nordic countries. The weight of dust was 1.8 times larger in TSC cabins as compared to LSC cabins (p < 0.001). In cabins with textile seats, the geometric mean (GM) concentrations of Fel d1, Can f1 and Equ cx were 5359 ng g(-1), 6067 ng g(-1), and 13 703 ng g(-1) (GM) respectively. Levels of Fel d1, Can f1 and Equ cx were 50 times, 27 times and 75 times higher respectively, in TSC cabins as compared to LSC cabins (p < 0.001). GM levels of Aspergillus/Penicillium DNA, Aspergillus versicolor DNA, Stachybotrys chartarum DNA and Streptomyces DNA were all higher in TSC as compared to LSC (p < 0.05). The sum of MVOCs in cabin air (excluding butanols) was 3192 ng m(-3) (GM), 3.7 times higher than in homes (p < 0.001) and 2-methyl-1-butanol and 3-methyl-1-butanol concentrations were 15-17 times higher as compared to homes (p < 0.001). Concentrations of isobutanol, 1-butanol, dimethyldisulfide, 2-hexanone, 2-heptanone, 3-octanone, isobutyl acetate and ethyl-2-methylbutyrate were lower in cabin air as compared to homes (p < 0.05). In conclusion, textile seats are much more contaminated by pet allergens and fungal DNA than leather seats. The use of seats with smooth surfaces should be encouraged. The MVOC levels differed between cabin air and homes.

Availability, functionality, and use of seat belts in Beijing taxis prior to the 2008 Beijing Olympic Games.

PubMed

Fleiter, Judy J; Gao, Liping; Qiu, Chen; Shi, Kan

2009-03-01

Use of driver seat belts and availability and functionality of passenger seat belts in a convenience sample of 231 Beijing taxis were examined in the months prior to the 2008 Beijing Olympic Games. Driver and front passenger seat belt use was mandated in China from 2004 to help address the growing public health crisis of road trauma. Results from observations made by in-vehicle passengers revealed that 21.2% of drivers were correctly wearing a belt, approximately half were not, and one third were using the belt in a non-functional way. Over 3/4 of this sample of taxi drivers were unrestrained while working. The percentage of functionally available belts was higher for front than rear passengers (88.3% and 22.9%, respectively). This low rate of belt availability in rear seats calls into question the preparedness of the fleet to cater for the safety needs of foreign visitors to China, particularly those from countries with high levels of restraint use. Factors influencing the use/misuse of seat belts in China remain largely unexplored. Results of this pilot study support further investigations of barriers to using injury prevention mechanisms such as seat belts in less motorised countries.

The influence of active seating on car passengers' perceived comfort and activity levels.

PubMed

Hiemstra-van Mastrigt, S; Kamp, I; van Veen, S A T; Vink, P; Bosch, T

2015-03-01

New technologies have led to an increasingly sedentary lifestyle. Sedentary behaviour is characterised by physical inactivity and is associated with several health risks. This excessive sitting does not only take place in the office or at home, but also during daily commute. Therefore, BMW AG developed an active seating system for the back seat of a car, consisting of sensors in the back rest that register upper body movements of the passenger, with which the passenger controls a game. This study evaluated three different aspects of active seating compared to other tasks (reading, working on laptop, and gaming on tablet). First, discomfort and comfort perception were measured in a 30-minute driving test. Discomfort was very low for all activities and participants felt significantly more challenged, more fit and more refreshed during active seating. Second, heart rate was measured, indicating a light intensity, but nevertheless non-sedentary, activity. Third, average and variability in activity of six postural muscles was measured by electromyography (EMG), showing a higher muscle activity and higher muscle variability for active seating compared to other activities. Active seating might stimulate movements, thereby increasing comfort and well-being. Copyright © 2014 Elsevier Ltd and The Ergonomics Society. All rights reserved.

Seatbelt and seatback control for occupant protection in frontal automotive collisions

NASA Astrophysics Data System (ADS)

Mott, Michael; Sun, Zhen; Rajamani, Rajesh

2013-10-01

This paper investigates the potential benefits of an imminent collision prediction system for improving occupant protection in a frontal automotive crash. Knowledge of an impending unavoidable crash is assumed to be known 100 ms before the crash occurs. A three dof human occupant model is developed using a Lagrangian approach to represent occupant translation with respect to seat, torso rotation and neck rotation. The performance of traditional elastic seat belts is compared with that of an analytically calculated seat belt law in which the force values are calculated in real-time so as to just prevent collision with car interior. Simulations verify that the analytical seat belt force calculation results in less force on occupant for the same level of safety. Furthermore, results show that knowledge of a future collision can be used to pre-tension seat belts but can provide no additional benefits, if seat belts are the only means for active occupant protection. However, if seat tilt-back can be deployed using an on-off mechanism, such predictive knowledge of a future collision can provide significantly improved occupant protection in terms of preventing occupant collision with car interior.

Compatibility of booster seats and vehicles in the U.S. market.

PubMed

Bing, Julie A; Agnew, Amanda M; Bolte, John H

2018-05-19

The objective of this study was to analyze booster and rear vehicle seat dimensions to identify the most frequent compatibility problems. Measurements were collected from 40 high-back and backless boosters and 95 left rear and center rear row seating positions in 50 modern vehicles. Dimensions were compared for 3,800 booster/vehicle seat combinations. For validation and estimation of tolerance and correction factors, 72 booster installations were physically completed and compared with measurement-based compatibility predictions. Dimensions were also compared to the International Organization for Standardization (ISO) volumetric envelopes of forward-facing child restraints and boosters. Seat belt buckles in outboard positions accommodated the width of boosters better than center positions (success rates of 85.4 and 34.7%, respectively). Adequate head restraint clearance occurred in 71.9 to 77.2% of combinations, depending on the booster's head support setting. Booster recline angles aligned properly with vehicle seat cushion angles in 71.5% of combinations. In cases of poor angle alignment, booster angles were more obtuse than the vehicle seat angles 97.7% of the time. Head restraint interference exacerbated angle alignment issues. Data indicate success rates above 90% for boosters being fully supported by the length of the seat cushion and for adequate height clearance with the vehicle roofline. Comparison to ISO envelopes indicates that most boosters on the U.S. market are taller and angled more obtusely than ISO target envelopes. This study quantifies some of the common interferences between boosters and vehicles that may complicate booster usage. Data are useful for design and to prioritize specific problem areas.

Survey of Technical Preventative Measures to Reduce Whole-Body Vibration Effects when Designing Mobile Machinery

NASA Astrophysics Data System (ADS)

DONATI, P.

2002-05-01

Engineering solutions to minimize the effects on operators of vibrating mobile machinery can be conveniently grouped into three areas: Reduction of vibration at source by improvement of the quality of terrain, careful selection of vehicle or machine, correct loading, proper maintenance, etc.Reduction of vibration transmission by incorporating suspension systems (tyres, vehicle suspensions, suspension cab and seat) between the operator and the source of vibration.Improvement of cab ergonomics and seat profiles to optimize operator posture. These paper reviews the different techniques and problems linked to categories (2) and (3). According to epidemiological studies, the main health risk with whole-body vibration exposure would appear to be lower back pain. When designing new mobile machinery, all factors which may contribute to back injury should be considered in order to reduce risk. For example, optimized seat suspension is useless if the suspension seat cannot be correctly and easily adjusted to the driver's weight or if the driver is forced to drive in a bent position to avoid his head striking the ceiling due to the spatial requirement of the suspension seat.

Pecked to death by (flying) ducks: court decision may extinguish smoking on aircraft.

PubMed Central

Chapman, S.

1995-01-01

A case this month in the Australian court may force Australia's national airline, Qantas, to make all its flights non-smoking now rather than next year and in the meantime offers hope of compensation to Australian passengers who are refused non-smoking seats. Mrs Leone Cameron brought a case against Qantas for seating her in the smoking section of a Sydney to Bangkok fight after she had booked a non-smoking seat. She subsequently suffered minor illnesses. She and nine other similarly affected passengers claimed that Qantas had misled them. The judged ruled that Qantas had misled passengers in five of the cases though he refused to rule that Qantas had misled those placed in non-smoking seats next to the smoking area. He also refused to order Qantas to make all its flights non-smoking. The ruling is important for enabling other passengers to seek compensation through consumer claims tribunals when refused a requested non-smoking seat. It also brings closer the day when smoking will be forbidden on all flights. Images p39-a PMID:7613326

Pecked to death by (flying) ducks: court decision may extinguish smoking on aircraft.

PubMed

Chapman, S

1995-07-01

A case this month in the Australian court may force Australia's national airline, Qantas, to make all its flights non-smoking now rather than next year and in the meantime offers hope of compensation to Australian passengers who are refused non-smoking seats. Mrs Leone Cameron brought a case against Qantas for seating her in the smoking section of a Sydney to Bangkok fight after she had booked a non-smoking seat. She subsequently suffered minor illnesses. She and nine other similarly affected passengers claimed that Qantas had misled them. The judged ruled that Qantas had misled passengers in five of the cases though he refused to rule that Qantas had misled those placed in non-smoking seats next to the smoking area. He also refused to order Qantas to make all its flights non-smoking. The ruling is important for enabling other passengers to seek compensation through consumer claims tribunals when refused a requested non-smoking seat. It also brings closer the day when smoking will be forbidden on all flights.

EVALUATING EXTREMELY LOW FREQUENCY MAGNETIC FIELDS IN THE REAR SEATS OF THE ELECTRIC VEHICLES.

PubMed

Lin, Jun; Lu, Meng; Wu, Tong; Yang, Lei; Wu, Tongning

2018-03-23

In the electric vehicles (EVs), children can sit on a safety seat installed in the rear seats. Owing to their smaller physical dimensions, their heads, generally, are closer to the underfloor electrical systems where the magnetic field (MF) exposure is the greatest. In this study, the magnetic flux density (B) was measured in the rear seats of 10 different EVs, for different driving sessions. We used the measurement results from different heights corresponding to the locations of the heads of an adult and an infant to calculate the induced electric field (E-field) strength using anatomical human models. The results revealed that measured B fields in the rear seats were far below the reference levels by the International Commission on Non-Ionizing Radiation Protection. Although small children may be exposed to higher MF strength, induced E-field strengths were much lower than that of adults due to their particular physical dimensions.

Exploring the functional impact of adaptive seating on the lives of individual children and their families: a collective case study.

PubMed

Stier, Carly D; Chieu, Ivan B; Howell, Lori; Ryan, Stephen E

2017-07-01

This study examined parent-reported change in the functional performance of four school-aged children with wheeled mobility needs who had used a new adaptive seating system for 6 weeks. The collective case study involved four mothers whose children, ages 6-9 years, received a new adaptive seating system for a manual wheelchair or stroller. Mothers completed the Family Impact of Assistive Technology Scale for Adaptive Seating (FIATS-AS) at the time their child received a new seating system, and then after 6 weeks of daily use. Other questionnaires, health records, and semi-structured interviews provided additional data about the seating interventions and their functional effects on individual children and their families. The FIATS-AS detected overall functional gain in one family, and both gains and losses in 2-7 dimensions for all families. Functional status and change scores showed consistency with measures of seating intervention satisfaction, global functional change, and home participation. Interview themes also suggested consistency with change scores, but provided a deeper understanding of important factors that influenced adaptive seating outcomes. This study supports the need to explore further the complexity, temporality and meaningfulness of adaptive seating outcomes in individual children and their families. Implications for Rehabilitation Assistive technology practitioners need to adopt practical measurement strategies that consider the complexity, temporality, and meaningfulness of outcomes to make evidence-informed decisions about how to improve adaptive seating services and interventions. Health measurement scales that measure adaptive seating outcomes for service applications must have adequate levels of reliability and validity, as well as demonstrate responsive to important change over time for individual children and their families. Needs-specific measurement scales provide a promising avenue for understanding functional outcomes for individual children and youth who use adaptive seating systems.

Difference of Diagnostic Rates and Analytical Methods in the Test Positions of Vestibular Evoked Myogenic Potentials

PubMed Central

Park, Jeong Mee; Yong, Sang Yeol; Kim, Jong Heon; Kim, Hee; Park, Sang-Yoo

2014-01-01

Objective To compare the differences of diagnostic rates, of the two widely used test positions, in measuring vestibular evoked myogenic potentials (VEMP) and selecting the most appropriate analytical method for diagnostic criteria for the patients with vertigo. Methods Thirty-two patients with vertigo were tested in two comparative testing positions: turning the head to the opposite side of the evaluating side and bowing while in seated position, and bowing while in supine positions. Abnormalities were determined by prolonged latency of p13 or n23, shortening of the interpeak latency, and absence of VEMP formation. Results Using the three criteria above for determining abnormalities, both the seated and supine positions showed no significant differences in diagnostic rates, however, the concordance correlation of the two positions was low. When using only the prolonged latency of p13 or n23 in the two positions, diagnostic rates were not significantly different and their concordance correlation was high. On the other hand, using only the shortened interpeak latency in both positions showed no significant difference of diagnostic rates, and the degree of agreement between two positions was low. Conclusion Bowing while in seated position with the head turned in the opposite direction to the area being evaluated is found to be the best VEMP test position due to the consistent level of sternocleidomastoid muscle tension and the high level of compliance. Also, among other diagnostic analysis methods, using prolonged latency of p13 or n23 as the criterion is found to be the most appropriate method of analysis for the VEMP test. PMID:24855617

Interaction levels between comfort and discomfort in aircraft seats.

PubMed

da Silva Menegon, Lizandra; Vincenzi, Silvana Ligia; Andrés Diaz Merino, Eugênio; Barbetta, Pedro Alberto; de Andrade, Dalton Francisco

2016-07-19

Although comfort and discomfort on seats have been widely investigated, their nature is still not well described by literature and it is not known exactly how the interaction between these two phenomena happens. To investigate the multidimensional nature of comfort and discomfort in aircraft seats as well as their levels of interaction. A comfort-discomfort questionnaire has been given to 1500 passengers in Brazil. The results brought evidence that comfort and discomfort are different phenomena with a strong negative correlation. At extreme levels, the presence of comfort implies the absence of discomfort; however at the other levels of comfort (minimum to moderate) there is the presence of discomfort. Estimating the scores given by the passengers has allowed them to be placed at scales of comfort and discomfort with their different levels. However, no passenger has achieved the levels of maximum comfort or of maximum discomfort. It is possible to infer that comfort, as much as discomfort are multidimensional phenomena and must be evaluated through scales with different levels, since at the extreme levels there is no interaction between the phenomena, but at the intermediate levels the passengers could perceive comfort and discomfort at the same time.

Articulation at shoulder level--a pilot experimental study on car seat comfort.

PubMed

Coelho, Denis Alves; Dahlman, Sven

2012-01-01

This article reports on a pilot experimental study aimed at a first evaluation of the introduction of an articulation in the upper part of the seat backrest. The idea of introducing this articulation sprang from prevention of whiplash injuries and this study tentatively assesses its potential for improvement in comfort. This was done considering a pre-defined articulation height. A height for the articulation of 43.5 cm above the H-point of a reference seat was theoretically deduced based on a population with an average sitting height of 88 cm. Participants evaluated the articulated seat in comparison with the reference seat. Twelve participants were divided into three groups of sitting height. In a laboratory environment subjective comfort evaluations and preferred values of deployment of the articulation and of counter-tilting of the headrest were registered. Driving on the roads completed and validated the laboratory assessments. The reference seat was deemed less comfortable for the participants with short and medium sitting height than for the tall ones. There was a notable improvement in comfort for most of the medium and short sitting height participants when using the articulated seat. The articulation was fully deployed by most participants. Copyright © 2011 Elsevier Ltd and The Ergonomics Society. All rights reserved.

The Effects of Microgravity on Seated Height (Spinal Elongation)

NASA Technical Reports Server (NTRS)

Young, K. S.; Rajulu, S.

2011-01-01

ABSTRACT Many physiological factors, such as spinal elongation, fluid shifts, bone atrophy, and muscle loss, occur during an exposure to a microgravity environment. Spinal elongation is just one of the factors that can also affect the safety and performance of a crewmember while in space. Spinal elongation occurs due to the lack of gravity/compression on the spinal column. This allows for the straightening of the natural spinal curve. There is a possible fluid shift in the inter-vertebral disks that may also result in changes in height. This study aims at collecting the overall change in seated height for crewmembers exposed to a microgravity environment. During previous Programs, Apollo-Soyuz Test Project (ASTP) and Skylab, spinal elongation data was collected from a small number of subjects in a standing posture but were limited in scope. Data from these studies indicated a quick increase in stature during the first few days of weightlessness, after which stature growth reached a plateau resulting in up to a 3% increase of the original measurement [1-5]. However, this data was collected only for crewmembers in standing posture and not in a seated posture. Seated height may have a different effect than standing height due to a change in posture as well as due to a compounded effect of wearing restraints and a potential compression of the gluteal area. Seated height was deemed as a critical measurement in the design of the Constellation Program s (CxP) Crew Exploration Vehicle (CEV), called Orion which is now the point-of-departure vehicle for the Multi-Purpose Crew Vehicle (MPCV) Program; therefore a better understanding of the effects of microgravity on seated height is necessary. Potential changes in seated height that may not have impacted crew accommodation in previous Programs will have significant effects on crew accommodation due to the layout of seats in the Orion.. The current and existing configuration is such that the four crewmembers are stacked two by two with the commander and pilot seats on the top and the two remaining seats underneath, thereby limiting the amount of clearance for the crewmembers seated in the bottom seat. The inner mold line of these types of vehicles are fixed due to other design constraints; therefore, it is essential that all seats incorporate additional clearance to account for adequate spinal growth thereby ensuring that the crew can safely ingress the seat and be strapped in prior to its return to earth. If there is not enough clearance to account for spinal growth deltas between seats then there is the potential that crewmembers will not be able to comfortably and safely fit into their seats. The crewmember in the bottom stacked seat may even have negative clearance with the seat above him or her which could lead to potential ingress/egress issues or potentially injury of the crewmember during landing. These impacts are specific to these types of vehicles with stacked seat configuration. Without proper knowledge of the amount of spinal elongation, or growth, which occurs due to microgravity and space flight, the design of future vehicle(s) or suits may cause injury, discomfort, and limit crew accommodation and crew complements. The experiment primarily aimed to collect seated height data for subjects exposed to microgravity environments, and feed new information regarding the effect of elongation of the spine forward into the design of the Orion. The data collected during the experiment included, two seated height measurement and two digital pictures of seated height pre-, in-, and post-flight. In addition to seated height, crewmembers had an optional task of collecting stature , standing height. Seated height data was obtained from 29 crewmembers that included 8 ISS increment crew (2 females and 6 males) and 21 Shuttle crew (1 female, 20 males), and whose mean age was 48 years ( 4 years). This study utilized the last six Shuttle flights, STS-128 to STS-134. The results show that partipating crewmembers experienced growth up to 6% in seated height and up to 3% in stature. Based on the worst case statistical analysis of the subject data, the recommended seated height growth of 6% will be provided to the designers as the necessary seated height adjustment.

Prediction of seat belt use among Iranian automobile drivers: application of the theory of planned behavior and the health belief model.

PubMed

Tavafian, Sedigheh Sadat; Aghamolaei, Teamur; Gregory, David; Madani, Abdoulhossain

2011-02-01

Seat belt use plays an important role in traffic safety by reducing the severity of injuries and fatality rates during vehicle accidents. The aim of this study was to investigate predictors of self-reported seat belt use in a sample of automobile drivers in Bandar Abbas, Iran. The theory of planed behavior and the health belief model served as the conceptual framework for the study. The convenience sample consisted of 284 eligible automobile drivers who frequented 8 petrol stations in different geographical areas of the city. Of the drivers approached to participate in the study, 21 declined to take part in the study and 12 other questionnaires were incomplete. Thus, a total of 251 questionnaires were analyzed (response rate=88.4%). A self-administered questionnaire including demographic characteristics and items arising from the theory of planed behavior and health belief model constructs were used to collect data. Data were analyzed using SPSS 16 (version 16, Chicago, IL, USA). The subjects' mean age was 31.6 years (SD=8.7), mostly male (72.9%), and 53.4 percent of them reported that they used their seat belt "often." Multiple regression analyses revealed that from the theory of planed behavior, attitude, subjective norms, and perceived behavioral control significantly predicted intention to use a seat belt (R2=0.38, F=51.1, p<.001); and subjective norms, perceived behavioral control, and behavioral intention significantly predicted seat belt use (R2=0.43, F=45.7, p<.001). Arising from the health belief model, perceived benefits and perceived barriers significantly predicted seat belt use (R2=0.39, F=26.2, p<.001). This study revealed that automobile drivers who perceived more subjective norms, more behavioral control, greater intention to use seat belts as well as more benefits and fewer barriers were more likely to use their seat belts.

Modeling 3-D Slope Stability of Coastal Bluffs Using 3-D Ground-Water Flow, Southwestern Seattle, Washington

USGS Publications Warehouse

Brien, Dianne L.; Reid, Mark E.

2007-01-01

Landslides are a common problem on coastal bluffs throughout the world. Along the coastal bluffs of the Puget Sound in Seattle, Washington, landslides range from small, shallow failures to large, deep-seated landslides. Landslides of all types can pose hazards to human lives and property, but deep-seated landslides are of significant concern because their large areal extent can cause extensive property damage. Although many geomorphic processes shape the coastal bluffs of Seattle, we focus on large (greater than 3,000 m3), deepseated, rotational landslides that occur on the steep bluffs along Puget Sound. Many of these larger failures occur in advance outwash deposits of the Vashon Drift (Qva); some failures extend into the underlying Lawton Clay Member of the Vashon Drift (Qvlc). The slope stability of coastal bluffs is controlled by the interplay of three-dimensional (3-D) variations in gravitational stress, strength, and pore-water pressure. We assess 3-D slope-stability using SCOOPS (Reid and others, 2000), a computer program that allows us to search a high-resolution digital-elevation model (DEM) to quantify the relative stability of all parts of the landscape by computing the stability and volume of thousands of potential spherical failures. SCOOPS incorporates topography, 3-D strength variations, and 3-D pore pressures. Initially, we use our 3-D analysis methods to examine the effects of topography and geology by using heterogeneous material properties, as defined by stratigraphy, without pore pressures. In this scenario, the least-stable areas are located on the steepest slopes, commonly in Qva or Qvlc. However, these locations do not agree well with observations of deep-seated landslides. Historically, both shallow colluvial landslides and deep-seated landslides have been observed near the contact between Qva and Qvlc, and commonly occur in Qva. The low hydraulic conductivity of Qvlc impedes ground-water flow, resulting in elevated pore pressures at the base of Qva, thereby increasing the potential for landslides. Our analysis simulates the ground-water flow using the results of a 3-D ground-water flow model, MODFLOW-2000 (Harbaugh and others, 2000), to generate a 3-D pore-pressure field. Areas of elevated pore pressure reflect the influence of a perched ground-water table in Qva, as well as ground-water convergence in the coastal re-entrants. We obtain a realistic model of deep-seated landsliding by combining 3-D pore pressures with heterogeneous strength properties. The results show the least-stable areas where pore pressures are locally elevated in Qva. We compare our results with records of past landslides. The predicted leaststable areas include two historically active deep-seated landslides and areas adjacent to these landslides.

Area Handbook Series: Singapore: A Country Study.

DTIC Science & Technology

1989-12-01

built to house 12,000 Asian work- ers, with cinemas , hospitals, churches, and seventeen soccer fields. Above-ground tanks held enough fuel for the...the Malaysian general election in April 1964. UMNO was unable to win any seats in the Singapore election, and PAP won only one seat on the penin...of Malaya, Singapore, Sabah, and Sarawak merged to form a Malaysian National Alliance Party. The follow- ing month, the PAP and four opposition

Comparative Performance of Rear Facing Child Restraint Systems on the CMVSS 213 Bench and Vehicle Seats

PubMed Central

Tylko, Suzanne; Locey, Caitlin M.; Garcia-Espana, J. Felipe; Arbogast, Kristy B.; Maltese, Matthew R.

2013-01-01

The purpose of this study was to compare the dynamic response of rear-facing child restraint systems (RFCRS) installed on the CMVSS 213 sled bench and a selection of vehicle seats. Thirty-six sled tests were conducted: three models of rear facing CRS with an anthropomorphic test device (ATD) representing a 12 month old child (CRABI) were affixed via lower anchors (LATCH), 3 point belt without CRS base, and 3 point belt with CRS base to one of three vehicle seats or the CMVSS 213 bench seat. All CRS were subjected to an identical sled acceleration pulse. Two types of matched pair analysis: “bench-to-vehicle” and “method of attachment” were conducted. Statistically significant differences were observed in the kinematic responses of the ATD and the CRS. This is the first study to quantify differences between the regulatory bench and vehicle seats on a system level and evaluate the influence of attachment method. Our results show that the difference in RFCRS forward excursion between 3-point belt with base and LATCH installations was between 1 and 7 percent on the bench and 22 to 76 percent on the vehicle seats. When evaluating the dynamic performance of RFCRS, the use of real vehicle seats from vehicles that commonly carry children may provide valuable insight. The findings would require further confirmation using a broader selection of RFCRS and vehicle seats, before generalizable conclusions can be drawn. PMID:24406967

Physiological Motion Axis for the Seat of a Dynamic Office Chair.

PubMed

Kuster, Roman Peter; Bauer, Christoph Markus; Oetiker, Sarah; Kool, Jan

2016-09-01

The aim of this study was to determine and verify the optimal location of the motion axis (MA) for the seat of a dynamic office chair. A dynamic seat that supports pelvic motion may improve physical well-being and decrease the risk of sitting-associated disorders. However, office work requires an undisturbed view on the work task, which means a stable position of the upper trunk and head. Current dynamic office chairs do not fulfill this need. Consequently, a dynamic seat was adapted to the physiological kinematics of the human spine. Three-dimensional motion tracking in free sitting helped determine the physiological MA of the spine in the frontal plane. Three dynamic seats with physiological, lower, and higher MA were compared in stable upper body posture (thorax inclination) and seat support of pelvic motion (dynamic fitting accuracy). Spinal kinematics during sitting and walking were compared. The physiological MA was at the level of the 11th thoracic vertebra, causing minimal thorax inclination and high dynamic fitting accuracy. Spinal motion in active sitting and walking was similar. The physiological MA of the seat allows considerable lateral flexion of the spine similar to walking with a stable upper body posture and a high seat support of pelvic motion. The physiological MA enables lateral flexion of the spine, similar to walking, without affecting stable upper body posture, thus allowing active sitting while focusing on work. © 2016, Human Factors and Ergonomics Society.

Factors related to seatbelt-wearing among rear-seat passengers in Malaysia.

PubMed

Ng, Choy Peng; Law, Teik Hua; Wong, Shaw Voon; Kulanthayan, S

2013-01-01

The benefit of wearing a rear seatbelt in reducing the risk of motor vehicle crash-related fatalities and injuries has been well documented in previous studies. Wearing a seatbelt not only reduces the risk of injury to rear-seat passengers, but also reduces the risk of injury to front-seat occupant who could be crushed by unbelted rear-seat passengers in a motor vehicle crash. Despite the benefits of wearing a rear seatbelt, its rate of use in Malaysia is generally low. The objective of this study was to identify factors that are associated with the wearing of a seatbelt among rear-seat passengers in Malaysia. Multinomial logistic regression analysis of the results of a questionnaire survey of 1651 rear-seat passengers revealed that rear-seat passengers who were younger, male, single and less educated and who had a perception of a low level of legislation enforcement, a lower risk-aversion and less driving experience (only for passengers who are also drivers) were less likely to wear a rear seatbelt. There was also a significant positive correlation between driver seatbelt and rear seatbelt-wearing behaviour. This implies that, in regards to seatbelt-wearing behaviour, drivers are more likely to adopt the same seatbelt-wearing behaviour when travelling as rear-seat passengers as they do when driving. These findings are crucial to the development of new interventions to increase the compliance rate of wearing a rear seatbelt. Copyright © 2012 Elsevier Ltd. All rights reserved.

Crashworthy Seats Would Afford Superior Protection

NASA Technical Reports Server (NTRS)

Gohmert, Dustin

2009-01-01

Seats to prevent or limit crash injuries to astronauts aboard the crew vehicle of the Orion spacecraft are undergoing development. The design of these seats incorporates and goes beyond crash-protection concepts embodied in prior spacecraft and racing-car seats to afford superior protection against impacts. Although the seats are designed to support astronauts in a recumbent, quasi-fetal posture that would likely not be suitable for non-spacecraft applications, parts of the design could be adapted to military and some civilian aircraft seats and to racing car seats to increase levels of protection. The main problem in designing any crashworthy seat is to provide full support of the occupant against anticipated crash and emergency-landing loads so as to safely limit motion, along any axis, of any part of the occupant s body relative to (1) any other part of the occupant s body, (2) the spacecraft or other vehicle, and (3) the seat itself. In the original Orion spacecraft application and in other applications that could easily be envisioned, the problem is complicated by severe limits on space available for the seat, a requirement to enable rapid egress by the occupant after a crash, and a requirement to provide for fitting of the seat to a wide range of sizes and shapes of a human body covered by a crash suit, space suit, or other protective garment. The problem is further complicated by other Orion-application-specific requirements that must be omitted here for the sake of brevity. To accommodate the wide range of crewmember body lengths within the limits on available space in the original Orion application, the design provides for taller crewmembers to pull their legs back closer toward their chests, while shorter crewmembers can allow their legs to stretch out further. The range of hip-support seat adjustments needed to effect this accommodation, as derived from NASA s Human Systems Integration Standard, was found to define a parabolic path along which the knees must be positioned. For a given occupant, the specific position along the path depends on the distance from the heel to the back of the knee. The application of the concept of parabolic adjustment of the hip-support structure caused the seat pan to also take on a parabolic shape, yielding the unanticipated additional benefit that the seat pan fits the occupant s buttocks and thighs more nearly conformally than do seat pans of prior design. This more nearly conformal fit effectively eliminates a void between the occupant s body and the seat pan, thereby helping to prevent what, in prior seat designs, was shifting of the occupant s body into that void during an impact.

75 FR 39 - Special Conditions: Boeing Model 757 Series Airplanes; Seats With Non-Traditional, Large, Non...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-01-04

...-traditional, large, non-metallic panels in their designs. To provide a level of safety that is equivalent to...; Special Conditions No. 25-397-SC] Special Conditions: Boeing Model 757 Series Airplanes; Seats With Non-Traditional, Large, Non-Metallic Panels AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Final...

75 FR 52614 - Special Conditions: Embraer Model ERJ 170-100 SU Series Airplanes; Seats With Non-Traditional...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-08-27

... that incorporate non-traditional, large, non-metallic panels. To provide a level of safety equivalent... With Non-Traditional, Large, Non-Metallic Panels AGENCY: Federal Aviation Administration (FAA), DOT...., will have a novel or unusual design feature associated with seats that include non-traditional, large...

77 FR 17325 - Special Conditions: Airbus, A350-900 Series Airplane; Passenger Seats With Non-Traditional, Large...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-03-26

...-traditional, large, non-metallic panels. In order to provide a level of safety that is equivalent to that... Non-Traditional, Large, Non-Metallic Panels AGENCY: Federal Aviation Administration (FAA), DOT. ACTION...) associated with seats that include non-traditional, large, non-metallic panels that would affect...

77 FR 67251 - Special Conditions: Boeing Model 757 Series Airplanes; Seats with Non-Traditional, Large, Non...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-11-09

..., large, non-metallic panels in their designs. In order to provide a level of safety that is equivalent to... with Non-Traditional, Large, Non-Metallic Panels AGENCY: Federal Aviation Administration (FAA), DOT... have novel or unusual design features associated with seats that include non-traditional, large, non...

The influence of parental education and other socio-economic factors on child car seat use.

PubMed

Rok Simon, Mateja; Korošec, Aleš; Bilban, Marjan

2017-03-01

The behaviour of parents in ensuring car passenger safety for their children is associated with socio-economic (SE) status of the family; however, the influence of parental education has rarely been researched and the findings are contradictory. The aim of the study was to clarify whether parental education influences the use of a child car seat during short rides. A cross-sectional survey was carried out in outpatient clinics for children's healthcare across Slovenia. 904 parents of 3-year-old children participated in the study; the response rate was 95.9%. A self-administered questionnaire was used. A binary multiple logistic regression was applied to assess the association between parental unsafe behaviour as dependent variable, and education and other SE factors as independent variables. 14.6% of parents did not use a child car seat during short rides. Families where mother had low or college education had higher odds of the non-use of a child car seat than families where mother had a university education. Single-parent families and those who lived in areas with low or medium SE status also had higher odds of the non-use of a child car seat. Low educational attainment influences parents' behaviour regarding the non-use of a child car seat. Low parental education is not the only risk factor since some highly educated parents also have high odds of unsafe behaviour. All parents should therefore be included in individually tailored safety counselling programmes. SE inequalities could be further reduced with provision of free child car seats for eligible families.

KSC-2011-6762

NASA Image and Video Library

2011-09-02

CAPE CANAVERAL, Fla. -- NASA astronauts Mike Foreman (seated, left) and Greg Johnson (seated, right) sign autographs for the nationwide attendees of the Tom Joyner Family Reunion. They are seated in front of NASA’s Journey to Tomorrow trailer at reunion headquarters at the Gaylord Palms Resort and Convention Center in Kissimmee, Fla. The reunion was hosted by nationally syndicated radio personality Tom Joyner during the extended Labor Day weekend Sept. 1-4. Besides offering attendees the opportunity to visit tourist attractions in the Orlando area, the reunion gave NASA education specialists an avenue to tout the benefits of math and scientific learning, as well as the many educational opportunities offered by the space agency. For more information on NASA's education initiatives, visit http://www.nasa.gov/education. Photo credit: NASA/Frankie Martin

The repeatability and reproducibility of the BioRID IIg in a repeatable laboratory seat based on a production car seat.

PubMed

Hynd, David; Depinet, Paul; Lorenz, Bernd

2013-01-01

The United Nations Economic Commission for Europe Informal Group on GTR No. 7 Phase 2 are working to define a build level for the BioRID II rear impact (whiplash) crash test dummy that ensures repeatable and reproducible performance in a test procedure that has been proposed for future legislation. This includes the specification of dummy hardware, as well as the development of comprehensive certification procedures for the dummy. This study evaluated whether the dummy build level and certification procedures deliver the desired level of repeatability and reproducibility. A custom-designed laboratory seat was made using the seat base, back, and head restraint from a production car seat to ensure a representative interface with the dummy. The seat back was reinforced for use in multiple tests and the recliner mechanism was replaced by an external spring-damper mechanism. A total of 65 tests were performed with 6 BioRID IIg dummies using the draft GTR No.7 sled pulse and seating procedure. All dummies were subject to the build, maintenance, and certification procedures defined by the Informal Group. The test condition was highly repeatable, with a very repeatable pulse, a well-controlled seat back response, and minimal observed degradation of seat foams. The results showed qualitatively reasonable repeatability and reproducibility for the upper torso and head accelerations, as well as for T1 Fx and upper neck Fx . However, reproducibility was not acceptable for T1 and upper neck Fz or for T1 and upper neck My . The Informal Group has not selected injury or seat assessment criteria for use with BioRID II, so it is not known whether these channels would be used in the regulation. However, the ramping-up behavior of the dummy showed poor reproducibility, which would be expected to affect the reproducibility of dummy measurements in general. Pelvis and spine characteristics were found to significantly influence the dummy measurements for which poor reproducibility was observed. It was also observed that the primary neck response in these tests was flexion, not extension. This correlates well with recent findings from Japan and the United States showing a correlation between neck flexion and injury in accident replication simulations and postmortem human subjects (PMHS) studies, respectively. The present certification tests may not adequately control front cervical spine bumper characteristics, which are important for neck flexion response. The certification sled test also does not include the pelvis and so cannot be used to control pelvis response and does not substantially load the lumbar bumpers and so does not control these parts of the dummy. The stiffness of all spine bumpers and of the pelvis flesh should be much more tightly controlled. It is recommended that a method for certifying the front cervical bumpers should be developed. Recommendations are also made for tighter tolerance on the input parameters for the existing certification tests.

Hair and fiber transfer in an abduction case--evidence from different levels of trace evidence transfer.

PubMed

Taupin, J M

1996-07-01

Levels of trace evidence transfer were examined in a casework context. A girl was allegedly abducted in a car and rape attempted by the accused, who denied any contact with the victim. Clothing worn by the victim and the accused, and the covers from the front seats of the car, were analyzed for trace evidence. Three types of corresponding fibers and four possible pathways of transfer were identified. Synthetic fibers similar to those composing the car seat covers were located on the victim's clothing, consistent with direct transfer. Secondary transfer was indicated by dyed brown human head-type hairs (possibly originating from the accused's wife) located on the seat covers and on the victim's clothing. Secondary and possibly tertiary transfer was indicated by pink synthetic material and associated fibers (possibly originating from the victim's mother) located on the victim's clothing, a car seat cover and the accused's clothing. Light microscopy, comparison microscopy, and cross-sectioning techniques were used. The multiple fiber matches and the differing pathways and levels of transfer increased the strength of the association between the accused and the victim. After the fiber evidence was led at the trial, the accused pleaded guilty, thereby affirming the value of secondary transfer evidence.

The influence of recovery posture on post-exercise hypotension in normotensive men.

PubMed

Raine, N M; Cable, N T; George, K P; Campbell, I G

2001-03-01

Postexercise hypotension may be the result of an impaired vasoconstrictor response. This hypothesis was investigated by examining the central and peripheral hemodynamic responses during supine and seated recovery after maximal upright exercise. After supine or seated baseline measurements, seven normotensive male volunteers completed a graded upright cycling protocol to volitional exhaustion. This was immediately followed by either supine or seated recovery. Measurements of pulsatile arterial blood pressure and central and peripheral hemodynamic variables recorded 30 min before exercise were compared with those taken throughout 60 min of recovery. Compared with baseline, mean arterial pressure (MAP) was reduced after exercise (P < 0.05) although the degree of change was not different between the supine (-9 +/- 4 mm Hg) and seated positions (-6 +/- 2 mm Hg). This change in MAP was associated with a reduction in diastolic blood pressure (DBP) (P < 0.05) and arterial pulse pressure (APP) (P < 0.01) for the supine and seated positions, respectively. The reduction in APP during seated recovery was accompanied by a decline in stroke volume (SV) (P < 0.05), not seen in the supine position, that limited the contribution of cardiac output (CO) to the maintenance of MAP. This effect of seated recovery was compensated by greater systemic (SVR) and regional vascular resistances in the forearm (FVR) and the forearm skin (SkVRA). There was also evidence of an augmented return of FVR and SkVRA to resting levels in the seated position after exercise. The lower peripheral resistance in the supine compared with seated recovery position suggests there is potential for greater vasoconstriction, although this is not evoked to increase blood pressure. This further suggests that the arterial baroreceptor reflex is reset to a lower operating pressure after exercise.

Understanding the association between pressure ulcers and sitting in adults what does it mean for me and my carers? Seating guidelines for people, carers and health & social care professionals.

PubMed

Stephens, M; Bartley, C A

2018-02-01

The aim of the publication was to develop a practical guide for people, carers and health and social care professionals on how the research and evidence base on pressure ulcer prevention and management can be applied to those who remain seated for extended periods of time. This publication was developed at the request of the Tissue Viability Society in order to revise the original seating guidelines from 2008 as evidence and subsequent care has moved forward in relation to this area. Since 2008, the costs for the prevention and management of pressure ulcers have increased significantly and there is limited published advice from health and social care organisations on seating and preventing pressure ulcers. These guidelines have been written for: Who live or work in primary, secondary, and tertiary settings. Copyright © 2017 The Authors. Published by Elsevier Ltd.. All rights reserved.

Human factors evaluation of the HL-20 full-scale model

NASA Astrophysics Data System (ADS)

Willshire, Kelli F.; Simonsen, Lisa C.; Willshire, William L., Jr.

1993-09-01

The human factors testing of the HL-20 personnel launch system full-scale model was conducted in both the vertical and horizontal positions at NASA Langley Research Center. Three main areas of testing were considered: an anthropometric fit evaluation, the ingress and egress of a 10-person crew, and pilot viewing. The subjects, ranging from the 5th to 95th percentile size, had sufficient clearance in the model, with the exception of the last two rows of seats and the cockpit area. Adjustable seat heights and/or placement of the seats farther forward would provide more headroom. In the horizontal position, the model's seat placement and aisle width allowed a quick and orderly 10-person egress for the no-keel (a structural support running the length on the aisle), 6-in.-high keel, and 12-in.-high keel conditions. Egress times were less than 20 s. For the vertical position, the model's long cylindrical shape with the ladder in the ceiling allowed a quick and orderly egress with average times less than 30 s. Ingress and egress procedures were demonstrated using shuttle partial-pressure suits. The reduced mobility experienced while wearing the suits did increase egress times, although they still remained acceptable. The window arrangement for pilot viewing was found to be reasonably acceptable, although slight modifications, such as an increased downward view, is desirable.

Comparison of seating, powered characteristics and functions and costs of electrically powered wheelchairs in a general population of users.

PubMed

Dolan, Michael John; Bolton, Megan Jennifer; Henderson, Graham Iain

2017-10-26

To profile and compare the seating and powered characteristics and functions of electrically powered wheelchairs (EPWs) in a general user population including equipment costs. Case notes of adult EPW users of a regional NHS service were reviewed retrospectively. Seating equipment complexity and type were categorized using the Edinburgh classification. Powered characteristics and functions, including control device type, were recorded. 482 cases were included; 53.9% female; mean duration EPW use 8.1 years (SD 7.4); rear wheel drive 88.0%; hand joystick 94.8%. Seating complexity: low 73.2%, medium 18.0%, high 8.7%. Most prevalent diagnoses: multiple sclerosis (MS) 25.3%, cerebral palsy (CP) 18.7%, muscular dystrophy (8.5%). Compared to CP users, MS users were significantly older at first use, less experienced, more likely to have mid-wheel drive and less complex seating. Additional costs for muscular dystrophy and spinal cord injury users were 3-4 times stroke users. This is the first large study of a general EPW user population using a seating classification. Significant differences were found between diagnostic groups; nevertheless, there was also high diversity within each group. The differences in provision and the equipment costs across diagnostic groups can be used to improve service planning. Implications for Rehabilitation At a service planning level, knowledge of a population's diagnostic group and age distribution can be used to inform decisions about the number of required EPWs and equipment costs. At a user level, purchasing decisions about powered characteristics and functions of EPWs and specialised seating equipment need to be taken on a case by case basis because of the diversity of users' needs within diagnostic groups. The additional equipment costs for SCI and MD users are several times those of stroke users and add between 60 and 70% of the cost of basic provision.

Car Transfer and Wheelchair Loading Techniques in Independent Drivers with Paraplegia

PubMed Central

Haubert, Lisa Lighthall; Mulroy, Sara J.; Hatchett, Patricia E.; Eberly, Valerie J.; Maneekobkunwong, Somboon; Gronley, Joanne K.; Requejo, Philip S.

2015-01-01

Car transfers and wheelchair (WC) loading are crucial for independent community participation in persons with complete paraplegia from spinal cord injury, but are complex, physically demanding, and known to provoke shoulder pain. This study aimed to describe techniques and factors influencing car transfer and WC loading for individuals with paraplegia driving their own vehicles and using their personal WCs. Sedans were the most common vehicle driven (59%). Just over half (52%) of drivers place their right leg only into the vehicle prior to transfer. Overall, the leading hand was most frequently placed on the driver’s seat (66%) prior to transfer and the trailing hand was most often place on the WC seat (48%). Vehicle height influenced leading hand placement but not leg placement such that drivers of higher profile vehicles were more likely to place their hand on the driver’s seat than those who drove sedans. Body lift time was negatively correlated with level of injury and age and positively correlated with vehicle height and shoulder abduction strength. Drivers who transferred with their leading hand on the steering wheel had significantly higher levels of shoulder pain than those who placed their hand on the driver’s seat or overhead. The majority of participants used both hands (62%) to load their WC frame, and overall, most loaded their frame into the back (62%) vs. the front seat. Sedan drivers were more likely to load their frame into the front seat than drivers of higher profile vehicles (53 vs. 17%). Average time to load the WC frame (10.7 s) was 20% of the total WC loading time and was not related to shoulder strength, frame weight, or demographic characteristics. Those who loaded their WC frame into the back seat had significantly weaker right shoulder internal rotators. Understanding car transfers and WC loading in independent drivers is crucial to prevent shoulder pain and injury and preserve community participation. PMID:26442253

Child seat belt guidelines: Examining the 4 feet 9 inches rule as the standard.

PubMed

Morse, Amber M; Aitken, Mary E; Mullins, Samantha H; Miller, Beverly K; Pomtree, Mindy M; Ulloa, Erin M; Montgomery, Jeffrey S; Saylors, Marie E

2017-08-01

Current American Academy of Pediatrics recommendations regarding transition from child safety/booster seat to adult safety belt use indicate that children should be at least 4 feet 9 inches, 8 years old, or 80 pounds. Proper fit in the vehicle seat, assessed with a five-point fit test, should also be met. Although most children reach 4 feet 9 inches around age 8 years, each child and vehicle presents a unique combination; thus a child may not fit appropriately in all vehicle types using only the 4 feet 9 inches requirement. We enrolled children, aged 7 years to 12 years, into our study. Height, weight, and demographic data were obtained. A Child Passenger Safety Technician then performed the five-point fit test in each of a uniform lineup of five vehicles. Data were collected on fit in the standard vehicle seat and also in a booster seat. We set 90% as the threshold proportion of children who meet all criteria for proper fit to validate current recommendations of a height of 4 feet 9 inches. Data were collected on 388 children. The percentage of 90% proper fit was met in the compact car and small sport-utility vehicle (SUV). However, only 80 (77%) of 104 students (p < 0.0001) that were 4 feet 9 inches or higher fit properly in the large SUV, only 87 (83%) of 105 students (p = 0.02) fit properly in the pickup truck, and only 91 (89%) of 102 students (p = 0.74) fit properly in the minivan. Substantial proportions of children meeting current height guidelines for an adult seat belt do not meet safety requirements for fit, especially in larger, commonly used vehicles (large SUVs and trucks). This emphasizes the need for evaluation of fit by a trained personnel and/or development of standard back seat dimensions in all vehicles for maximum safety. Epidemiologic study, level III; Therapeutic study, level V.

International survey of seat belt use exemptions.

PubMed

Weiss, H; Sirin, H; Levine, J A; Sauber, E

2006-08-01

Substantial evidence of seatbelt efficacy has been shown by several studies, and it is widely recommended that motor vehicle occupants use properly fitted seat belts. However, some (but a heretofore unknown number of) countries with national seat belt laws permit various exemptions which may lower use rates. The aim of this study was to survey the variety of exemptions to national seat belt laws. This investigation relied on identifying respondents from national traffic safety agencies, other governmental and non-governmental organizations, Internet searches, personal contacts, and other sources. Questionnaires were deployed through a web based survey supplemented by email and postal versions. Responses were received from 30 countries of which 28 (93.7%) had a national seat belt law. About two thirds (63.7%) of the 28 national laws applied to both front and back seat passengers. The leading exemption types included vehicles made before a certain year (n = 13), antique vehicles (n = 12), military vehicles (n = 11), buses (n = 9), and emergency vehicles (n = 8). Most responding countries reported one or more specific categories of individuals as exempt including those with medical exemptions (n = 20), taxi drivers (n = 11), police (n = 9), emergency medical personnel (n = 8), physically disabled people (n = 6), and pregnant women (n = 6). Out of 26 responses to the question regarding current level of enforcement, 42.3% felt enforcement was "very good or good" and 57.7% characterized it as "fair or poor". This study represents one of the largest international traffic law surveys reported. Most national seatbelt laws offer perilous exemptions to a broad array of vehicle types and road user groups. These findings, coupled with concern over the level of enforcement in the majority of countries surveyed, suggest that international road safety efforts have a long way to go to improve coverage and enforcement of national seat belt laws.

International survey of seat belt use exemptions

PubMed Central

Weiss, H; Sirin, H; Levine, J A; Sauber, E

2006-01-01

Background Substantial evidence of seatbelt efficacy has been shown by several studies, and it is widely recommended that motor vehicle occupants use properly fitted seat belts. However, some (but a heretofore unknown number of) countries with national seat belt laws permit various exemptions which may lower use rates. The aim of this study was to survey the variety of exemptions to national seat belt laws. Methods This investigation relied on identifying respondents from national traffic safety agencies, other governmental and non‐governmental organizations, Internet searches, personal contacts, and other sources. Questionnaires were deployed through a web based survey supplemented by email and postal versions. Results Responses were received from 30 countries of which 28 (93.7%) had a national seat belt law. About two thirds (63.7%) of the 28 national laws applied to both front and back seat passengers. The leading exemption types included vehicles made before a certain year (n = 13), antique vehicles (n = 12), military vehicles (n = 11), buses (n = 9), and emergency vehicles (n = 8). Most responding countries reported one or more specific categories of individuals as exempt including those with medical exemptions (n = 20), taxi drivers (n = 11), police (n = 9), emergency medical personnel (n = 8), physically disabled people (n = 6), and pregnant women (n = 6). Out of 26 responses to the question regarding current level of enforcement, 42.3% felt enforcement was “very good or good” and 57.7% characterized it as “fair or poor”. Conclusions This study represents one of the largest international traffic law surveys reported. Most national seatbelt laws offer perilous exemptions to a broad array of vehicle types and road user groups. These findings, coupled with concern over the level of enforcement in the majority of countries surveyed, suggest that international road safety efforts have a long way to go to improve coverage and enforcement of national seat belt laws. PMID:16887949

Flow metering valve

DOEpatents

Blaedel, K.L.

1983-11-03

An apparatus for metering fluids at high pressures of about 20,000 to 60,000 psi is disclosed. The apparatus includes first and second plates which are positioned adjacent each other to form a valve chamber. The plates are made of materials which have substantially equal elastic properties. One plate has a planar surface area, and the other a recessed surface area defined by periphery and central lips. When the two plates are positioned in adjacent contacting relationship, a valve chamber is formed between the planar surface area and the recessed surface area. Fluid is introduced into the chamber and exits therefrom when a deformation occurs at positions where they no longer form a valve seat. This permits the metering of fluids at high pressures and at slow variable rates. Fluid then exits from the chamber until an applied external force becomes large enough to bring the valve seats back into contact.

Flow metering valve

DOEpatents

Blaedel, Kenneth L.

1985-01-01

An apparatus for metering fluids at high pressures of about 20,000 to 60,000 psi is disclosed. The apparatus includes first and second plates which are positioned adjacent each other to form a valve chamber. The plates are made of materials which have substantially equal elastic properties. One plate has a planar surface area, and the other a recessed surface area defined by periphery and central lips. When the two plates are positioned in adjacent contacting relationship, a valve chamber is formed between the planar surface area and the recessed surface area. Fluid is introduced into the chamber and exits therefrom when a deformation occurs at positions where they no longer form a valve seat. This permits the metering of fluids at high pressures and at slow variable rates. Fluid then exits from the chamber until an applied external force becomes large enough to bring the valve seats back into contact.

75 FR 32 - Special Conditions: Airbus Model A340 Series Airplanes; Seats With Non-Traditional, Large, Non...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-01-04

... incorporate non-traditional, large, non-metallic panels. To provide a level of safety that is equivalent to...; Special Conditions No. 25-399-SC] Special Conditions: Airbus Model A340 Series Airplanes; Seats With Non-Traditional, Large, Non-Metallic Panels AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Final...

75 FR 37 - Special Conditions: Airbus Model A330 Series Airplanes; Seats with Non-Traditional, Large, Non...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-01-04

...-traditional, large, non-metallic panels. To provide a level of safety that is equivalent to that provided by...; Special Conditions No. 25-400-SC] Special Conditions: Airbus Model A330 Series Airplanes; Seats with Non-Traditional, Large, Non-Metallic Panels AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Final...

Nonconformities in real-world fatal crashes--electronic stability control and seat belt reminders.

PubMed

Lie, Anders

2012-01-01

Many new safety systems are entering the market. Vision Zero is a safety strategy aiming at the elimination of fatalities and impairing injuries by the use of a holistic model for safe traffic to develop a safe system. The aim of this article is to analyze fatalities in modern cars with respect to the Vision Zero model with special respect to electronic stability control (ESC) systems and modern seat belt reminders (SBRs). The model is used to identify and understand cases where cars with ESC systems lost control and where occupants were unbelted in a seat with seat belt reminders under normal driving conditions. The model for safe traffic was used to analyze in-depth studies of fatal crashes with respect to seat belt use and loss of control. Vehicles from 2003 and later in crashes from January 2004 to mid-2010 were analyzed. The data were analyzed case by case. Cars that were equipped with ESC systems and lost control and occupants not using the seat belt in a seat with a seat belt reminder were considered as nonconformities. A total of 138 fatal crashes involving 152 fatally injured occupants were analyzed. Cars with ESC systems had fewer loss-of-control-relevant cases than cars without ESC systems. Thirteen percent of the ESC-equipped vehicles had loss-of-control-relevant crashes and 36 percent of the cars without ESC systems had loss-of-control-relevant crashes. The analysis indicates that only one car of the 9 equipped with ESC that lost control did it on a road surface with relevant friction when driving within the speed restriction of the road. In seats with seat belt reminders that are in accordance with the European New Car Assessment Programme's (Euro NCAP) protocol, 93 percent of the occupants were using a seat belt. In seats without reminders this number was 74 percent. This study shows that ESC systems result in a very significant reduction in fatal crashes, especially under normal driving conditions. Under extreme driving conditions such as speeding or extremely low friction (snow or on the side of the road), ESC systems can fail in keeping the car under control. Seat belt reminders result in higher seat belt use rates but the level of unbelted occupants is higher than roadside studies have indicated. The holistic Vision Zero approach helped in the analysis by identifying nonconformities and putting these into the safe systems perspective.

A New Lift for Those Who Need It

NASA Technical Reports Server (NTRS)

2000-01-01

The eZ-uP device was designed by NASA engineer, Paul Neal, who worked with Kennedy Space Center. He took his idea to RJDesigns & Associates. With refinements, they developed a lightweight aluminium structure to assist the elderly in lifting themselves from seated positions. It can support people in excess of 500 pounds and is quickly assembled without tools. It is completely adjustable to fit under most sofas, chairs, and beds and will not slip on wood or tile floors. Also, it is relatively inexpensive compared to other products on the market. The apparatus is placed under the seat and adjusted so that the hand supports are in front of the person just under shoulder level. The seated person then takes hold and easily lifts himself from the seat. Product still commercially available as of March 2002.

Pressure ulcer risk of patient handling sling use.

PubMed

Peterson, Matthew J; Kahn, Julie A; Kerrigan, Michael V; Gutmann, Joseph M; Harrow, Jeffrey J

2015-01-01

Patient handling slings and lifts reduce the risk of musculoskeletal injuries for healthcare providers. However, no published evidence exists of their safety with respect to pressure ulceration for vulnerable populations, specifically persons with spinal cord injury, nor do any studies compare slings for pressure distribution. High-resolution interface pressure mapping was used to describe and quantify risks associated with pressure ulceration due to normal forces and identify at-risk anatomical locations. We evaluated 23 patient handling slings with 4 nondisabled adults. Sling-participant interface pressures were recorded while participants lay supine on a hospital bed and while suspended during typical patient transfers. Sling-participant interface pressures were greatest while suspended for all seated and supine slings and exceeded 200 mm Hg for all seated slings. Interface pressures were greatest along the sling seams (edges), regardless of position or sling type. The anatomical areas most at risk while participants were suspended in seated slings were the posterior upper and lower thighs. For supine slings, the perisacral area, ischial tuberosities, and greater trochanters were most at risk. The duration of time spent in slings, especially while suspended, should be limited.

KSC-2011-6763

NASA Image and Video Library

2011-09-02

CAPE CANAVERAL, Fla. -- NASA astronauts Mike Foreman (seated, left) and Leland Melvin (seated, right) sign autographs for the nationwide attendees of the Tom Joyner Family Reunion. Melvin also is NASA's associate administrator for education. They are seated in front of NASA’s Journey to Tomorrow trailer at reunion headquarters at the Gaylord Palms Resort and Convention Center in Kissimmee, Fla. The reunion was hosted by nationally syndicated radio personality Tom Joyner during the extended Labor Day weekend Sept. 1-4. Besides offering attendees the opportunity to visit tourist attractions in the Orlando area, the reunion gave NASA education specialists an avenue to tout the benefits of math and scientific learning, as well as the many educational opportunities offered by the space agency. For more information on NASA's education initiatives, visit http://www.nasa.gov/education. Photo credit: NASA/Frankie Martin

Hatch assembly

DOE Office of Scientific and Technical Information (OSTI.GOV)

Marshall, J.R.; Hardin, R.T. Jr.

1987-07-07

This patent describes a nuclear reactor installation including means defining a fuel handling area and means defining a containment area separated from the fuel handling area and including a refuelling cavity; the improvement comprising: (a) a fuel transfer tube connecting the refuelling cavity with the fuel handling area; the fuel transfer tube having a first end in the fuel handling area and a second end in the refueling cavity; (b) valve means for opening and closing the first end; and (c) a hatch assembly mounted on the second end; the hatch assembly including (1) a hatch ring affixed to themore » fuel transfer tube at the second end the hatch ring has an integral annular seat surrounded by the hatch ring and defines a hatch opening in the second end of the fuel transfer tube; (2) a hatch cover adapts to be positioned on the annular seat for covering the hatch opening; (3) latching units are supported on the hatch ring about the hatch opening, each latching unit.« less

Europa Propulsion Valve Seat Material Testing

NASA Technical Reports Server (NTRS)

Addona, Brad M.

2017-01-01

The Europa mission and spacecraft design presented unique challenges for selection of valve seat materials that met the fluid compatibility requirements, and combined fluid compatibility and high radiation exposure level requirements. The Europa spacecraft pressurization system valves will be exposed to fully saturated propellant vapor for the duration of the mission. The effects of Nitrogen Tetroxide (NTO) and Monomethylhydrazine (MMH) propellant vapors on heritage valve seat materials, such as Vespel SP-1 and Polychlorotrifluoroethylene (PCTFE), were evaluated to determine if an alternate material is required. In liquid system applications, Teflon is the only available compatible valve seat material. Radiation exposure data for Teflon in an air or vacuum environment has been previously documented. Radiation exposure data for Teflon in an oxidizer environment such as NTO, was not available, and it was unknown whether the effects would be similar to those on air-exposed samples. Material testing was conducted by Marshall Space Flight Center (MSFC) and White Sands Test Facility (WSTF) to determine the effects of propellant vapor on heritage seat materials for pressurization valve applications, and the effects of combined radiation and NTO propellant exposure on Teflon. The results indicated that changes in heritage pressurization valve seat materials' properties rendered them unsuitable for the Europa application. The combined radiation and NTO exposure testing of Teflon produced results equivalent to combined radiation and air exposure results.

Preliminary floor, seat, and dummy data

NASA Technical Reports Server (NTRS)

Cannon, M. R.; Zimmerman, R. E.

1986-01-01

According to preliminary examination of the data, out of 179 data channels that were onboard the aircraft in support of the seat experiments, there is data from 168. There was somewhat more severe environment imposed in the structure of the obstacles than by the ground impact. Therefore, both ground impact and obstacle impact are of interest for crashworthiness experiments. Most of the data channels that were studied are fairly consistent with the physical evidence: they show acceleration levels that are reasonable, and in many cases these integrate out to a reasonable velocity change. Finally, from observation thus far, the ground impact did not fail or significantly damage any seat. Nor did any of the energy absorbers in the modified seats extend. The accelerations do not appear high enough and/or energetic enough to cause this to happen. At this time, the onboard films have not been studied; only some videotape have been viewed. Some of the seats were so badly damaged by the fire that any failures which might have occurred were obscured. A close examination of the onboard films using a stop-action projector will allow a more thorough evaluation.

Program strategies for increasing car seat usage in rural areas

DOT National Transportation Integrated Search

1995-03-01

Data from the Fatal Accident Reporting System (FARS) operated by the National Highway Traffic Safety Administration (NHTSA) reveal nonuse of safety restraints to be associated with most young child crash fatalities. Rural areas of the United States a...

A joint econometric analysis of seat belt use and crash-related injury severity.

PubMed

Eluru, Naveen; Bhat, Chandra R

2007-09-01

This paper formulates a comprehensive econometric structure that recognizes two important issues in crash-related injury severity analysis. First, the impact of a factor on injury severity may be moderated by various observed and unobserved variables specific to an individual or to a crash. Second, seat belt use is likely to be endogenous to injury severity. That is, it is possible that intrinsically unsafe drivers do not wear seat belts and are the ones likely to be involved in high injury severity crashes because of their unsafe driving habits. The preceding issues are considered in the current research effort through the development of a comprehensive model of seat belt use and injury severity that takes the form of a joint correlated random coefficients binary-ordered response system. To our knowledge, this is the first instance of such a model formulation and application not only in the safety analysis literature, but in the econometrics literature in general. The empirical analysis is based on the 2003 General Estimates System (GES) data base. Several types of variables are considered to explain seat belt use and injury severity levels, including driver characteristics, vehicle characteristics, roadway design attributes, environmental factors, and crash characteristics. The results, in addition to confirming the effects of various explanatory variables, also highlight the importance of (a) considering the moderating effects of unobserved individual/crash-related factors on the determinants of injury severity and (b) seat belt use endogeneity. From a policy standpoint, the results suggest that seat belt non-users, when apprehended in the act, should perhaps be subjected to both a fine (to increase the chances that they wear seat belts) as well as mandatory enrollment in a defensive driving course (to attempt to change their aggressive driving behaviors).

The association between booster seat use and risk of death among motor vehicle occupants aged 4-8: a matched cohort study.

PubMed

Rice, T M; Anderson, C L; Lee, A S

2009-12-01

To estimate the effectiveness of booster seats and of seatbelts in reducing the risk of child death during traffic collisions and to examine possible effect modification by various collision and vehicle characteristics. A matched cohort study was conducted using data from the Fatality Analysis Reporting System. Death risk ratios were estimated with conditional Poisson regression, bootstrapped coefficient standard errors, and multiply imputed missing values using chained equations. Estimated death risk ratios for booster seats used with seatbelts were 0.33 (95% CI 0.28 to 0.40) for children age 4-5 years and 0.45 (0.31 to 0.63) for children aged 6-8 years (Wald test of homogeneity p<0.005). The estimated risk ratios for seatbelt used alone were similar for the two age groups, 0.37 (0.32 to 0.43) and 0.39 (0.34 to 0.44) for ages 4-5 and 6-8, respectively (Wald p = 0.61). Estimated booster seat effectiveness was significantly greater for inbound seating positions (Wald p = 0.05) and during rollovers collisions (Wald p = 0.01). Significant variability in risk ratio estimates was not observed across levels of calendar year, vehicle model year, vehicle type, or land use. Seatbelts, used with or without booster seats, are highly effective in preventing death among motor vehicle occupants aged 4-8 years. Booster seats do not appear to improve the performance of seatbelts with respect to preventing death (risk ratio 0.92, 95% CI 0.79 to 1.08, comparing seatbelts with boosters to seatbelts alone), but because several studies have found that booster seats reduce non-fatal injury severity, clinicians and injury prevention specialists should continue to recommend the use of boosters to parents of young children.

Control device for prosthetic urinary sphincter cuff

NASA Technical Reports Server (NTRS)

Reinicke, Robert H. (Inventor)

1983-01-01

A device for controlling flow of fluid to and from a resilient inflatable cuff implanted about the urethra to control flow of urine therethrough. The device comprises a flexible bulb reservoir and a control unit that includes a manually operated valve that opens automatically when the bulb is squeezed to force fluid into the cuff for closing the urethra. The control unit also includes a movable valve seat member having a relatively large area exposed to pressure of fluid in a chamber that is connected to the cuff and which moves to a position in which the valve member is unseated by an abutment when fluid pressure in the chamber exceeds a predetermined value to thereby relieve excess fluid pressure in the cuff. The arrangement is such that the valve element is held closed against the seat member by the full differential in fluid pressures acting on both sides of the valve element until the seat member is moved away from the valve element to thus insure positive closing of the valve element until the seat member is moved out of engagement with the valve element by excess pressure differential.

Effect of prolonged sitting on body-seat contact pressures among quay crane operators: A pilot study.

PubMed

Pau, Massimiliano; Leban, Bruno; Fadda, Paolo; Fancello, Gianfranco; Nussbaum, Maury A

2016-11-22

Quay crane operators are specialized in moving containers to and from vessels while adopting constrained sitting postures for prolonged periods (4-6 consecutive hours) in a very challenging environment. Thus, they are exposed to discomfort or pain that may result in deterioration of their performance with consequent reduction of operational safety levels. Such discomfort can be indirectly and partially assessed by measuring contact pressure at the body-seat interface. The aim of the study was to assess the feasibility, usefulness, and effectiveness of monitoring the variations in seat-body interface pressure during a regular work shift of 4 hours performed in a simulated environment. Eight professional operators performed a four-hour shift in a realistic control station set inside a quay crane simulator. Seat-body contact pressures were measured at 10 Hz using two pressure-sensitive mats placed on the seat pan and the backrest. Raw pressure data were processed to extract pressure vs. time curves related to the whole seat surface and, for the seat pan only, values associated with four anatomical regions (i.e. left and right thighs and buttocks). During the work shift, the mean backrest pressure was low and fairly constant. Seat pan pressure increased by 10%, rising from 7.4 (1.5) to 8.2 (2.3) kPa over the simulated shift. Detailed analysis of the four sub-regions revealed that as the trial progressed the mean contact pressure on buttocks decreased (-6% at the end of the trial) while thigh pressures increased (by 10 and 20% for right and left sides, respectively). Although further studies with larger samples are needed, long-term monitoring of the body-seat contact pressures of crane operators in a simulated environment appears to be a useful tool to identify specific postural strategies to reduce discomfort originated by prolonged sitting posture.

Association Between NCAP Ratings and Real-World Rear Seat Occupant Risk of Injury.

PubMed

Metzger, Kristina B; Gruschow, Siobhan; Durbin, Dennis R; Curry, Allison E

2015-01-01

Several studies have evaluated the correlation between U.S. or Euro New Car Assessment Program (NCAP) ratings and injury risk to front seat occupants, in particular driver injuries. Conversely, little is known about whether NCAP 5-star ratings predict real-world risk of injury to restrained rear seat occupants. The NHTSA has identified rear seat occupant protection as a specific area under consideration for improvements to its NCAP. In order to inform NHTSA's efforts, we examined how NCAP's current 5-star rating system predicts risk of moderate or greater injury among restrained rear seat occupants in real-world crashes. We identified crash-involved vehicles, model year 2004-2013, in NASS-CDS (2003-2012) with known make and model and nonmissing occupant information. We manually matched these vehicles to their NCAP star ratings using data on make, model, model year, body type, and other identifying information. The resultant linked NASS-CDS and NCAP database was analyzed to examine associations between vehicle ratings and rear seat occupant injury risk; risk to front seat occupants was also estimated for comparison. Data were limited to restrained occupants and occupant injuries were defined as any injury with a maximum Abbreviated Injury Scale (AIS) score of 2 or greater. We linked 95% of vehicles in NASS-CDS to a specific vehicle in NCAP. The 18,218 vehicles represented an estimated 6 million vehicles with over 9 million occupants. Rear seat passengers accounted for 12.4% of restrained occupants. The risk of injury in all crashes for restrained rear seat occupants was lower in vehicles with a 5-star driver rating in frontal impact tests (1.4%) than with 4 or fewer stars (2.6%, P =.015); results were similar for the frontal impact passenger rating (1.3% vs. 2.4%, P =.024). Conversely, side impact driver and passenger crash tests were not associated with rear seat occupant injury risk (driver test: 1.7% for 5-star vs. 1.8% for 1-4 stars; passenger test: 1.6% for 5 stars vs 1.8% for 1-4 stars). Current frontal impact test procedures provide some degree of discrimination in real-world rear seat injury risk among vehicles with 5 compared to fewer than 5 stars. However, there is no evidence that vehicles with a 5-star side impact passenger rating, which is the only crash test procedure to include an anthropomorphic test dummy (ATD) in the rear, demonstrate lower risks of injury in the rear than vehicles with fewer than 5 stars. These results support prioritizing modifications to the NCAP program that specifically evaluate rear seat injury risk to restrained occupants of all ages.

A study of cervical spine kinematics and joint capsule strain in rear impacts using a human FE model.

PubMed

Kitagawa, Yuichi; Yasuki, Tsuyoshi; Hasegawa, Junji

2006-11-01

Many efforts have been made to understand the mechanism of whiplash injury. Recently, the cervical facet joint capsules have been focused on as a potential site of injury. An experimental approach has been taken to analyze the vertebral motion and to estimate joint capsule stretch that was thought to be a potential cause of pain. The purpose of this study is to analyze the kinematics of the cervical facet joint using a human FE model in order to better understand the injury mechanism. The Total Human Model for Safety (THUMS) was used to visually analyze the local and global kinematics of the spine. Soft tissues in the neck were newly modeled and introduced into THUMS for estimating the loading level in rear impacts. The model was first validated against human test data in the literature by comparing vertebrae motion as well as head and neck responses. Joint capsule strain was estimated from a maximum principal strain output from the elements representing the capsule tissues. A rear-end collision was then simulated using THUMS and a prototype seat model, assuming a delta-V of 25 km/h. The trajectory of the vertebrae was analyzed in a local coordinate system defined along the joint surface. Strain growth in the joint capsules was explained, as related to contact events between the occupant and the seat. A new seat concept was proposed to help lessen the loading level to the neck soft tissues. The foam material of the seat back was softened, the initial gap behind the head was reduced and the head restraint was stiffened for firm support. The lower seat back frame was also reinforced to withstand the impact severity at the given delta-V. Another rear impact simulation was conducted using the new seat concept model to examine the effectiveness of the new concept. The joint capsule strain was found to be relatively lower with the new seat concept. The study also discusses the influence of seat parameters to the vertebral motion and the resultant strain in the joint capsules. The meaning of the contact timing of the head to the head restraint was examined based on the results in terms of correlation with injury indicators such as NIC and the joint capsule strain.

A Comparison Study on the Assessment of Ride Comfort for LRT Passengers

NASA Astrophysics Data System (ADS)

Tengku Munawir, Tengku Imran; Abqari Abu Samah, Ahmad; Afiq Akmal Rosle, Muhammad; Azlis-Sani, Jalil; Hasnan, Khalid; Sabri, S. M.; Ismail, S. M.; Yunos, Muhammad Nur Annuar Mohd; Yen Bin, Teo

2017-08-01

Ride comfort in railway transportation is very mind boggling and it relies on different dynamic performance criteria as well as subjective observation from the train passengers. Vibration discomfort from different elements such as vehicle condition, track area condition and working condition can prompt poor ride comfort. However, there are no universal applicable standards to analyse the ride comfort. There are several factors including local condition, vehicle condition and the track condition. In this current work, level of ride comfort by previous Adtranz-Walker light rapid transit (LRT) passengers at Ampang line were analysed. A comparison was done via two possible methods which are BS EN 12299 (2009) and Sperling’s Ride Index equation. BS EN 12299 standard is used to measure and evaluate the ride comfort of seating (Nvd) and standing (Nva) of train passenger in three different routes. Next, Sperling’s ride comfort equation is used to conduct validation and comparison between the obtained data. The result indicates a higher extent of vibration in the vertical axis which impacts the overall result. The standing position demonstrates a higher exposure of vibration in all the three tested routes. Comparison of the ride comfort assessment of passenger in sitting and standing position for both methods indicates that all the track sections exceeds “pronounced but not unpleasant (medium)” limit range. Nevertheless, the seating position at track section AU did not exceed the limit and stayed at the comfortable zone. The highest discomfort level achieved for both methods for seating position are 3.34 m/s2 for Nva and 2.63 m/s2 respectively, which is at route C uptrack that is from Chan Sow Lin station to Sri Petaling station. Meanwhile, the highest discomfort level achieved for both methods for standing are 3.80 m/s2 for Nvd and 2.88 m/s2 for Wz respectively, at uptrack section which is from Sri Petaling station to Chan Sow Lin station. Thus, the highest discomfort level was discovered to be at Route C.

KSC-2011-6761

NASA Image and Video Library

2011-09-02

CAPE CANAVERAL, Fla. -- NASA astronauts Mike Foreman (seated, left) and Greg Johnson (seated, right) enjoy the quiet before the storm as they prepare to sign autographs for the nationwide attendees of the Tom Joyner Family Reunion. They are seated in front of NASA’s Journey to Tomorrow trailer at reunion headquarters at the Gaylord Palms Resort and Convention Center in Kissimmee, Fla. The reunion was hosted by nationally syndicated radio personality Tom Joyner during the extended Labor Day weekend Sept. 1-4. Besides offering attendees the opportunity to visit tourist attractions in the Orlando area, the reunion gave NASA education specialists an avenue to tout the benefits of math and scientific learning, as well as the many educational opportunities offered by the space agency. For more information on NASA's education initiatives, visit http://www.nasa.gov/education. Photo credit: NASA/Frankie Martin

49 CFR 393.93 - Seats, seat belt assemblies, and seat belt assembly anchorages.

Code of Federal Regulations, 2012 CFR

2012-10-01

... 49 Transportation 5 2012-10-01 2012-10-01 false Seats, seat belt assemblies, and seat belt assembly anchorages. 393.93 Section 393.93 Transportation Other Regulations Relating to Transportation... § 393.93 Seats, seat belt assemblies, and seat belt assembly anchorages. (a) Buses—(1) Buses...

49 CFR 393.93 - Seats, seat belt assemblies, and seat belt assembly anchorages.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 49 Transportation 5 2010-10-01 2010-10-01 false Seats, seat belt assemblies, and seat belt assembly anchorages. 393.93 Section 393.93 Transportation Other Regulations Relating to Transportation... § 393.93 Seats, seat belt assemblies, and seat belt assembly anchorages. (a) Buses—(1) Buses...

49 CFR 393.93 - Seats, seat belt assemblies, and seat belt assembly anchorages.

Code of Federal Regulations, 2011 CFR

2011-10-01

... 49 Transportation 5 2011-10-01 2011-10-01 false Seats, seat belt assemblies, and seat belt assembly anchorages. 393.93 Section 393.93 Transportation Other Regulations Relating to Transportation... § 393.93 Seats, seat belt assemblies, and seat belt assembly anchorages. (a) Buses—(1) Buses...

49 CFR 393.93 - Seats, seat belt assemblies, and seat belt assembly anchorages.

Code of Federal Regulations, 2014 CFR

2014-10-01

... 49 Transportation 5 2014-10-01 2014-10-01 false Seats, seat belt assemblies, and seat belt assembly anchorages. 393.93 Section 393.93 Transportation Other Regulations Relating to Transportation... § 393.93 Seats, seat belt assemblies, and seat belt assembly anchorages. (a) Buses—(1) Buses...

49 CFR 393.93 - Seats, seat belt assemblies, and seat belt assembly anchorages.

Code of Federal Regulations, 2013 CFR

2013-10-01

... 49 Transportation 5 2013-10-01 2013-10-01 false Seats, seat belt assemblies, and seat belt assembly anchorages. 393.93 Section 393.93 Transportation Other Regulations Relating to Transportation... § 393.93 Seats, seat belt assemblies, and seat belt assembly anchorages. (a) Buses—(1) Buses...

Countermeasures that work : a highway safety countermeasure guide for state highway safety offices : eighth edition : 2015

DOT National Transportation Integrated Search

2015-11-01

The guide is a basic reference to assist State Highway Safety Offices in selecting effective, evidence- based : countermeasures for traffic safety problem areas. These areas include: : - Alcohol-and Drug-Impaired Driving; : - Seat Belts and Child Res...

Countermeasures that work : a highway safety countermeasure guide for state highway safety offices : seventh edition : 2013

DOT National Transportation Integrated Search

2013-04-01

The guide is a basic reference to assist State Highway Safety Offices (SHSOs) in selecting effective, evidence-based countermeasures for traffic safety problem areas. These areas include: : - Alcohol-Impaired and Drugged Driving; : - Seat Belts and C...

Mapping Air Population

NASA Astrophysics Data System (ADS)

Peterson, Michael P.; Hunt, Paul; Weiß, Konrad

2018-05-01

"Air population" refers to the total number of people flying above the earth at any point in time. The total number of passengers can then be estimated by multiplying the number of seats for each aircraft by the current seat occupancy rate. Using this method, the estimated air population is determined by state for the airspace over the United States. In the interactive, real-time mapping system, maps are provided to show total air population, the density of air population (air population / area of state), and the ratio of air population to ground population.

Analysis of WBV on standing and seated passengers during off-peak operation in KL monorail

NASA Astrophysics Data System (ADS)

Hasnan, K.; Bakhsh, Q.; Ahmed, A.; Ali, D.; Jamali, A. R.

2018-03-01

In this study, the Whole-Body Vibration (WBV) was analyzed on the standing and seated passenger during off-peak operating hours when train was on the track. The experiments were conducted on two car train at one constant location (bogie-1, which is near to driver’s cabin) during downward direction from KL sentral station towards Titiwangsa station. The aim of this study was to analyze that, in which posture of passenger’s exposures the maximum level of WBV. Since, one passenger was performed the whole journey in standing posture whereas, the other passenger was in seated posture. The result obtained from experiments for the RMS accelerations (Arms), maximum acceleration (Amax) and minimum acceleration (Amin) during the trip. As per standard ISO 2631-1, the daily vibration exposure (A8), Vibration Dose value (VDV) and Crest Factor (CF) of this trip for both standing and sitting orientations were calculated. Results shows that the seated passenger was exposed to longer periods of continuous vibration as compared to the standing passenger. Whereas, the Vibration Dose value (VDV) value was greater than the action value as per ISO 2631-1 and within the limit values. The study concluded that whole body vibration transmitted towards both passengers either standing or seated during their journey. But in overall results comparison of both orientations, the seated passengers gained higher vibration than the standing one.

Performance Evaluation of Multichannel Adaptive Algorithms for Local Active Noise Control

NASA Astrophysics Data System (ADS)

DE DIEGO, M.; GONZALEZ, A.

2001-07-01

This paper deals with the development of a multichannel active noise control (ANC) system inside an enclosed space. The purpose is to design a real practical system which works well in local ANC applications. Moreover, the algorithm implemented in the adaptive controller should be robust, of low computational complexity and it should manage to generate a uniform useful-size zone of quite in order to allow the head motion of a person seated on a seat inside a car. Experiments were carried out under semi-anechoic and listening room conditions to verify the successful implementation of the multichannel system. The developed prototype consists of an array of up to four microphones used as error sensors mounted on the headrest of a seat place inside the enclosure. One loudspeaker was used as single primary source and two secondary sources were placed facing the seat. The aim of this multichannel system is to reduce the sound pressure levels in an area around the error sensors, following a local control strategy. When using this technique, the cancellation points are not only the error sensor positions but an area around them, which is measured by using a monitoring microphone. Different multichannel adaptive algorithms for ANC have been analyzed and their performance verified. Multiple error algorithms are used in order to cancel out different types of primary noise (engine noise and random noise) with several configurations (up to four channels system). As an alternative to the multiple error LMS algorithm (multichannel version of the filtered-X LMS algorithm, MELMS), the least maximum mean squares (LMMS) and the scanning error-LMS algorithm have been developed in this work in order to reduce computational complexity and achieve a more uniform residual field. The ANC algorithms were programmed on a digital signal processing board equipped with a TMS320C40 floating point DSP processor. Measurements concerning real-time experiments on local noise reduction in two environments and at frequencies below 230 Hz are presented. Better noise levels attenuation is obtained in the semianechoic chamber due to the simplicity of the acoustic field. The size of the zone of quiet makes the system useful at relatively low frequencies and it is large enough to cover a listener's head movements. The spatial extent of the zones of quiet is generally observed to increase as the error sensors are moved away from the secondary source, they are put closer together or its number increases. In summary, different algorithms' performance and the viability of the multichannel system for local active noise control in real listening conditions are evaluated and some guidelines for designing such systems are then proposed.

Reliability and validity of a talent identification test battery for seated and standing Paralympic throws.

PubMed

Spathis, Jemima Grace; Connick, Mark James; Beckman, Emma Maree; Newcombe, Peter Anthony; Tweedy, Sean Michael

2015-01-01

Paralympic throwing events for athletes with physical impairments comprise seated and standing javelin, shot put, discus and seated club throwing. Identification of talented throwers would enable prediction of future success and promote participation; however, a valid and reliable talent identification battery for Paralympic throwing has not been reported. This study evaluates the reliability and validity of a talent identification battery for Paralympic throws. Participants were non-disabled so that impairment would not confound analyses, and results would provide an indication of normative performance. Twenty-eight non-disabled participants (13 M; 15 F) aged 23.6 years (±5.44) performed five kinematically distinct criterion throws (three seated, two standing) and nine talent identification tests (three anthropometric, six motor); 23 were tested a second time to evaluate test-retest reliability. Talent identification test-retest reliability was evaluated using Intra-class Correlation Coefficient (ICC) and Bland-Altman plots (Limits of Agreement). Spearman's correlation assessed strength of association between criterion throws and talent identification tests. Reliability was generally acceptable (mean ICC = 0.89), but two seated talent identification tests require more extensive familiarisation. Correlation strength (mean rs = 0.76) indicated that the talent identification tests can be used to validly identify individuals with competitively advantageous attributes for each of the five kinematically distinct throwing activities. Results facilitate further research in this understudied area.

Impact of measurable physical phenomena on contact thermal comfort

NASA Astrophysics Data System (ADS)

Fojtlín, Miloš; Pokorný, Jan; Fišer, Jan; Toma, Róbert; Tuhovčák, Ján

Cabin HVAC (Heating Ventilation and Air-conditioning) systems have become an essential part of personal vehicles as demands for comfortable transport are still rising. In fact, 85 % of the car trips in Europe are shorter than 18 km and last only up to 30 minutes. Under such conditions, the HVAC unit cannot often ensure desired cabin environment and passengers are prone to experience thermal stress. For this reason, additional comfort systems, such as heated or ventilated seats, are available on the market. However, there is no straightforward method to evaluate thermal comfort at the contact surfaces nowadays. The aim of this work is to summarise information about heated and ventilated seats. These technologies use electrical heating and fan driven air to contact area in order to achieve enhanced comfort. It is also expected, that such measures may contribute to lower energy consumption. Yet, in real conditions it is almost impossible to measure the airflow through the ventilated seat directly. Therefore, there is a need for an approach that would correlate measurable physical phenomena with thermal comfort. For this reason, a method that exploits a measurement of temperatures and humidity at the contact area is proposed. Preliminary results that correlate comfort with measurable physical phenomena are demonstrated.

Seats of Productivity.

ERIC Educational Resources Information Center

Kennedy, Mike

2003-01-01

Discusses key factors to consider when selecting furniture for offices and other administrative areas, including flexibility, ergonomics, aesthetics, and cost. Includes a sidebar on dealing with bulky wiring at computer workstations. (EV)

mobilityRERC state of the science conference: Considerations for developing an evidence base for wheeled mobility and seating service delivery.

PubMed

Cohen, Laura; Greer, Nancy; Berliner, Elise; Sprigle, Stephen

2013-11-01

This article, developed as background content for discussion during the Mobility Rehabilitation Engineering Research Center State of the Science Conference, reviews research surrounding wheeled mobility and seating (WMS) service delivery, discusses the challenges of improving clinical decision-making, and discusses research approaches used to study and improve health services in other practice areas that might be leveraged to develop the evidence base for WMS. Narrative literature review. An overview of existing research found general agreement across models of WMS service delivery but little high quality evidence to support the recommended approaches and few studies of the relationship between service delivery steps and individual patient outcomes. The definition of successful clinical decision-making is different for different stakeholders. Clinical decision-making should incorporate the best available evidence along with patient values, preferences, circumstances, and clinical expertise. To advance the evidence base for WMS service delivery, alternatives to randomized controlled trials should be considered and reliable and valid outcome measures developed. Technological advances offer tremendous opportunities for individuals with complex rehabilitation technology needs. However, with ongoing scrutiny of WMS service delivery there is an increased need for evidence to support the clinical decision-making process and to support evidence-based coverage policies for WMS services and technologies. An evidence base for wheeled mobility and seating services is an important component of the clinical decision-making process. At present, there is little evidence regarding essential components of the wheeled mobility and seating evaluation or the relationship between the evaluation process and patient outcomes. Many factors can confound this relationship and present challenges to research in this area. All stakeholders (i.e. clinicians, rehabilitation technology suppliers, manufacturers, researchers, payers, policy makers, and wheelchair users) need to work together to develop and support an evidence base for wheeled mobility and seating service delivery.

Art into Science: Helicopter Fleet Replacement Squadron Operations in a Period of Transition

DTIC Science & Technology

2012-04-27

aircraft allocations during the transition period.11 The “Marine Sierra Hotel Aviation Readiness Program” (M-SHARP), implemented by Training and...students, healthy aircraft were flown continuously for long periods, with returning crews hot-seating, or switching seats with the outbound crews with...and other aspects of logistics system across the Naval Aviation Enterprise to align and create reliable throughput so that the appropriate levels of

The application of SEAT values for predicting how compliant seats with backrests influence vibration discomfort.

PubMed

Basri, Bazil; Griffin, Michael J

2014-11-01

The extent to which a seat can provide useful attenuation of vehicle vibration depends on three factors: the characteristics of the vehicle motion, the vibration transmissibility of the seat, and the sensitivity of the body to vibration. The 'seat effective amplitude transmissibility' (i.e., SEAT value) reflects how these three factors vary with the frequency and the direction of vibration so as to predict the vibration isolation efficiency of a seat. The SEAT value is mostly used to select seat cushions or seat suspensions based on the transmission of vertical vibration to the principal supporting surface of a seat. This study investigated the accuracy of SEAT values in predicting how seats with backrests influence the discomfort caused by multiple-input vibration. Twelve male subjects participated in a four-part experiment to determine equivalent comfort contours, the relative discomfort, the location of discomfort, and seat transmissibility with three foam seats and a rigid reference seat at 14 frequencies of vibration in the range 1-20 Hz at magnitudes of vibration from 0.2 to 1.6 ms(-2) r.m.s. The 'measured seat dynamic discomfort' (MSDD) was calculated for each foam seat from the ratio of the vibration acceleration required to cause similar discomfort with the foam seat and with the rigid reference seat. Using the frequency weightings in current standards, the SEAT values of each seat were calculated from the ratio of overall ride values with the foam seat to the overall ride values with the rigid reference seat, and compared to the corresponding MSDD at each frequency. The SEAT values provided good predictions of how the foam seats increased vibration discomfort at frequencies around the 4-Hz resonance but reduced vibration discomfort at frequencies greater than about 6.3 Hz, with discrepancies explained by a known limitation of the frequency weightings. Copyright © 2014 Elsevier Ltd and The Ergonomics Society. All rights reserved.

Cat allergen levels in public places in New Zealand.

PubMed

Martin, I R; Wickens, K; Patchett, K; Kent, R; Fitzharris, P; Siebers, R; Lewis, S; Crane, J; Holbrook, N; Town, G I; Smith, S

1998-09-25

Cat allergen (Fel d 1) is a known risk factor for asthma. Studies have demonstrated Fel d 1 in both public buildings and domestic dwellings where cats have never been. The aims of this study were to measure reservoir Fel d 1 levels in public buildings in New Zealand, to examine determinants of these levels and to compare them with previously measured domestic levels. Dust was obtained in two centres (Wellington and Christchurch) from hotels, hospitals, rest homes, churches, primary schools, childcare centres, cinemas, bank head offices and aeroplanes; and from North Island ski lodges. Measurements of temperature and relative humidity were taken. Information was collected on building characteristics. Fel d 1 levels (microg/g of fine dust) for floors (n=203), beds (n=64) and seats (n=24) were expressed as geometric means (95% confidence intervals). Detectable Fel d 1 levels were found in 95% of floor samples, 91% of bed samples and 100% of seat samples. Fel d 1 levels [geometric mean (95% confidence intervals)] were significantly higher on cinema and domestic aircraft seats [36.8 (20.8-65.3) microg/g and 33.3 (28.0-39.7) microg/g respectively] than on floors [3.6 (2.5-5.1) microg/g and 2.4 (1.8-3.0) microg/g respectively]. Floor Fel d 1 levels in the public buildings sampled were lower than those of domestic dwellings without cats [0.9 (0.6-1.4) microg/g vs 1.7 (1.2-2.4)] microg/g in Wellington and [2.0 (1.6-2.6) microg/g vs 4.0 (2.7-6.0] microg/g in Christchurch. After controlling for potential confounders, floor Fel d 1 levels were higher with carpeted floors (p<0.001) and lower in banks and hospitals (p<0.001). Fel d 1 levels in public buildings are low in New Zealand public places except for cinema and domestic aircraft seats where all but one sample had Fel d 1 levels potentially high enough to precipitate asthma symptoms in sensitised individuals.

Environmental and psychosocial factors affecting seat belt use among Turkish front-seat occupants in Ankara: two observation studies.

PubMed

Simşekoğlu, Ozlem; Lajunen, Timo

2008-01-01

Low seat belt use rate among car occupants is one of the main problems contributing to low driver and passenger safety in Turkey, where injury and fatality rates of car occupants are very high in traffic crashes. The present article consists of two observation studies, which were conducted in Ankara. The first study aimed at investigating environmental factors and occupant characteristics affecting seat belt use among front-seat occupants, and the objective of the second study was to investigate the relationship between driver and front-seat passenger seat belt use. In the first study, 4, 227 front-seat occupants (drivers or front seat passengers) were observed on four different road sides and, in the second study 1, 398 front seat occupants were observed in car parks of five different shopping centers in Ankara. In both observations, front-seat occupants' seat bet use (yes, no), sex (male, female), and age (< 30 years, 30-50 years, > 50 years) were recorded. The data were analyzed using chi-square statistics and binary logistic regression techniques. Results of the first study showed that seat belt use proportion among observed front seat occupants was very low (25%). Being female and traveling on intercity roads were two main factors positively related to use a seat belt among front-seat occupants. High correlations between seat belt use of the drivers and front-seat passengers were found in the second study. Overall, low seat belt use rate (25%) among the front-seat occupants should be increased urgently for an improved driver and passenger safety in Turkey. Seat belt campaigns especially tailored for male front-seat occupants and for the front-seat occupants traveling on city roads are needed to increase seat belt use rates among them. Also, both drivers and passengers may have an important role in enforcing seat belt use among themselves.

Heat generated during seating of dental implant fixtures.

PubMed

Flanagan, Dennis

2014-04-01

Frictional heat can be generated during seating of dental implants into a drill-prepared osteotomy. This in vitro study tested the heat generated by implant seating in dense bovine mandible ramus. A thermocouple was placed approximately 0.5 mm from the rim of the osteotomy during seating of each dental implant. Four diameters of implants were tested. The average temperature increases were 0.075°C for the 5.7-mm-diameter implant, 0.97°C for the 4.7-mm-diameter implant, 1.4°C for the 3.7-mm-diameter implant, and 8.6°C for the 2.5-mm-diameter implant. The results showed that heat was indeed generated and a small temperature rise occurred, apparently by the friction of the implant surface against the fresh-cut bone surface. Bone is a poor thermal conductor. The titanium of the implant and the steel of the handpiece are much better heat conductors. Titanium may be 70 times more heat conductive than bone. The larger diameter and displacement implant may act as a heat sink to draw away any heat produced from the friction of seating the implant at the bone-implant interface. The peak temperature duration was momentary, and not measured, but this was approximately less than 1 second. Except for the 2.5-mm-diameter implants, the temperature rises and durations were found to be below those previously deemed to be detrimental, so no clinically significant osseous damage would be expected during dental implant fixture seating of standard and large-diameter-sized implants. A 2.5-mm implant may generate detrimental heat during seating in nonvital bone, but this may be clinically insignificant in vital bone. The surface area and thermal conductivity are important factors in removing generated heat transfer at the bone-implant interface. The F value as determined by analysis of variance was 69.22, and the P value was less than .0001, demonstrating significant differences between the groups considered as a whole.

A statistical mechanics model for free-for-all airplane passenger boarding

DOE Office of Scientific and Technical Information (OSTI.GOV)

Steffen, Jason H.; /Fermilab

2008-08-01

I discuss a model for free-for-all passenger boarding which is employed by some discount air carriers. The model is based on the principles of statistical mechanics where each seat in the aircraft has an associated energy which reflects the preferences of travelers. As each passenger enters the airplane they select their seats using Boltzmann statistics, proceed to that location, load their luggage, sit down, and the partition function seen by remaining passengers is modified to reflect this fact. I discuss the various model parameters and make qualitative comparisons of this passenger boarding model with those that involve assigned seats. Themore » model can be used to predict the probability that certain seats will be occupied at different times during the boarding process. These results might provide a useful description of this boarding method. The model is a relatively unusual application of undergraduate level physics and describes a situation familiar to many students and faculty.« less

Two Seating Systems' Effects on an Adolescent With Cerebral Palsy and Severe Scoliosis.

PubMed

Lephart, Kim; Kaplan, Sandra L

2015-01-01

To compare physiological functioning, communication switch activation, and response accuracy in a 19-year-old young man with quadriplegic cerebral palsy and neurological scoliosis using 2 seating systems within the school setting. Prospective single-subject alternating treatment design with 2 conditions: baseline phase with standard planar inserts (A1), custom-molded back with original seat (B), and return to baseline (A2). Measures included oxygen saturation (SaO2), heart rate (HR), respiration rate (RR), body temperature (BT), processing time to activate switches, and response accuracy. SaO2 levels increased from "distressed" to "normal"; variability decreased. HR, RR, and BT fluctuations decreased with the custom-molded back. Processing time decreased with increased variability, affected by subject's motivation; accuracy improved slightly. Reported social approachability and student-initiated communication increased. SaO2 increased and HR, RR, and BT fluctuations decreased with a custom-molded back. Graphing data may help determine seating effect with complex clients.

Effect of Seating on Exposures to Whole-Body Vibration in Vehicles

NASA Astrophysics Data System (ADS)

PADDAN, G. S.; GRIFFIN, M. J.

2002-05-01

The vibration isolation efficiency of seating has been evaluated in 100 work vehicles in 14 categories (cars, vans, lift trucks, lorries, tractors, buses, dumpers, excavators, helicopters, armoured vehicles, mobile cranes, grass rollers, mowers and milk floats). Seat isolation efficiency, expressed by the SEAT value, was determined for all seats (67 conventional seats and 33 suspension seats) from the vertical acceleration measured on the floors and on the seats of the vehicles.For most categories of vehicle, the average SEAT value was less than 100%, indicating that the average seat provided some attenuation of vibration. However, there were large variations in SEAT values between vehicles within categories. Two alternative vibration frequency weightings (Wb from BS 6841, 1987; Wk from ISO 2631, 1997) yielded SEAT values that differed by less than 6%. Overall, the SEAT values determined by two alternative methods (the ratio of r.m.s. values and the ratio of vibration dose values) differed by less than 4·5% when using weighting Wb, although larger differences may be expected in some situations. The median SEAT value for the suspension seats was 84·6%; the median SEAT value for the conventional seats was 86·9% (based on weighting Wb and the ratio of r.m.s. values).Predicted SEAT values were obtained assuming that each seat could be interchanged between vehicles without altering its transmissibility. The calculations suggest that 94% of the vehicles investigated might benefit from changing the current seat to a seat from one of the other vehicles investigated. Although the predictions are based on assumptions that will not always apply, it is concluded that the severity of whole-body vibration exposures in many work environments can be lessened by improvements to seating dynamics.

16 CFR 1512.15 - Requirements for seat.

Code of Federal Regulations, 2011 CFR

2011-01-01

....) above the top of the seat surface at the point where the seat surface is intersected by the seat post axis. (b) Seat post. The seat post shall contain a permanent mark or ring that clearly indicates the... integrity of the seat post. This mark shall be located no less than two seat-post diameters from the lowest...

16 CFR 1512.15 - Requirements for seat.

Code of Federal Regulations, 2010 CFR

2010-01-01

....) above the top of the seat surface at the point where the seat surface is intersected by the seat post axis. (b) Seat post. The seat post shall contain a permanent mark or ring that clearly indicates the... integrity of the seat post. This mark shall be located no less than two seat-post diameters from the lowest...

Effect of Molding and Machining on Neoflon CTFE M400H Polychlorotrifluoroethylene Rod Stock and Valve Seat Properties

NASA Technical Reports Server (NTRS)

Waller, Jess M.; Newton, Barry E.; Beeson, Harold D.

2003-01-01

Since 1997 numerous fires have been reported to the Food and Drug Administration involving cylinder valves installed on medical use oxygen cylinders sold and operated within the United States. All of the cylinder valves in question had polychlorotrifluoroethylene (PCTFE) valve seats. Subsequent failure analysis showed that the main seat was the primary source of ignition. A review of the incidents involving cylinder valve fires indicated three possible ignition mechanisms: contaminant promotion, flow friction, and resonance. However, gas purity analysis showed that uncombusted, residual oxygen was within specification. Infrared and energy dispersive spectroscopy further showed that no contaminants or organic compounds were present in the remaining, uncombusted valve seat material or on seat plug surfaces. Therefore, contaminant-promoted ignition did not appear to be responsible for the failures. Observations of extruded material along the outer edge of the coined or loaded seat area produced by cylinder overuse or poppet overload led to concerns that accelerated gas flow across a deformed seat surface could generate enough localized heating to ignite the polymeric seat. Low molecular weight or highly amorphous quick-quenched PCTFE grades might be expected to be especially prone to this type of deformation. Such a failure mechanism has been described as flow friction; however, the corresponding mechanistic parameters are poorly understood. Subsequent revelation of low-temperature dimensional instability by thermomechanical analysis (TMA) in a variety of PCTFE sheet and rod stock samples led to new concerns that PCTFE valve seats could undergo excessive expansion or contraction during service. During expansion, additional extrusion and accompanying flow friction could occur. During contraction, a gap between the seal and adjacent metal surfaces could form. Gas flowing past the gap could, in turn, lead to resonance heating and subsequent ignition as described in ASTM Guide for Evaluation Nonmetallic Materials for Oxygen Service (G 63). Attempts to uncover the origins of the observed dimensional instability were hindered by uncertainties about resin grade, process history, and post-process heat history introduced by machining, annealing, and sample preparation. An approach was therefore taken to monitor property changes before and after processing and machining using a single, well-characterized lot of Neoflon CTFE.1 M400H resin. A task group consisting of the current PCTFE resin supplier, two molders, and four valve seat manufacturers was formed, and phased testing on raw resin, intermediate rod stock, and finished valve seats initiated. The effect of processing and machining on the properties of PCTFE rod stock and oxygen gas cylinder valve seats was then determined. Testing focused on two types of extruded rod stock and one type of compression-molded rod stock. To accommodate valve seat manufacturer preferences for certain rod stock diameters, two representative diameters were used (4.8 mm (0.1875 in.) and 19.1 mm (0.75 in.)). To encompass a variety of possible sealing configurations, seven different valve seat types with unique geometries or machining histories were tested. The properties investigated were dimensional stability as determined by TMA, specific gravity, differential scanning calorimetry (DSC), compressive strength, zero strength time, and intrinsic viscosity. Findings are discussed in the context of polymer structure-process-property relationships whenever possible.

An efficient workflow to accurately compute groundwater recharge for the study of rainfall-triggered deep-seated landslides, application to the Séchilienne unstable slope (western Alps)

NASA Astrophysics Data System (ADS)

Vallet, A.; Bertrand, C.; Fabbri, O.; Mudry, J.

2015-01-01

Pore water pressure build-up by recharge of underground hydrosystems is one of the main triggering factors of deep-seated landslides. In most deep-seated landslides, pore water pressure data are not available since piezometers, if any, have a very short lifespan because of slope movements. As a consequence, indirect parameters, such as the calculated recharge, are the only data which enable understanding landslide hydrodynamic behaviour. However, in landslide studies, methods and recharge-area parameters used to determine the groundwater recharge are rarely detailed. In this study, the groundwater recharge is estimated with a soil-water balance based on characterisation of evapotranspiration and parameters characterising the recharge area (soil available water capacity, runoff and vegetation coefficient). A workflow to compute daily groundwater recharge is developed. This workflow requires the records of precipitation, air temperature, relative humidity, solar radiation and wind speed within or close to the landslide area. The determination of the parameters of the recharge area is based on a spatial analysis requiring field observations and spatial data sets (digital elevation models, aerial photographs and geological maps). This study demonstrates that the performance of the correlation with landslide displacement velocity data is significantly improved using the recharge estimated with the proposed workflow. The coefficient of determination obtained with the recharge estimated with the proposed workflow is 78% higher on average than that obtained with precipitation, and is 38% higher on average than that obtained with recharge computed with a commonly used simplification in landslide studies (recharge = precipitation minus non-calibrated evapotranspiration method).

Development of a method for rating climate seat comfort

NASA Astrophysics Data System (ADS)

Scheffelmeier, M.; Classen, E.

2017-10-01

The comfort aspect in the vehicle interior is becoming increasingly important. A high comfort level offers the driver a good and secure feeling and has a strong influence on passive traffic safety. One important part of comfort is the climate aspect, especially the microclimate that emerges between passenger and seat. In this research, different combinations of typical seat materials are used. Fourteen woven and knitted fabrics and eight leathers and its substitutes for the face fabric layer, one foam, one non-woven and one 3D spacer for the plus pad layer and for the support layer three foam types with variations in structure and raw material as well as one rubber hair structure were investigated. To characterise this sample set by thermo-physiological aspects (e.g. water vapour resistance Ret, thermal resistance Rct, buffering capacity of water vapour Fd) regular and modified sweating guarded hotplates were used according to DIN EN ISO 11092. The results of the material characterisation confirm the common knowledge that seat covers out of textiles have better water vapour resistance values than leathers and its substitutes. Subject trials in a driving simulator were executed to rate the subjective sensation while driving in a vehicle seat. With a thermal, sweating Manikin (Newton Type, Thermetrics) objective product measurements were carried out on the same seat. Indeed the subject trials show that every test subject has his or her own subjective perception concerning the climate comfort. The results of the subject trials offered the parameters for the Newton measuring method. Respectively the sweating rate, sit-in procedure, ambient conditions and sensor positions on and between the seat layers must be comparable with the subject trials. By taking care of all these parameters it is possible to get repeatable and reliable results with the Newton Manikin. The subjective feelings of the test subjects, concerning the microclimate between seat and passenger, provide the evaluation of the Manikins output (Rc and Re values).

Mineral resource potential map of the Dolly Ann Roadless Area, Alleghany County, Virginia

USGS Publications Warehouse

Lesure, Frank G.; Jones, Jay G.

1983-01-01

The Dolly Ann Roadless Area comprises 7,900 acres (3,200 ha) in the George Washington National Forest in the Valley and Ridge physiographic province of west-central Virginia. The area is at the southern ·end of Warm Springs Mountain in Alleghany County just northeast of Covington, the county seat (index map). U.S. Highway 220 forms part of the western boundary, and U.S. Forest Service Road 125, which parallels Pounding Mill Creek, forms the eastern boundary. The principal streams draining the area are Pounding Mill Creek, Dry Run, and Roaring Run, all tributaries of the Jackson River. The highest point in the area is Big Knob at the north end, 4,072 ft (1241 m) above sea level; the lowest points, about 1,400 ft (427 m) above sea level, are at the south side, along Dry Run and Pounding Mill Creek. In general, the hill slopes are steep and heavily wooded with second- or third-growth hardwoods and scattered pine and hemlock. Dolly Ann Hollow near the east end of the area is a steep, boulder-strewn gorge, quite picturesque, but containing no good trails. A good trail up Dry Run connects a trail crossing the ridge between Bald Knob and Big Knob. No other trails cross the area.

Ergonomics related to seating arrangements in the classroom: worst in South East Asia? The situation in Sri Lankan school children.

PubMed

Jayaratne, I L K; Fernando, D N

2009-01-01

Sri Lanka is a resource-poor country in the South-East Asian region with good health indices. Ergonomics of children in educational environments is still novel in the region. An exploration into such issues and dissemination of the scientific evidence will stimulate policy makers in both education and health sector. An important ergonomic issue of the classroom is the seating arrangement. Essential aspects of seating include location of the chair and desk in relation to the blackboard and features of the chair and desk. Musculoskeletal pain is considered to be the most important negative effect due to mismatched ergonomics. A school-based descriptive cross sectional study was carried out in a district of Sri Lanka to ascertain the distribution of selected ergonomic factors related to seating arrangements in the classroom of school-going early adolescents and to assess their relationship to musculoskeletal pain. A sample of 1607 school children of Grade 6,7 and 8 were selected using stratified multi-stage cluster sampling method. There were 52.1% (N=838) females and 47.9% (N=769) males. Many ergonomic aspects related to classroom seating arrangements are not conducive for children. Children were seated with a mean distance of 398.04 cm (SD=132.09) to the blackboard. Nearly 23% of children had to turn more than 45~degrees to see the blackboard. A prevalence of > 80% mismatch was found between body dimensions of children and measurements of furniture. Musculoskeletal pain may have resulted from efforts to maintain stability while seated in incompatible furniture. Nearly 36% children complained of recurrent musculoskeletal pain. Musculoskeletal pain may have resulted from efforts to maintain stability while seated in incompatible furniture. Mismatched seat depth - buttock-popliteal length posed 1.59 times risk recurrent musculoskeletal pain. Despite, children perceived a good chair comfort. Use of backrest lowered the risk of recurrent pain. Results shows that programme planners can utilize such evidence to provide simple ergonomic solutions at national and school level.

Health risk assessment of exposures to a high molecular weight plasticizer present in automobile interiors.

PubMed

Perez, Angela L; Liong, Monty; Plotkin, Kevin; Rickabaugh, Keith P; Paustenbach, Dennis J

2017-01-01

This study provides an exposure and risk assessment of diundecyl phthalate (DUP), a high molecular weight phthalate plasticizer present in automobile interiors. Total daily intake of DUP was calculated from DUP measured in wipe samples from vehicle seats from six automobiles. Four of the vehicles exhibited atypical visible surface residue on the seats. Two vehicles with no visible surface residue were sampled as a comparison. DUP was the predominant organic compound identified in each of the wipes from all seats. A risk assessment of DUP via oral, dermal, and inhalation routes resulting from contact with automobile seats was conducted. The mean, standard deviation, and maximum DUP concentrations on the seats with visible surface residue were 6983 ± 7823 μg/100 cm 2 and 38300 μg/100 cm 2 , respectively. The mean and 95th percentile of the mean for daily cumulative dose of DUP for all exposure routes for the seats with no visible surface residue ranged from 7 × 10 -4 to 4 × 10 -3  mg/kg-day and from 8 × 10 -4 to 5 × 10 -3  mg/kg-day, respectively. For seats with visible surface residue, cumulative doses ranged from 2 × 10 -3 to 2 × 10 -2  mg/kg-day and from 4 × 10 -3 to 2 × 10 -2  mg/kg-day, respectively. The estimated daily intake (contact or absorbed dose) of DUP from automobile seats were far lower than the NOAELs reported in and derived from animal studies, and are well below the reported Registration, Evaluation, Authorisation and Restriction of Chemicals (REACH) Derived No Effect Levels (DNELs) for the general population. Based on this analysis, using virtually any benchmark for evaluating safety, exposure to DUP via automobile seat covers did not pose a measureable increased health-risk in any population under any reasonably plausible exposure scenario. Copyright © 2016 Elsevier Ltd. All rights reserved.

Modeling study of seated reach envelopes based on spherical harmonics with consideration of the difficulty ratings.

PubMed

Yu, Xiaozhi; Ren, Jindong; Zhang, Qian; Liu, Qun; Liu, Honghao

2017-04-01

Reach envelopes are very useful for the design and layout of controls. In building reach envelopes, one of the key problems is to represent the reach limits accurately and conveniently. Spherical harmonics are proved to be accurate and convenient method for fitting of the reach capability envelopes. However, extensive study are required on what components of spherical harmonics are needed in fitting the envelope surfaces. For applications in the vehicle industry, an inevitable issue is to construct reach limit surfaces with consideration of the seating positions of the drivers, and it is desirable to use population envelopes rather than individual envelopes. However, it is relatively inconvenient to acquire reach envelopes via a test considering the seating positions of the drivers. In addition, the acquired envelopes are usually unsuitable for use with other vehicle models because they are dependent on the current cab packaging parameters. Therefore, it is of great significance to construct reach envelopes for real vehicle conditions based on individual capability data considering seating positions. Moreover, traditional reach envelopes provide little information regarding the assessment of reach difficulty. The application of reach envelopes will improve design quality by providing difficulty-rating information about reach operations. In this paper, using the laboratory data of seated reach with consideration of the subjective difficulty ratings, the method of modeling reach envelopes is studied based on spherical harmonics. The surface fitting using spherical harmonics is conducted for circumstances both with and without seat adjustments. For use with adjustable seat, the seating position model is introduced to re-locate the test data. The surface fitting is conducted for both population and individual reach envelopes, as well as for boundary envelopes. Comparison of the envelopes of adjustable seat and the SAE J287 control reach envelope shows that the latter is nearly at the middle difficulty level. It is also found that the abilities of reach envelope models in expressing the shape of the reach limits based on spherical harmonics depends both on the terms in the model expression and on the data used to fit the envelope surfaces. Copyright © 2016 Elsevier Ltd. All rights reserved.

Modeling the Impact of Space Suit Components and Anthropometry on the Center of Mass of a Seated Crewmember

NASA Technical Reports Server (NTRS)

Blackledge, Christopher; Margerum, Sarah; Ferrer, Mike; Morency, Richard; Rajulu, Sudhakar

2010-01-01

The Crew Impact Attenuation System (CIAS) is the energy-absorbing strut concept that dampens Orion Crew Exploration Vehicle (CEV) landing loads to levels sustainable by the crew. Significant COM variations across suited crew configurations would amplify the inertial effects of the pallet and potentially create unacceptable crew loading during launch and landing. The objective of this study was to obtain data needed for dynamic simulation models by quantifying the effects of posture, suit components, and the expected range of anthropometry on the COM of a seated individual. Several elements are required for the COM calculation of a suited human in a seated position: anthropometry, body segment mass, suit component mass, suit component location relative to the body, and joint angles defining the seated posture. Three-dimensional (3D) human body models, suit mass data, and vector calculus were utilized to compute the COM positions for 12 boundary manikins in two different seated postures. The analysis focused on two objectives: (1) quantify how much the wholebody COM varied from the smallest to largest subject and (2) quantify the effects of the suit components on the overall COM in each seat configuration. The location of the anterior-posterior COM varied across all boundary manikins by about 7 cm, and the vertical COM varied by approximately 9 to 10 cm. The mediolateral COM varied by 1.2 cm from the midline sagittal plane for both seat configurations. The suit components caused an anterior shift of the total COM by approximately 2 cm and a shift to the right along the mediolateral axis of 0.4 cm for both seat configurations. When the seat configuration was in the standard posture the suited vertical COM shifted inferiorly by as much as 1 cm, whereas in the CEV posture the vertical COM had no appreciable change. These general differences were due to the high proportion of suit mass located in the boots and lower legs and their corresponding distance from the body COM, as well as to the prevalence of suit components on the right side of the body.

Seat belt and child seat use in Lipetskaya Oblast, Russia: frequencies, attitudes, and perceptions.

PubMed

Ma, Sai; Tran, Nhan; Klyavin, Vladimir E; Zambon, Francesco; Hatcher, Kristin W; Hyder, Adnan A

2012-01-01

Despite the importance of understanding seat belt use patterns among drivers and passengers for the purpose of direct interventions or monitoring improvements, no study has described wearing rates for all seat positions in Russia. This study describes observed seat belt use and knowledge, attitudes, and perceptions of seat belt use in Lipetskaya Oblast, Russia. An observational study on the use of seat belts and child restraints in the Lipetskaya region conducted during October 2010 collected data in 6 districts and on 3 different road types. A roadside survey gathered information on knowledge, attitudes, and perceptions toward the use of seat belts from randomly selected drivers. Frequencies of seat belt use by seat position, gender, and road type were calculated. A multivariable logit model disclosed the associations between seat belt use and sociodemographic factors. The study design permitted comparison of observed seat belt use to self-reported seat belt use. A total of 25,795 vehicles and 39,833 drivers and passengers contributed observations. Overall, 55 percent of drivers were observed to be using seat belts. More than half (58%) of front seat passengers wore seat belts and only 9 percent of back seat passengers were observed to be wearing seat belts; 11 percent of cars with children had any type of child safety measure. Drivers on urban roads were less likely to wear seat belts compared to those on main highways and rural roads. Nearly 60 percent of survey respondents mentioned "seat belts save lives," and more than half mentioned law requirements and fines. Although the observed seat belt use in Lipetskaya Oblast is much higher than previous estimates in Russia, overall wearing rates remain far from universal. Rear seat passengers and children are particularly at risk. Because combined education and enforcement has proven to be effective elsewhere, such interventions are needed to improve seat belt use.

A comparison of self-report and direct observation of booster seat use in Latino families.

PubMed

Quistberg, D Alex; Lozano, Paula; Mack, Christopher D; Schwartz, Rachel; Ebel, Beth E

2010-08-01

To develop a reliable self-report tool for measuring child booster seat use among Latino families. Cross-sectional and observational survey of a convenience sample. Five retail stores in King County, Washington. 50 parents of children 4-8 years old that self-identified as Latino or Hispanic. Parent-reported measures of how often the child uses a booster seat, if the child used a booster seat on the last trip, how often the child complains about using a booster seat, how often the child asks to not use a booster seat, and how often other families they know use a booster seat. Observed booster seat use by child. 26 children (52%) were observed using a booster seat. Parent-reported booster seat use was a poor predictor of observed booster seat use. Although 34 parents reported that their child 'always' uses a booster seat, 8 (24%) of these children were not using a booster seat. A logistic model to predict booster seat use had a sensitivity of 81% and a specificity of 71%, and misclassified 24% of the participants' observed use. Reliance on parent-reported booster seat use significantly overstated observed booster seat use in the study. Among this study population, accurate determination of booster seat use required direct observation.

Committing driving violations: an observational study comparing city, town and village.

PubMed

Rosenbloom, Tova; Ben-Eliyahu, Adar; Nemrodov, Dan; Biegel, Ariela; Perlman, Amotz

2009-01-01

This article compares observed driving behavior in a city, a town, and a village. Unobtrusive observations were made at intersections in each residential type. Five violation types were observed: (a) not wearing a seat belt (seat belt violation); (b) not using a safety seat for a child (safety seat violation for children); (c) not using a speaker while speaking on the phone (on-phone violation); (d) failing to comply with a 'give way' sign ('give way' sign violation); and (e) stopping in an undesignated area (undesignated stop violation). It was expected that in accordance with the anonymity hypothesis that the bigger residential areas' rate of traffic violations would be higher. The effects of the residential type, drivers' gender, and age were assessed using the multiple regression model. The stepwise method of evaluation was employed. The model converged on step 3 (Adjusted R square=0.039). Residential type and gender contributed significantly to the model. Consistent with prior research, male drivers committed more violations than female drivers. Chi-square analyses were used to test the distribution of violations by the settlement types. Overall, more drivers committed violations in the two small residential areas than in the city, with 30% of city drivers, 43% of town drivers, and 51% of village drivers committing at least one violation (chi2 (2)=37.65, p<0.001). Moreover, in the town and the village, a combination of one or more violations was committed more often than in the city(chi2 (1)=34.645, p<0.001). Accordingly, more drivers committed violations in the two small settlements (48.4%) than in the city (30.6%). Possible explanations for the observed results were provided in the Discussion section. The conclusions of this paper are that drivers in small villages tend to disobey traffic laws. Therefore, efforts have to be made in companies to take this issue in consideration while running fleets in companies located in small places far from the center.

Promote pressure ulcer healing in individuals with spinal cord injury using an individualized cyclic pressure-relief protocol.

PubMed

Makhsous, Mohsen; Lin, Fang; Knaus, Evan; Zeigler, Mary; Rowles, Diane M; Gittler, Michelle; Bankard, James; Chen, David

2009-11-01

To evaluate whether an individualized cyclic pressure-relief protocol accelerates wound healing in wheelchair users with established pressure ulcers (PrUs). Randomized controlled study. Spinal cord injury clinics. Forty-four subjects, aged 18-79 years, with a Stage II or Stage III PrU, were randomly assigned to the control (n = 22) or treatment (n = 22) groups. Subjects in the treatment group used wheelchairs equipped with an individually adjusted automated seat that provided cyclic pressure relief, and those in the control group used a standard wheelchair. All subjects sat in wheelchairs for a minimum of 4 hours per day for 30 days during their PrU treatment. Wound characteristics were assessed using the Pressure Ulcer Scale for Healing (PUSH) tool and wound dimensions recorded with digital photographs twice a week. Median healing time for a 30% healing relative to initial measurements, the percentage reduction in wound area, and the percentage improvement in PUSH score achieved at the end of the trial were compared between groups. At the end of 30 days, both groups demonstrated a general trend of healing. However, the treatment group was found to take significantly less time to achieve 30% healing for the wound measurement compared with the control group. The percentage improvement of the wound area and PUSH scores were greater in using cyclic seating (45.0 +/- 21.0, P < .003; 29.9 +/- 24. 6, P < .003) compared with standard seating (10.2 +/- 34.9, 5.8 +/- 9.2). The authors' findings show that cyclically relieving pressure in the area of a wound for seated individuals can greatly aid wound healing. The current study provides evidence that the individualized cyclic pressure-relief protocol helps promote pressure wound healing in a clinical setting. The authors concluded that the individualized cyclic pressure relief may have substantial benefits in accelerating the healing process in wheelchair users with existing PrUs, while maintaining the mobility of individuals with SCI during the PrU treatment.

Parental willingness to pay for child safety seats in Mashad, Iran

PubMed Central

2011-01-01

Background Iran has one of the highest rates of road traffic crash death rates throughout the world and road traffic injuries are the leading cause of years of life lost in the country. Using child car safety seats is not mandatory by law in Iran. The purpose of this research was to determine the parental willingness to pay (WTP) for child restraints in Mashad, the second most populated city in Iran with one of the highest rates of road traffic-related deaths. Methods We surveyed 590 car-owner parents of kindergarten children who were willing to participate in the study in the year 2009. We asked them about the maximum amount of money they were willing to pay for car safety seats using contingent valuation method. Results The mean age of children was 33.5 months. The median parental WTP for CSS was about $15. Considering the real price of CSSs in Iran, only 12 percent of responders could be categorized as being willing to pay for it. Family income level was the main predictor of being willing to pay. Conclusions The median parental WTP was much lower than the actual price of the safety seats, and those who were of lower socio-economic class were less willing to pay. Interventions to increase low-income families' access to child safety seats such as providing free of charge or subsidized seats, renting or health insurance coverage should be considered. PMID:21548995

The Effect of Cycling Intensity on Cycling Economy During Seated and Standing Cycling.

PubMed

Arkesteijn, Marco; Jobson, Simon; Hopker, James; Passfield, Louis

2016-10-01

Previous research has shown that cycling in a standing position reduces cycling economy compared with seated cycling. It is unknown whether the cycling intensity moderates the reduction in cycling economy while standing. The aim was to determine whether the negative effect of standing on cycling economy would be decreased at a higher intensity. Ten cyclists cycled in 8 different conditions. Each condition was either at an intensity of 50% or 70% of maximal aerobic power at a gradient of 4% or 8% and in the seated or standing cycling position. Cycling economy and muscle activation level of 8 leg muscles were recorded. There was an interaction between cycling intensity and position for cycling economy (P = .03), the overall activation of the leg muscles (P = .02), and the activation of the lower leg muscles (P = .05). The interaction showed decreased cycling economy when standing compared with seated cycling, but the difference was reduced at higher intensity. The overall activation of the leg muscles and the lower leg muscles, respectively, increased and decreased, but the differences between standing and seated cycling were reduced at higher intensity. Cycling economy was lower during standing cycling than seated cycling, but the difference in economy diminishes when cycling intensity increases. Activation of the lower leg muscles did not explain the lower cycling economy while standing. The increased overall activation, therefore, suggests that increased activation of the upper leg muscles explains part of the lower cycling economy while standing.

Attitudes towards child restrains and seat belts usage in the learned population of Karachi, Pakistan.

PubMed

Siddiqui, Emaduddin; Ejaz, Kiran; Waheed, Shahan; Kazi, Ghazala Irfan; Khursheed, Munawar

2014-01-01

Motor vehicles crashes (MVCs) are the leading cause of injury related morbidity and mortality in developed countries. Recent evidence proves that properly used child seat belts can dramatically reduce the risk of severe and life-threatening injury from MVCs. There are rarities of thought and inspiration regarding the use of child seat belts in our society and region, therefore we lack of data regarding factors and paucity of usage of child seat belts in motor vehicles. This study aimed to assess the knowledge and attitudes of child seat belt usage among the educated population in Karachi, Pakistan. Altogether 304 employees were investigated. They were employees of Aga Khan University who were using their cars and having children younger than 10 years old. A cross sectional observational study was designed, and a 36-item questionnaire in English was used to collect data on participants' demographic details, designation, educational level, economic status, validity of driving license, number of children and cars, availability of adult seat belts and child seat belts along with their functionality, awareness, knowledge and attitude toward its use, and reason of not using these devices. SPSS version 20 for Windows was used to analyze the data and the Chi-square test was used. Totally 290 participants were recruited with a response rate of 72% (212). Of 212 participants, 126 (59%) were male. 154 (72.6%) participants had valid driver licenses, and 154 (72.6%) had adult seat belts in their vehicles. Only 32 (15%) reported regular use of adult seat belts. Although 168 (79.2%) participants had some knowledge about child restrains (CRs), only 65 (22%) had CRs in their cars. Eighty-two (38.7%) participants got the knowledge about CRs and seat belts from media. Mothers were more concerned about the use of CRs than fathers. Only 14 (6.6%) parents were found to use both adult and child seat belts all the time. Of the 157 parents who did not us use CRs, 42 considered unnecessary, 35 lacked relevant knowledge. But 15 parents used CR against their children's wills. The pattern of CR usage among the employees at Aga Khan University, Karachi is dictated by the unavailability of CR, followed by ignorance, inconvenience, and non-acceptance by their children. The important issue of CR has consistently been ignored over the years and it has never gained enough popularity in Pakistan.

An experimental study for determining human discomfort response to roll vibration

NASA Technical Reports Server (NTRS)

Leatherwood, J. D.; Dempsey, T. K.; Clevenson, S. A.

1976-01-01

An experimental study using a passenger ride quality apparatus (PRQA) was conducted to determine the subjective reactions of passengers to roll vibrations. The data obtained illustrate the effect upon human comfort of several roll-vibration parameters: namely, roll acceleration level, roll frequency, and seat location (i.e., distance from axis of rotation). Results of an analysis of variance indicated that seat location had no effect on discomfort ratings of roll vibrations. The effect of roll acceleration level was significant, and discomfort ratings increased markedly with increasing roll acceleration level at all roll frequencies investigated. Of particular interest, is the fact that the relationship between discomfort ratings and roll acceleration level was linear in nature. The effect of roll frequency also was significant as was the interaction between roll acceleration level and roll frequency.

Seat strength in rear body block tests.

PubMed

Viano, David C; White, Samuel D

2016-07-03

This study collected and analyzed available testing of motor vehicle seat strength in rearward loading by a body block simulating the torso of an occupant. The data were grouped by single recliner, dual recliner, and all belts to seat (ABTS) seats. The strength of seats to rearward loading has been evaluated with body block testing from 1964 to 2008. The database of available tests includes 217 single recliner, 65 dual recliner, and 18 ABTS seats. The trends in seat strength were determined by linear regression and differences between seat types were evaluated by Student's t-test. The average peak moment and force supported by the seat was determined by decade of vehicle model year (MY). Single recliner seats were used in motor vehicles in the 1960s to 1970s. The average strength was 918 ± 224 Nm (n = 26) in the 1960s and 1,069 ± 293 Nm (n = 65) in the 1980s. There has been a gradual increase in strength over time. Dual recliner seats started to phase into vehicles in the late 1980s. By the 2000s, the average strength of single recliner seats increased to 1,501 ± 335 Nm (n = 14) and dual recliner seats to 2,302 ± 699 Nm (n = 26). Dual recliner seats are significantly stronger than single recliner seats for each decade of comparison (P < .001). The average strength of ABTS seats was 4,395 ± 1,185 in-lb for 1989-2004 MY seats (n = 18). ABTS seats are significantly stronger than single or dual recliner seats (P < .001). The trend in ABTS strength is decreasing with time and converging toward that of dual recliner seats. Body block testing is an quantitative means of evaluating the strength of seats for occupant loading in rear impacts. There has been an increase in conventional seat strength over the past 50 years. By the 2000s, most seats are 1,700-3,400 Nm moment strength. However, the safety of a seat is more complex than its strength and depends on many other factors.

Paramedic Physical Demands Analysis

DTIC Science & Technology

2014-07-01

The five national sites included: British Columbia Ambulance Service (Vancouver, British Columbia - Metro catchment area ), Superior North Emergency...routinely drove within their assigned catchment area between calls, in addition to their driving duties on route to and from a call. Figure 10...been spent driving the ambulance roaming through their catchment area , seated in the ambulance or in a satellite station awaiting a call, or

Seated limits-of-stability of athletes with disabilities with regard to competitive levels and sport classification.

PubMed

Santos, P B R; Vigário, P S; Mainenti, M R M; Ferreira, A S; Lemos, T

2017-12-01

In this study, we asked whether wheelchair rugby (WR) classification and competitive level influence trunk function of athletes with disabilities, in terms of seated limits-of-stability (LoS). Twenty-eight athletes were recruited from international- and national-level WR teams, with each group exhibiting marked differences in years of sports practice and training volume. Athletes were also distributed into three groups according their classification: low-point (0.5-1.5-point); mid-point (2.0-2.5-point); and high-point (3.0-3.5-point). Athletes were asked to sit on a force platform and to lean the body as far as possible in eight predefined directions. Center of pressure (COP) coordinates were calculated from the ground reaction forces acquired with the force platform. LoS were computed as the area of ellipse adjusted to maximal COP excursion achieved for the eight directions. ANOVAs reveal that LoS were not different when international- and national-level players were compared (P=.744). Nevertheless, LoS were larger in players from the high-point group than from the low-point group (P=.028), with the mid-point group being not different from both (P>.194). In summary, (i) competitive level does not impact LoS measures and (ii) LoS are remarkably distinct when comparing both extremes of the WR classification range. Our results suggest that, as a training-resistant measure, LoS could be a valid assessment of trunk impairment, potentially contributing to the development of an evidence-based WR classification. © 2017 John Wiley & Sons A/S. Published by John Wiley & Sons Ltd.

Healthy Environments for Children

MedlinePlus

... LIVE IN OVER- POPULATED AREAS... ...WITHOUT WATER, WITHOUT ELECTRICITY, WITHOUT SANITATION AND WITHOUT ADEQUATE FOOD! THAT’S WHEN ... EVERYONE WEARS A HELMET WHEN BIKING. IN THE CAR, CHILDREN SHOULD SIT IN THE BACK SEAT AND ...

Seating Considerations for Spaceflight: The Human to Machine Interface

NASA Technical Reports Server (NTRS)

Gohmert, Dustin M.

2011-01-01

Seating is one of the most critical components to be considered during design of a spacecraft. Since seats are the final interface between the occupant and the vehicle wherein all launch and landing operations are performed, significant effort must be spent to ensure proper integration of the human to the spacecraft. The importance of seating can be divided into two categories: seat layout and seat design. The layout of the seats drives the overall cabin configuration - from displays and controls, to windows, to stowage, to egress paths. Since the layout of the seats is such a critical design parameter within the crew compartment, it is one of the first design challenges that must be completed in the critical path of the spacecraft design. In consideration of seat layout in the vehicle, it is important for the designers to account for often intangible factors such as safety, operability, contingency performance, crew rescue. Seat layout will lead to definition of the quantity, shape, and posture of the seats. The seats of the craft must restrain and protect the occupant in all seated phases of flight, while allowing for nominal mission performance. In design of a spacecraft seat, the general posture of the occupant and the landing loads to be encountered are the greatest drivers of overall design. Variances, such as upright versus recumbent postures will dictate fit of the seat to the occupant and drive the total envelope of the seat around the occupant. Seat design revolves around applying sound principles of seated occupant protection coupled with the unique environments driven by the seat layout, landing loads, and operational and emergency scenarios.

Seat belt pre-pretensioner effect on child-sized dummies during run-off-road events.

PubMed

Stockman, Isabelle; Bohman, Katarina; Jakobsson, Lotta

2017-05-29

Run-off-road events occur frequently and can result in severe consequences. Several potential injury-causing mechanisms can be observed in the diverse types of run-off-road events. Real-world data show that different types of environments, such as rough terrain, ditch types, and whether multiple events occur, may be important contributing factors to occupant injury. Though countermeasures addressing front seat occupants have been presented, studies on rear seat occupant retention in situations such as run-off-road events are lacking. The aim of this study was to investigate the seat belt pre-pretensioner effect on rear-seated child-sized anthropomorphic test devices (ATDs) during 2 different types of run-off-road events. The study was carried out using 2 test setups: a rig test with a vehicle rear seat mounted on a multi-axial robot simulating a road departure event into a side ditch and an in-vehicle test setup with a Volvo XC60 entering a side ditch with a grass slope, driving inside the ditch, and returning back to the road from the ditch. Potential subsequent rollovers or impacts were not included in the test setups. Three different ATDs were used. The Q6 and Q10 were seated on an integrated booster cushion and the Hybrid III (HIII) 5th percentile female was positioned directly on the seat. The seat belt retractor was equipped with a pre-pretensioner (electrical reversible retractor) with 3 force level settings. In addition, reference tests with the pre-pretensioner inactivated were run. Kinematics and the shoulder belt position were analyzed. In rig tests, the left-seated ATD was exposed to rapid inboard lateral loads relative to the vehicle. The displacement for each ATD was reduced when the pre-pretensioner was activated compared to tests when it was inactivated. Maximum inboard displacement occurred earlier in the event for all ATDs when the pre-pretensioner was activated. Shoulder belt slip-off occurred for the Q6 and Q10 in tests where the pre-pretensioner was inactivated. During in-vehicle tests, the left-seated ATD was exposed to an inboard movement when entering the road again after driving in the ditch. The maximum inboard head displacement was reduced in tests where the pre-pretensioner was activated compared to tests in which it was inactivated. During both test setups, the activation of the pre-pretensioner resulted in reduced lateral excursion of the Q6, Q10, and HIII 5th percentile female due to the shoulder belt remaining on the shoulder and supporting the side of the lower torso. The results provide new insights into the potential benefits of using a pre-pretensioner to reduce kinematic responses during complex run-off-road events through supporting the seat belt to remain on the shoulder. This study addresses potential countermeasures to improve real-world protection of rear-seated children, and it provides a broader perspective including the influence of precrash kinematics.

Classroom furniture and anthropometric characteristics of Iranian high school students: proposed dimensions based on anthropometric data.

PubMed

Dianat, Iman; Karimi, Mohammad Ali; Asl Hashemi, Ahmad; Bahrampour, Samira

2013-01-01

The study evaluated the potential mismatch between classroom furniture dimensions and anthropometric characteristics of 978 Iranian high school students (498 girls, 480 boys), aged 15-18 years. Nine anthropometric measurements (stature, sitting height, sitting shoulder height, popliteal height, hip breadth, elbow-seat height, buttock-popliteal length, buttock-knee length and thigh clearance) and five dimensions from the existing classroom furniture were measured and then compared together (using match criterion equations) to identify any potential mismatch between them. The results indicated a considerable mismatch between body dimensions of the students and the existing classroom furniture, with seat height (60.9%), seat width (54.7%) and desktop height (51.7%) being the furniture dimensions with a higher level of mismatch. The levels of mismatch varied between the high-school grade levels and between genders, indicating their special requirements and possible problems. The proposed dimensions of the classroom furniture more appropriate for the students were given. This additional information on students' anthropometry can be used by local furniture industries as a starting point for designing more appropriate furniture for school children, or used by schools to aid in furniture selection. Copyright © 2012 Elsevier Ltd and The Ergonomics Society. All rights reserved.

16 CFR 1512.15 - Requirements for seat.

Code of Federal Regulations, 2014 CFR

2014-01-01

...) above the top of the seat surface at the point where the seat surface is intersected by the seat post axis. This requirement does not apply to recumbent bicycles. (b) Seat post. The seat post shall contain... adjustment); the mark shall not affect the structural integrity of the seat post. This mark shall be located...

16 CFR § 1512.15 - Requirements for seat.

Code of Federal Regulations, 2013 CFR

2013-01-01

...) above the top of the seat surface at the point where the seat surface is intersected by the seat post axis. This requirement does not apply to recumbent bicycles. (b) Seat post. The seat post shall contain... adjustment); the mark shall not affect the structural integrity of the seat post. This mark shall be located...

16 CFR 1512.15 - Requirements for seat.

Code of Federal Regulations, 2012 CFR

2012-01-01

...) above the top of the seat surface at the point where the seat surface is intersected by the seat post axis. This requirement does not apply to recumbent bicycles. (b) Seat post. The seat post shall contain... adjustment); the mark shall not affect the structural integrity of the seat post. This mark shall be located...

76 FR 64795 - Airworthiness Directives; Sicma Aero Seat Passenger Seat Assemblies Installed on Various...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-10-19

... Airworthiness Directives; Sicma Aero Seat Passenger Seat Assemblies Installed on Various Transport Category..., 91xx, 92xx, 93xx, 95xx, and 96xx series passenger seat assemblies, installed on various transport... seat assemblies identified in Annex 1, Issue 2, dated March 19, 2004, of Sicma Aero Seat Service...

Illiteracy in Devon During the Industrial Revolution, 1754-1844

ERIC Educational Resources Information Center

Stephens, W. B.

1976-01-01

Indicates the likelihood that the initial period of the Industrial Revolution was one of deteriorating educational standards in most areas, especially in those that were seats of displaced domestic textile industries. (Author)

49 CFR 37.167 - Other service requirements.

Code of Federal Regulations, 2011 CFR

2011-10-01

... locations. (4) In all signage designating priority seating areas for elderly persons and persons with... route vehicles when they are acquired by the entity or to new or replacement signage in the entity's...

49 CFR 37.167 - Other service requirements.

Code of Federal Regulations, 2014 CFR

2014-10-01

... locations. (4) In all signage designating priority seating areas for elderly persons and persons with... route vehicles when they are acquired by the entity or to new or replacement signage in the entity's...

49 CFR 37.167 - Other service requirements.

Code of Federal Regulations, 2013 CFR

2013-10-01

... locations. (4) In all signage designating priority seating areas for elderly persons and persons with... route vehicles when they are acquired by the entity or to new or replacement signage in the entity's...

49 CFR 37.167 - Other service requirements.

Code of Federal Regulations, 2012 CFR

2012-10-01

... locations. (4) In all signage designating priority seating areas for elderly persons and persons with... route vehicles when they are acquired by the entity or to new or replacement signage in the entity's...

49 CFR 37.167 - Other service requirements.

Code of Federal Regulations, 2010 CFR

2010-10-01

... locations. (4) In all signage designating priority seating areas for elderly persons and persons with... route vehicles when they are acquired by the entity or to new or replacement signage in the entity's...

Assessment of Crew Workload for the RAH-66 Comanche Force Development Experiment 1

DTIC Science & Technology

2001-10-01

Scale and a cockpit controls and displays usability questionnaire . Results of the assessment indicate that (a) workload was tolerable for the pilots...Workload Levels Between Front Seat and Back Seat 13 3.4 Pilot Responses to Controls and Displays Usability Questionnaire 13 3.5 HMD Symbology 13 4... questionnaire . The data were analyzed to determine if the pilot flying the aircraft (pilot on controls) and the pilot operating the mission equipment

Assessing deep-seated landslide susceptibility using 3-D groundwater and slope-stability analyses, southwestern Seattle, Washington

USGS Publications Warehouse

Brien, Dianne L.; Reid, Mark E.

2008-01-01

In Seattle, Washington, deep-seated landslides on bluffs along Puget Sound have historically caused extensive damage to land and structures. These large failures are controlled by three-dimensional (3-D) variations in strength and pore-water pressures. We assess the slope stability of part of southwestern Seattle using a 3-D limit-equilibrium analysis coupled with a 3-D groundwater flow model. Our analyses use a high-resolution digital elevation model (DEM) combined with assignment of strength and hydraulic properties based on geologic units. The hydrogeology of the Seattle area consists of a layer of permeable glacial outwash sand that overlies less permeable glacial lacustrine silty clay. Using a 3-D groundwater model, MODFLOW-2000, we simulate a water table above the less permeable units and calibrate the model to observed conditions. The simulated pore-pressure distribution is then used in a 3-D slope-stability analysis, SCOOPS, to quantify the stability of the coastal bluffs. For wet winter conditions, our analyses predict that the least stable areas are steep hillslopes above Puget Sound, where pore pressures are elevated in the outwash sand. Groundwater flow converges in coastal reentrants, resulting in elevated pore pressures and destabilization of slopes. Regions predicted to be least stable include the areas in or adjacent to three mapped historically active deep-seated landslides. The results of our 3-D analyses differ significantly from a slope map or results from one-dimensional (1-D) analyses.

Seating Considerations for Spaceflight: The Human to Machine Interface

NASA Astrophysics Data System (ADS)

Gohmert, D. M.

2012-01-01

Seating is one of the most critical components to be considered during design of a spacecraft. Since seats are the final interface between the occupant and the vehicle wherein all launch and landing operations are performed, significant effort must be spent to ensure proper integration of the human to the spacecraft. The importance of seating can be divided into two categories: seat layout and seat design. The layout of the seats drives the overall cabin configuration - from displays and controls, to windows, to stowage, to egress paths. Since the layout of the seats is such a critical design parameter within the crew compartment, it is one of the first design challenges that must be completed in the critical path of the spacecraft design. In consideration of seat layout in the vehicle, it is important for the designers to account for often intangible factors such as safety, operability, contingency performance, and crew rescue. Seat layout will lead to definition of the quantity, shape, and posture of the seats. The seats of the craft must restrain and protect the occupant in all seated phases of flight, while allowing for nominal mission performance. In design of a spacecraft seat, the general posture of the occupant and the landing loads to be encountered are the greatest drivers of overall design. Variances, such as upright versus recumbent postures will dictate fit of the seat to the occupant and drive the total envelope of the seat around the occupant. Seat design revolves around applying sound principles of seated occupant protection coupled with the unique environments driven by the seat layout, landing loads, and operational and emergency scenarios.

Results of Transport Canada's September 2004 survey of seat belt use in rural areas of the country

DOT National Transportation Integrated Search

2005-05-01

Rural Canada was defined as towns with a population of fewer than 10,000 but more than : 1,000 that are located outside any census metropolitan area or census agglomeration1. : The survey targeted all occupants of light-duty vehicles which include pa...

Results of Transport Canada's September 2009 survey of seat belt use in rural areas of the country

DOT National Transportation Integrated Search

2010-04-01

Rural Canada was defined as towns with a population of fewer than 10,000 but more than : 1,000 that are located outside any census metropolitan area or census agglomeration1. : The survey targeted all occupants of light-duty vehicles, which include p...

Results of Transport Canada's September 2006 survey of seat belt use in rural areas of the country

DOT National Transportation Integrated Search

2007-04-01

Rural Canada was defined as towns with a population of fewer than 10,000 but more than : 1,000 that are located outside any census metropolitan area or census agglomeration1. : The survey targeted all occupants of light-duty vehicles, which include p...

Accuracy of recommended sampling and assay methods for the determination of plasma-free and urinary fractionated metanephrines in the diagnosis of pheochromocytoma and paraganglioma: a systematic review.

PubMed

Därr, Roland; Kuhn, Matthias; Bode, Christoph; Bornstein, Stefan R; Pacak, Karel; Lenders, Jacques W M; Eisenhofer, Graeme

2017-06-01

To determine the accuracy of biochemical tests for the diagnosis of pheochromocytoma and paraganglioma. A search of the PubMed database was conducted for English-language articles published between October 1958 and December 2016 on the biochemical diagnosis of pheochromocytoma and paraganglioma using immunoassay methods or high-performance liquid chromatography with coulometric/electrochemical or tandem mass spectrometric detection for measurement of fractionated metanephrines in 24-h urine collections or plasma-free metanephrines obtained under seated or supine blood sampling conditions. Application of the Standards for Reporting of Diagnostic Studies Accuracy Group criteria yielded 23 suitable articles. Summary receiver operating characteristic analysis revealed sensitivities/specificities of 94/93% and 91/93% for measurement of plasma-free metanephrines and urinary fractionated metanephrines using high-performance liquid chromatography or immunoassay methods, respectively. Partial areas under the curve were 0.947 vs. 0.911. Irrespective of the analytical method, sensitivity was significantly higher for supine compared with seated sampling, 95 vs. 89% (p < 0.02), while specificity was significantly higher for supine sampling compared with 24-h urine, 95 vs. 90% (p < 0.03). Partial areas under the curve were 0.942, 0.913, and 0.932 for supine sampling, seated sampling, and urine. Test accuracy increased linearly from 90 to 93% for 24-h urine at prevalence rates of 0.0-1.0, decreased linearly from 94 to 89% for seated sampling and was constant at 95% for supine conditions. Current tests for the biochemical diagnosis of pheochromocytoma and paraganglioma show excellent diagnostic accuracy. Supine sampling conditions and measurement of plasma-free metanephrines using high-performance liquid chromatography with coulometric/electrochemical or tandem mass spectrometric detection provides the highest accuracy at all prevalence rates.

Occupant responses in conventional and ABTS seats in high-speed rear sled tests.

PubMed

Viano, David C; Parenteau, Chantal S; Burnett, Roger; Prasad, Priya

2018-01-02

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.

76 FR 291 - Special Conditions: Gulfstream Model GVI Airplane; Single-Occupant Side-Facing Seats

Federal Register 2010, 2011, 2012, 2013, 2014

2011-01-04

...-occupant side-facing seat installations. Dynamic testing of all seats approved for occupancy during takeoff.... 25.562, ``Emergency landing dynamic conditions,'' requires dynamic testing of all seats occupied... seats, or seats equipped with conventional restraint systems. [[Page 292

Geochronology and geochemistry of deep-seated crustal xenoliths in the northern North China Craton: Implications for the evolution and structure of the lower crust

NASA Astrophysics Data System (ADS)

Su, Yuping; Zheng, Jianping; Griffin, William L.; Huang, Yan; Wei, Ying; Ping, Xianquan

2017-11-01

The age and composition of the lower crust are critical in understanding the processes of continental formation and evolution, and deep-seated granulite xenoliths can offer direct information on the lower crust. Here, we report mineral chemistry, whole-rock major and trace elements, Sr-Nd isotopes and zircon U-Pb-Hf results for a suite of deep-seated crustal xenoliths, recently discovered in the Cenozoic basalts of the Nangaoya area in the northern part of the North China Craton (NCC). Based on the P-T estimates, these xenoliths including mafic, intermediate and felsic granulites and hornblendites were sampled from different levels of the lower crust. While a hornblendite has a flat REE pattern, all other xenoliths display LREE enrichment and depletion of Nb, Ta, Th and Ti. The mafic granulite xenolith has relatively high whole-rock εNd(t) value of - 13.37, and yields Mesozoic (188-59 Ma) zircons ages with high εHf(t) values from - 15.3 to - 9.2. The garnet-bearing intermediate granulite-facies rocks show low εNd(t) values from - 16.92 to - 17.48, and reveal both Paleoproterozoic (1948 Ma) and Mesozoic (222-63 Ma) zircon U-Pb ages. Their Mesozoic zircons have lower εHf(t) values (from - 18.4 to - 13.8) than those from the mafic xenolith. The remaining intermediate to felsic xenoliths show Paleoproterozoic zircon ages, and the lowest εNd(t) values (from - 20.78 to - 24.03). The mafic-intermediate granulites with Mesozoic zircons originated from the interaction of lower crust-derived magmas with mantle melts, with higher proportions of mantle magmas involved in the generation of mafic granulite, whereas intermediate to felsic xenoliths without Mesozoic zircons represent ancient Paleoproterozoic to Neoarchean deep crust. These deep-seated xenoliths reveal complicated crustal evolution processes, including crustal growth during Neoarchean (2.5-2.7 Ga), middle Paleoproterozoic (2.2-2.1 Ga) and Mesozoic, and reworking during early Paleoproterozoic, late Paleoproterozoic and Mesozoic related to magmatic underplating. The integrated analyses of lithological, geochemical and age data for a suite of deep-seated xenoliths show that the lower crust in the Nangaoya area is temporally and compositionally zoned. The upper part of the lower crust mainly comprises Neoarchean to Paleoproterozoic intermediate-felsic rocks with intercalated hornblendites, the majority of which record 1950 and 1850 Ma metamorphism; the middle part is dominated by a Paleoproterozoic and Mesozoic intermediate garnet-bearing granulite-facies hybrid layer; and the lowermost crust is represented by a Mesozoic mafic granulite layer, which was significantly modified by episodic magmatic underplating. Such a modification induced by crust-mantle interaction can result in Mesozoic ages and more mafic components for xenolith granulites, and thus is an effective mechanism to explain the differences between exposed and xenolithic granulites.

ACHP | News

Science.gov Websites

, (population 10,389), now the El Dorado County seat, was formerly known as Dry Diggins and Hangtown. The area more than 60 years the greater Placerville and El Dorado County communities have held the annual multi

Selecting seats for steel industry mobile machines based on seat effective amplitude transmissibility and comfort.

PubMed

Conrad, Leanne F; Oliver, Michele L; Jack, Robert J; Dickey, James P; Eger, Tammy R

2014-01-01

The purpose of this work was to help a steel industry partner select the most appropriate of three high end heavy equipment seats to retrofit a number of their heavy mobile machines used in the steel making process. The participants included 8 males (22.3 ± 2.0 yrs.) and 8 females (23.5 ± 1.8 yrs.) with no experience operating heavy mobile equipment. Previously recorded 6-DOF chassis acceleration data from a Pot Hauler (a machine which picks up and transports pots of slag) were used to extract six, 20 second representative profiles for implementation on a lab-based heavy machine simulator (6-DOF Parallel Robotics System Corporation robot). Subjects sat on three heavy equipment seats (BeGe7150, Grammar MSG 95G1721, and a 6801 Isringhausen with the seat pan cushion retrofitted with a Skydex cushion) mounted on the simulator. Each subject completed three trials for each combination of seat (n=3) and vibration profile (n=6). Chassis and operator/seat interface vibration were measured by 2, 6-DOF vibration transducers. Variables included Seat Effective Amplitude Transmissibility (SEAT) (X,Y,Z,Roll,Pitch,Yaw,6DOF Vector Sum) to determine if the seat was attenuating or amplifying the vibration, 6-degree of freedom (DOF) vibration total value weighted predicted comfort (Avc) (according to ISO 2631-1) and operator reported comfort (ORC). Factorial ANOVAs revealed significant differences (p < or = 0.05) between seats for all SEAT variables but different seats performed better than others depending on the axis. Significant differences between males and females were observed for SEAT in X,Y, and Pitch as well as for Avs. As expected there were significant differences between vibration profiles for all assessed variables. A number of interaction effects were observed, the most frequently occurring of which was between seat and vibration profile. Based upon the number of seat and vibration profile interactions, results suggest that a single seat is not suited for all tested conditions. However, SEAT values for all of the seats tested were extremely low (e.g., 6-DOF SEAT < 30%) indicating that all of the seats were capable of providing good vibration attenuation.

Predictive discomfort in single- and combined-axis whole-body vibration considering different seated postures.

PubMed

DeShaw, Jonathan; Rahmatalla, Salam

2014-08-01

The aim of this study was to develop a predictive discomfort model in single-axis, 3-D, and 6-D combined-axis whole-body vibrations of seated occupants considering different postures. Non-neutral postures in seated whole-body vibration play a significant role in the resulting level of perceived discomfort and potential long-term injury. The current international standards address contact points but not postures. The proposed model computes discomfort on the basis of static deviation of human joints from their neutral positions and how fast humans rotate their joints under vibration. Four seated postures were investigated. For practical implications, the coefficients of the predictive discomfort model were changed into the Borg scale with psychophysical data from 12 volunteers in different vibration conditions (single-axis random fore-aft, lateral, and vertical and two magnitudes of 3-D). The model was tested under two magnitudes of 6-D vibration. Significant correlations (R = .93) were found between the predictive discomfort model and the reported discomfort with different postures and vibrations. The ISO 2631-1 correlated very well with discomfort (R2 = .89) but was not able to predict the effect of posture. Human discomfort in seated whole-body vibration with different non-neutral postures can be closely predicted by a combination of static posture and the angular velocities of the joint. The predictive discomfort model can assist ergonomists and human factors researchers design safer environments for seated operators under vibration. The model can be integrated with advanced computer biomechanical models to investigate the complex interaction between posture and vibration.

Landslide monitoring in the Atlantic Highlands area, New Jersey

USGS Publications Warehouse

Reilly, Pamela A.; Ashland, Francis X.; Fiore, Alex R.

2017-08-25

Shallow and deep-seated landslides have occurred episodically on the steep coastal bluffs of the Atlantic Highlands area (Boroughs of Atlantic Highlands and Highlands) in New Jersey. The oldest documented deep-seated landslide occurred in April 1782 and significantly changed the morphology of the bluff. However, recent landslides have been mostly shallow in nature and have occurred during large storms with exceptionally heavy rainfall. These shallow landslides have resulted in considerable damage to residential property and local infrastructure and threatened human safety.The recent shallow landslides in the area (locations modified from New Jersey Department of Environmental Protection) consist primarily of slumps and flows of earth and debris within areas of historical landslides or on slopes modified by human activities. Such landslides are typically triggered by increases in shallow soil moisture and pore-water pressure caused by sustained and intense rainfall associated with spring nor’easters and late summer–fall tropical cyclones. However, the critical relation between rainfall, soil-moisture conditions, and landslide movement has not been fully defined. The U.S. Geological Survey is currently monitoring hillslopes within the Atlantic Highlands area to better understand the hydrologic and meteorological conditions associated with shallow landslide initiation.

Descriptive analysis of combine cabin vibrations and their effect on the human body

NASA Astrophysics Data System (ADS)

Hostens, I.; Ramon, H.

2003-09-01

All on- and off-road vehicles are exposed to vibrations caused by unevenness of road or soil profile, moving elements within the machine or implements. A higher prevalence of low back pain is found in drivers of off-road machinery than in other drivers. In this study, significantly higher levels of low-frequency vibrations are found in the cabin of a combine, driving at high speed (20 km/h) on a concrete surface, compared to driving slower on field road. Comfort values indicate that injury can result from long-term driving on the field as well as on a concrete road. As seats with suspension systems are the main transmission paths of vibration towards the spine of the driver, their vibration attenuating characteristics play an important role in comfort assessment. The resonant frequency of seats with passive suspension system, used in agricultural machinery, lies in the low-frequency range most excited in agricultural machinery. A seat with air suspension is found to attenuate better frequencies above 4 Hz and provide more comfort to the driver than a seat with a mechanical suspension.

Seat-belt injuries of the spine in young children.

PubMed

Rumball, K; Jarvis, J

1992-07-01

Seat-belt fractures of the lumbar spine in adolescents and adults are well recognised but there are few reports of these injuries in young children. We reviewed all seat-belt injuries in skeletally immature patients (Risser 0), seen at a tertiary referral centre between 1974 and 1991. There were ten cases, eight girls and two boys, with an average age of 7.5 years (3 to 13). Four distinct patterns of injury were observed, most commonly at the L2 to L4 level. Paraplegia, which is thought to be uncommon, occurred in three of our ten cases. Four children had intra-abdominal injuries requiring laparotomy. There was a delay in diagnosis either of the spinal or of the intra-abdominal injury in five cases, although all had contusion of the abdominal wall, the 'seat-belt sign'. Treatment of the fractures was conservative, by bed rest and then hyperextension casts. The incidence of this potentially devastating injury can be reduced by the optimal use of restraints, but there is often a delay in diagnosis. Our classification system may aid in the early detection and evaluation of this injury.

Characterisation of the human-seat coupling in response to vibration.

PubMed

Kim, Eunyeong; Fard, Mohammad; Kato, Kazuhito

2017-08-01

Characterising the coupling between the occupant and vehicle seat is necessary to understand the transmission of vehicle seat vibration to the human body. In this study, the vibration characteristics of the human body coupled with a vehicle seat were identified in frequencies up to 100 Hz. Transmissibilities of three volunteers seated on two different vehicle seats were measured under multi-axial random vibration excitation. The results revealed that the human-seat system vibration was dominated by the human body and foam below 10 Hz. Major coupling between the human body and the vehicle seat-structure was observed in the frequency range of 10-60 Hz. There was local coupling of the system dominated by local resonances of seat frame and seat surface above 60 Hz. Moreover, the transmissibility measured on the seat surface between the human and seat foam is suggested to be a good method of capturing human-seat system resonances rather than that measured on the human body in high frequencies above 10 Hz.Practitioner Summary: The coupling characteristics of the combined human body and vehicle seat system has not yet been fully understood in frequencies of 0.5-100 Hz. This study shows the human-seat system has distinctive dynamic coupling characteristics in three different frequency regions: below 10 Hz, 10-60 Hz, and above 60 Hz.

The seating mechanics of head-neck modular tapers in vitro: Load-displacement measurements, moisture, and rate effects.

PubMed

Ouellette, Eric S; Shenoy, Aarti A; Gilbert, Jeremy L

2018-04-01

The mechanically assisted crevice corrosion performance of head-neck modular tapers is a significant concern in orthopedic biomaterials. Fretting crevice corrosion processes in modular tapers are thought to be influenced by a wide array of factors including seating mechanics of the junction, hence there is a need for in vitro test methods that can assess their performance. This study presented a test method to directly measure the load-displacement seating mechanics of modular tapers and used this method to compare the seating mechanics for different tapers, moisture, seating loads and seating rates. Seating mechanics were explored whereby the instantaneous load-displacement behavior of the head seating onto the neck is captured and used to define the mechanics of seating. Two distinct taper design/material combinations were assembled wet or dry using axially applied loads (500, 1,000, 2,000, and 4,000 N) at two loading rates of 100 and 10 4  N/s (n = 5 for each condition) using a servohydraulic test frame. The results showed that pull-off strength scaled with seating load and ranged between 43% and 68% of seating load depending on sample and wetness. Tapers seated wet had higher pull-off strengths (2,200 ± 300 N) than those seated dry (1,800 ± 200 N, p < 0.05). Seating mechanics (load-displacement plots) varied due to sample type and due to wetness with differences in seating energy, seating stiffness, and seating displacement. These results show the detailed mechanics of seating during assembly and provide significant insight into the complex interplay of factors associated with even "ideal" seating (axial, quasistatic) loading. © 2017 Orthopaedic Research Society. Published by Wiley Periodicals, Inc. J Orthop Res 36:1164-1172, 2018. © 2017 Orthopaedic Research Society. Published by Wiley Periodicals, Inc.

Experimental studies for determining human discomfort response to vertical sinusoidal vibration

NASA Technical Reports Server (NTRS)

Dempsey, T. K.; Leatherwood, J. D.

1975-01-01

A study was conducted to investigate several problems related to methodology and design of experiments to obtain human comfort response to vertical sinusoidal vibration. Specifically, the studies were directed to the determination of (1) the adequacy of frequency averaging of vibration data to obtain discomfort predictors, (2) the effect of practice on subject ratings, (3) the effect of the demographic factors of age, sex, and weight, and (4) the relative importance of seat and floor vibrations in the determination of measurement and criteria specification location. Results indicate that accurate prediction of discomfort requires knowledge of both the acceleration level and frequency content of the vibration stimuli. More importantly, the prediction of discomfort was shown to be equally good based upon either floor accelerations or seat accelerations. Furthermore, it was demonstrated that the discomfort levels in different seats resulting from similar vibratory imputs were equal. Therefore, it was recommended that criteria specifications and acceleration measurements be made at the floor location. The results also indicated that practice did not systematically influence discomfort responses nor did the demographic factors of age, weight, and sex contribute to the discomfort response variation.

A case of hemothorax following seat-belt injury with a bulla in the apex of the lung: a subtype of spontaneous hemopneumothorax.

PubMed

Kinoshita, Haruyuki; Akiyama, Naoko; Murao, Masaki; Yamauchi, Yosuke; Nakamura, Teruya; Sekiya, Naosumi; Toyota, Naoyuki; Miyagatani, Yasusuke

2015-05-01

We experienced a case of a subtype of spontaneous hemopneumothorax caused by external forces associated with a seat-belt injury. A female aged 39 years sustained a minor collision with an oncoming car while she was driving. Although pneumothorax was not detected, hemothorax and bleeding from the area surrounding the subclavian artery were observed on contrast-enhanced chest computed tomography (CT). After confirming continuous bleeding into the thoracic cavity after superselective arterial embolization, we performed emergency open surgery. We found a bulla in the apex of the lung, and the thoracic stump of the bulla was considered the source of bleeding. In this case, the direct cause of hemothorax was considered to be the external force associated with the seat-belt injury. When a bulla in the apex of the lung and continuous bleeding are both observed on CT, spontaneous hemopneumothorax should be suspected, necessitating open chest surgery in cases where pneumothorax is not observed.

Normative Misperceptions of Peer Seat Belt Use Among High School Students and Their Relationship to Personal Seat Belt Use

PubMed Central

LITT, DANA M.; LEWIS, MELISSA A.; LINKENBACH, JEFFREY W.; LANDE, GARY; NEIGHBORS, CLAYTON

2016-01-01

Objectives This research examined gender-specific perceptions of peer seat belt use norms among high school students and their relationship with one’s own seat belt use. We expected that students would underestimate the seat belt use of their peers and that these perceptions would be positively associated with their own seat belt use. Methods High school students from 4 schools (N = 3348; 52% male) completed measures assessing perceived seat belt use and personal seat belt use. Results Findings demonstrated that students perceived that others engaged in less seat belt use than they do and that perceived norms were positively associated with one’s own seat belt use. Conclusions Peer influences are a strong predictor of behavior, especially among adolescents. Ironically, adolescents’ behaviors are often influenced by inaccurate perceptions of their peers. This research establishes the presence of a misperception related to seat belt use and suggests that misperception is associated with own behaviors. This research provides a foundation for social norms–based interventions designed to increase seat belt use by correcting normative misperceptions among adolescents. PMID:24628560

Crash Testing of Helicopter Airframe Fittings

NASA Technical Reports Server (NTRS)

Clarke, Charles W.; Townsend, William; Boitnott, Richard

2004-01-01

As part of the Rotary Wing Structures Technology Demonstration (RWSTD) program, a surrogate RAH-66 seat attachment fitting was dynamically tested to assess its response to transient, crash impact loads. The dynamic response of this composite material fitting was compared to the performance of an identical fitting subjected to quasi-static loads of similar magnitude. Static and dynamic tests were conducted of both smaller bench level and larger full-scale test articles. At the bench level, the seat fitting was supported in a steel fixture, and in the full-scale tests, the fitting was integrated into a surrogate RAH-66 forward fuselage. Based upon the lessons learned, an improved method to design, analyze, and test similar composite material fittings is proposed.

Car Seat Safety

MedlinePlus

... Staying Safe Videos for Educators Search English Español Car Seat Safety KidsHealth / For Parents / Car Seat Safety ... certified child passenger safety technician.) Guidelines for Choosing Car Seats Choose a seat with a label that ...

75 FR 30775 - Availability of Seats for the Monitor National Marine Sanctuary Advisory Council

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-02

... to fill existing seats for the following vacant seats: Heritage Tourism seat, Citizen-at-Large seat... stakeholders, including: Citizen-at-Large, Conservation, Economic Development, Education, Heritage Tourism...

Burn from car seat heater in a man with paraplegia: case report

PubMed Central

Benjamin, Cheryl; Gittler, Michelle; Lee, Ray

2011-01-01

Objective/background Heated car seats are a common feature in newer automobiles. They are increasingly being recognized as potential hazards as there have been multiple reports of significant burns to its users. The potential for harm is considerably increased in those with impaired sensation with the possibility of a devastating injury. Methods Case report and literature review. Results A 26-year-old male with a T8 ASIA A paraplegia presented to the outpatient clinic for management of a hip burn. Two weeks prior to his visit he was driving a 2004 Jeep Cherokee for approximately 30 minutes. He was unaware that the driver's side seat warmer was set on high. He denied that his seat belt was in direct contact with the skin of his right hip. He presented to an acute care hospital that evening with a hip burn where he was prescribed silver sulfadiazine cream and instructed to apply it until his scheduled follow-up clinic visit. In clinic, the hip wound was unstageable with approximately 95% eschar. A dressing of bismuth tribromophenate in petrolatum was applied to the wound and he was instructed to change the dressing daily. This was later changed to an antimicrobial alginate dressing. The ulcer eventually healed. Conclusions This case illustrates the significant risk of car seat heaters in individuals with spinal cord injuries or neurological impairment who have decreased sensation. Additionally, it highlights an atypical area of potential for burn. Furthermore, it emphasizes the need for a heightened awareness for this unique and dangerous situation. PMID:21756574

Prolonged restricted sitting effects in UH-60 helicopters.

PubMed

Games, Kenneth E; Lakin, Joni M; Quindry, John C; Weimar, Wendi H; Sefton, JoEllen M

2015-01-01

Advances in flight technologies and the demand for long-range flight have increased mission lengths for U.S. Army Black Hawk UH-60 crewmembers. Prolonged mission times have increased reports of pilot discomfort and symptoms of paresthesia thought to be due to UH-60 seat design and areas of locally high pressure. Discomfort created by the seat-system decreases situational awareness, putting aviators and support crew at risk of injury. Therefore, the purpose of this study was to examine the effects of prolonged restricted sitting in a UH-60 on discomfort, sensory function, and vascular measures in the lower extremities. There were 15 healthy men (age = 23.4 ± 3.1 yr) meeting physical flight status requirements who sat in an unpadded, UH-60 pilot's seat for 4 h while completing a common cognitive task. During the session, subjective discomfort, sensory function, and vascular function were measured. Across 4 h of restricted sitting, subjective discomfort increased using the Category Partitioning Scale (30.27 point increase) and McGill Pain Questionnaire (8.53 point increase); lower extremity sensory function was diminished along the S1 dermatome; and skin temperature decreased on both the lateral (2.85°C decrease) and anterior (2.78°C decrease) aspects of the ankle. The results suggest that prolonged sitting in a UH-60 seat increases discomfort, potentially through a peripheral nervous or vascular system mechanism. Further research is needed to understand the etiology and onset of pain and paresthesia during prolonged sitting in UH-60 pilot seats. Games KE, Lakin JM, Quindry JC, Weimar WH, Sefton JM. Prolonged restricted sitting effects in UH-60 helicopters.

7 CFR 500.24 - Fee Schedule.

Code of Federal Regulations, 2010 CFR

2010-01-01

... to maximum of 150 people at event; reserved for marriage ceremonies and accompanying receptions only. M Street Picnic Area 5,000 Per Day Up to 200 seated or standing; paved or grassy areas can be tented.... Filming $1,500 to $3,900 Per Whole Day Sliding scale based on number of people in cast and crew and number...

Factors affecting color correction of retroreflective markings.

DOT National Transportation Integrated Search

2001-09-01

A nighttime field study was conducted to assess the effects of retroreflective material area, distribution, and : color on judgments of conspicuity. Participants, seated in a stationary vehicle, took part in a pairwise comparison : of the stimuli. Th...

Putting Children First

DOT National Transportation Integrated Search

2000-01-01

This document focuses on what has been and what still needs to be done to protect children from death or injury in transportation-related crashes. The following issues areas are examined: air bags and children, permanent child safety seat fitting sta...

Seat belt use to save face: impact on drivers' body region and nature of injury in motor vehicle crashes.

PubMed

Han, Guang-Ming; Newmyer, Ashley; Qu, Ming

2015-01-01

Seat belt use is the single most effective way to save lives and reduce injuries in motor vehicle crashes. However, some case reports described seat belt use as a double-edged sword because some injuries are related to seat belt use in motor vehicle crashes. To comprehensively understand the effects of seat belt use, we systemically investigated the association between seat belt use and injuries based on anatomic body region and type of injury in drivers involved in motor vehicle crashes. The injury information was obtained by linking crash reports with hospital discharge data and categorized by using the diagnosis codes based on the Barell injury diagnosis matrix. A total of 10,479 drivers (≥15 years) in passenger vehicles involved in motor vehicle crashes from 2006 to 2011 were included in this study. Seat belt use significantly reduced the proportions of traumatic brain injury (10.4% non-seat belt; 4.1% seat belt) and other head, face, and neck injury (29.3% non-seat belt; 16.6% seat belt) but increased the proportion of spine: thoracic to coccyx injury (17.9% non-seat belt; 35.5% seat belt). Although the proportion of spine: thoracic to coccyx injury was increased in drivers with seat belt use, the severity of injury was decreased, such as fracture (4.2% with seat belt use; 22.0% without seat belt use). Furthermore, the total medical charges decreased due to the change of injury profiles in drivers with seat belt use from a higher percentage of fractures (average cost for per case $26,352) to a higher percentage of sprains and/or strains ($1,897) with spine: thoracic to coccyx injury. This study provide a comprehensive picture for understanding the protective effect of seat belt use on injuries based on anatomic body region and type of injury in drivers involved in motor vehicle crashes.

Evaluation of reaction time performance and subjective drowsiness during whole-body vibration exposure

NASA Astrophysics Data System (ADS)

Azizan, A.; Zali, Z.; Padil, H.

2018-05-01

Despite the automotive industry’s interest in how vibration affects the level of human comfort, there is little focus on the effect of vibration on drowsiness level. Thus, this study involves eighteen healthy male participants to study the effect of exposure to vibration on the drowsiness level. Prior to the experiment, the total transmitted vibration measured at interfaces between the seat pan and seat back to the human body for each participant was modified to become 0.2 ms-2 r.m.s and 0.4 ms-2 r.m.s. During the experiment, the participants were seated and exposed to 20-minutes of Gaussian random vibration with frequency band 1-15 Hz at two level of amplitude (low vibration amplitude and medium vibration amplitude) on separate days. The level of drowsiness was measured using a PVT test prior and after exposure to the vibration while participants rated their subjective drowsiness by using the Karolinska Sleepiness Scale (KSS). The significant increase in the number of lapse and reaction time because of the exposure to vibration in both conditions provide strong evidence of drowsiness. In this regard, the medium vibration amplitude shows a more prominent effect. All participants have shown a steady increase of drowsiness level in KSS. Meanwhile, there are no significant differences found between low vibration amplitude and medium vibration amplitude in the KSS. These findings suggest that human alertness level is greatly affected by the exposure to vibration and these effects are more pronounced at higher vibration amplitude. Both findings indicate that the presence of vibration promotes drowsiness, especially at higher vibration amplitude.

Multiple Landslide-Hazard Scenarios Modeled for the Oakland-Berkeley Area, Northern California

USGS Publications Warehouse

Pike, Richard J.; Graymer, Russell W.

2008-01-01

With the exception of Los Angeles, perhaps no urban area in the United States is more at risk from landsliding, triggered by either precipitation or earthquake, than the San Francisco Bay region of northern California. By January each year, seasonal winter storms usually bring moisture levels of San Francisco Bay region hillsides to the point of saturation, after which additional heavy rainfall may induce landslides of various types and levels of severity. In addition, movement at any time along one of several active faults in the area may generate an earthquake large enough to trigger landslides. The danger to life and property rises each year as local populations continue to expand and more hillsides are graded for development of residential housing and its supporting infrastructure. The chapters in the text consist of: *Introduction by Russell W. Graymer *Chapter 1 Rainfall Thresholds for Landslide Activity, San Francisco Bay Region, Northern California by Raymond C. Wilson *Chapter 2 Susceptibility to Deep-Seated Landsliding Modeled for the Oakland-Berkeley Area, Northern California by Richard J. Pike and Steven Sobieszczyk *Chapter 3 Susceptibility to Shallow Landsliding Modeled for the Oakland-Berkeley Area, Northern California by Kevin M. Schmidt and Steven Sobieszczyk *Chapter 4 Landslide Hazard Modeled for the Cities of Oakland, Piedmont, and Berkeley, Northern California, from a M=7.1 Scenario Earthquake on the Hayward Fault Zone by Scott B. Miles and David K. Keefer *Chapter 5 Synthesis of Landslide-Hazard Scenarios Modeled for the Oakland-Berkeley Area, Northern California by Richard J. Pike The plates consist of: *Plate 1 Susceptibility to Deep-Seated Landsliding Modeled for the Oakland-Berkeley Area, Northern California by Richard J. Pike, Russell W. Graymer, Sebastian Roberts, Naomi B. Kalman, and Steven Sobieszczyk *Plate 2 Susceptibility to Shallow Landsliding Modeled for the Oakland-Berkeley Area, Northern California by Kevin M. Schmidt and Steven Sobieszczyk *Plate 3 Susceptibility to Shallow Landsliding Modeled for the Cities of Oakland and Piedmont Northern California by Kevin M. Schmidt and Steven Sobieszczyk *Plate 4 Seismic Landslide Hazard Modeled for the Cities of Oakland, Piedmont, and Berkeley, Northern California by Scott B. Miles and David K. Keefer III The relative hazard for each of several landslide scenarios is presented as a geospatial database. This publication includes ARC/INFO (Environmental Systems Research Institute, http://www.esri.com) version 8.1.2 grids and associated tables and four text files of FGDC-compliant metadata for each grid.

The effects of single bouts of aerobic exercise, exergaming, and videogame play on cognitive control.

PubMed

O'Leary, Kevin C; Pontifex, Matthew B; Scudder, Mark R; Brown, Michael L; Hillman, Charles H

2011-08-01

The effects of single bouts of aerobic exercise, exergaming, and action videogame play on event-related brain potentials (ERPs) and task performance indices of cognitive control were investigated using a modified flanker task that manipulated demands of attentional inhibition. Participants completed four counterbalanced sessions of 20 min of activity intervention (i.e., seated rest, seated videogame play, and treadmill-based and exergame-based aerobic exercise at 60% HR(max)) followed by cognitive testing once heart rate (HR) returned to within 10% of pre-activity levels. Results indicated decreased RT interference following treadmill exercise relative to seated rest and videogame play. P3 amplitude was increased following treadmill exercise relative to rest, suggesting an increased allocation of attentional resources during stimulus engagement. The seated videogame and exergame conditions did not differ from any other condition. The findings indicate that single bouts of treadmill exercise may improve cognitive control through an increase in the allocation of attentional resources and greater interference control during cognitively demanding tasks. However, similar benefits may not be derived following short bouts of aerobic exergaming or seated videogame participation. Although exergames may increase physical activity participation, they may not exert the same benefits to brain and cognition as more traditional physical activity behaviors. Copyright © 2011 International Federation of Clinical Neurophysiology. Published by Elsevier Ireland Ltd. All rights reserved.

Sitting biomechanics, part II: optimal car driver's seat and optimal driver's spinal model.

PubMed

Harrison, D D; Harrison, S O; Croft, A C; Harrison, D E; Troyanovich, S J

2000-01-01

Driving has been associated with signs and symptoms caused by vibrations. Sitting causes the pelvis to rotate backwards and the lumbar lordosis to reduce. Lumbar support and armrests reduce disc pressure and electromyographically recorded values. However, the ideal driver's seat and an optimal seated spinal model have not been described. To determine an optimal automobile seat and an ideal spinal model of a driver. Information was obtained from peer-reviewed scientific journals and texts, automotive engineering reports, and the National Library of Medicine. Driving predisposes vehicle operators to low-back pain and degeneration. The optimal seat would have an adjustable seat back incline of 100 degrees from horizontal, a changeable depth of seat back to front edge of seat bottom, adjustable height, an adjustable seat bottom incline, firm (dense) foam in the seat bottom cushion, horizontally and vertically adjustable lumbar support, adjustable bilateral arm rests, adjustable head restraint with lordosis pad, seat shock absorbers to dampen frequencies in the 1 to 20 Hz range, and linear front-back travel of the seat enabling drivers of all sizes to reach the pedals. The lumbar support should be pulsating in depth to reduce static load. The seat back should be damped to reduce rebounding of the torso in rear-end impacts. The optimal driver's spinal model would be the average Harrison model in a 10 degrees posterior inclining seat back angle.

Car Seats for Growing Children: Guidelines for Counselling Parents on Which Type of Car Seat To Use.

ERIC Educational Resources Information Center

Illinois State Dept. of Transportation, Springfield. Div. of Traffic Safety.

Children's car seats provide protection from the types of injury with the worst consequences. This document presents guidelines for selecting and installing child car seats, booster seats, and seat belts. The document includes suggestions for identifying when a child's safety restraint system should be changed, for determining if the restraint…

76 FR 13620 - Opportunity to Partner; Testing of Patient Compartment Seating and Restraints to Proposed Test...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-03-14

... current or comparable pre-test or pre-standard seat, seat retention device, and occupant restraint and its... Partner; Testing of Patient Compartment Seating and Restraints to Proposed Test Standard Authority: 29 U.S... proposed ambulance component test standards. One such standard, AMD STANDARD 026--Seat, Seat Mount and...

Characterization of extremely low frequency magnetic fields from diesel, gasoline and hybrid cars under controlled conditions.

PubMed

Hareuveny, Ronen; Sudan, Madhuri; Halgamuge, Malka N; Yaffe, Yoav; Tzabari, Yuval; Namir, Daniel; Kheifets, Leeka

2015-01-30

This study characterizes extremely low frequency (ELF) magnetic field (MF) levels in 10 car models. Extensive measurements were conducted in three diesel, four gasoline, and three hybrid cars, under similar controlled conditions and negligible background fields. Averaged over all four seats under various driving scenarios the fields were lowest in diesel cars (0.02 μT), higher for gasoline (0.04-0.05 μT) and highest in hybrids (0.06-0.09 μT), but all were in-line with daily exposures from other sources. Hybrid cars had the highest mean and 95th percentile MF levels, and an especially large percentage of measurements above 0.2 μT. These parameters were also higher for moving conditions compared to standing while idling or revving at 2500 RPM and higher still at 80 km/h compared to 40 km/h. Fields in non-hybrid cars were higher at the front seats, while in hybrid cars they were higher at the back seats, particularly the back right seat where 16%-69% of measurements were greater than 0.2 μT. As our results do not include low frequency fields (below 30 Hz) that might be generated by tire rotation, we suggest that net currents flowing through the cars' metallic chassis may be a possible source of MF. Larger surveys in standardized and well-described settings should be conducted with different types of vehicles and with spectral analysis of fields including lower frequencies due to magnetization of tires.

RF Loading Effects of Aircraft Seats in an Electromagnetic Reverberating Environment

NASA Technical Reports Server (NTRS)

Nguyen, Truong

2000-01-01

Loading effects of aircraft seats in an electromagnetic reverberating environment are investigated. The effects are determined by comparing the reverberation chamber s insertion losses with and without the seats. The average per-seat absorption cross-sections are derived for coach and first class seats, and the results are compared for several seat configurations. An example is given for how the seat absorption cross-sections can be used to estimate the loading effects on the RF environment in an aircraft passenger cabin.

RF Loading Effects of Aircraft Seats in an Electromagnetic Reverberating Environment

NASA Technical Reports Server (NTRS)

Nguyen, Truong X.

2000-01-01

Loading effects of aircraft seats in an electromagnetic reverberating environment are investigated. The effects are determined by comparing the reverberation chamber's insertion losses with and without the seats. The average per-seat absorption cross-sections are derived for coach and first class seats, and the results are compared for several seat configurations. An example is given for how the seat absorption cross-sections can be used to estimate the loading effects on the RF environment in an aircraft passenger cabin.

NASA space shuttle lightweight seat

NASA Technical Reports Server (NTRS)

Hansen, Chris; Jermstad, Wayne; Lewis, James; Colangelo, Todd

1996-01-01

The Space Shuttle Lightweight Seat-Mission Specialist (LWS-MS) is a crew seat for the mission specialists who fly aboard the Space Shuttle. The LWS-MS is a lightweight replacement for the mission specialist seats currently flown on the Shuttle. Using state-of-the-art analysis techniques, a team of NASA and Lockheed engineers from the Johnson Space Center (JSC) designed a seat that met the most stringent requirements demanded of the new seats by the Shuttle program, and reduced the weight of the seats by 52%.

Nonlinearity in the vertical transmissibility of seating: the role of the human body apparent mass and seat dynamic stiffness

NASA Astrophysics Data System (ADS)

Tufano, Saverio; Griffin, Michael J.

2013-01-01

The efficiency of a seat in reducing vibration depends on the characteristics of the vibration, the dynamic characteristics of the seat, and the dynamic characteristics of the person sitting on the seat. However, it is not known whether seat cushions influence the dynamic response of the human body, whether the human body influences the dynamic response of seat cushions, or the relative importance of human body nonlinearity and seat nonlinearity in causing nonlinearity in measures of seat transmissibility. This study was designed to investigate the nonlinearity of the coupled seat and human body systems and to compare the apparent mass of the human body supported on rigid and foam seats. A frequency domain model was used to identify the dynamic parameters of seat foams and investigate their dependence on the subject-sitting weight and hip breadth. With 15 subjects, the force and acceleration at the seat base and acceleration at the subject interface were measured during random vertical vibration excitation (0.25-25 Hz) at each of five vibration magnitudes, (0.25-1.6 ms-2 r.m.s.) with four seating conditions (rigid flat seat and three foam cushions). The measurements are presented in terms of the subject's apparent mass on the rigid and foam seat surfaces, and the transmissibility and dynamic stiffness of each of the foam cushions. Both the human body and the foams showed nonlinear softening behaviour, which resulted in nonlinear cushion transmissibility. The apparent masses of subjects sitting on the rigid seat and on foam cushions were similar, but with an apparent increase in damping when sitting on the foams. The foam dynamic stiffness showed complex correlations with characteristics of the human body, which differed between foams. The nonlinearities in cushion transmissibilities, expressed in terms of changes in resonance frequencies and moduli, were more dependent on human body nonlinearity than on cushion nonlinearity.

Whole-body Vibration Exposure Intervention among Professional Bus and Truck Drivers: A Laboratory Evaluation of Seat-suspension Designs.

PubMed

Blood, Ryan P; Yost, Michael G; Camp, Janice E; Ching, Randal P

2015-01-01

Long-term exposure to seated whole-body vibration (WBV) is one of the leading risk factors for the development of low back disorders. Professional bus and truck drivers are regularly exposed to continuous WBV, since they spend the majority of their working hours driving heavy vehicles. This study measured WBV exposures among professional bus and truck drivers and evaluated the effects of seat-suspension designs using simulated field-collected data on a vibration table. WBV exposures were measured and compared across three different seat designs: an air-ride bus seat, an air-ride truck seat, and an electromagnetically active (EM-active) seat. Air-ride seats use a compressed-air bladder to attenuate vibrations, and they have been in operation throughout the transportation industry for many years. The EM-active seat is a relatively new design that incorporates a microprocessor-controlled actuator to dampen vibration. The vibration table simulated seven WBV exposure scenarios: four segments of vertical vibration and three scenarios that used field-collected driving data on different road surfaces-a city street, a freeway, and a section of rough roadway. The field scenarios used tri-axial WBV data that had been collected at the seat pan and at the driver's sternum, in accordance with ISO 2631-1 and 2631-5. This study found that WBV was significantly greater in the vertical direction (z-axis) than in the lateral directions (x-and y-axes) for each of the three road types and each of the three types of seats. Quantitative comparisons of the results showed that the floor-to-seat-pan transmissibility was significantly lower for the EM-active seat than for either the air-ride bus seat or the air-ride truck seat, across all three road types. This study also demonstrated that seat-suspension designs have a significant effect on the vibrations transmitted to vehicle operators, and the study's results may prove useful in designing future seat suspensions.

Regional variability of slope stability: Application to the Eel margin, California

USGS Publications Warehouse

Lee, H.; Locat, J.; Dartnell, P.; Israel, K.; Florence, Wong

1999-01-01

Relative values of downslope driving forces and sediment resisting forces determine the locations of submarine slope failures. Both of these vary regionally, and their impact can be addressed when the data are organized in a Geographic Information System (GIS). The study area on the continental margin near the Eel River provides an excellent opportunity to apply GIS spatial analysis techniques for evaluation of slope stability. In this area, swath bathymetric mapping shows seafloor morphology and distribution of slope steepness in fine detail, and sediment analysis of over 70 box cores delineates the variability of sediment density near the seafloor surface. Based on the results of ten geotechnical studies of submarine study areas, we developed an algorithm that relates surface sediment density to the shear strength appropriate to the type of cyclic loading produced by an earthquake. Strength and stress normalization procedures provide results that are conceptually independent of subbottom depth. Results at depth are rigorously applicable if sediment lithology does not vary significantly and consolidation state can be estimated. Otherwise, the method applies only to shallow-seated slope failure. Regional density, slope, and level of anticipated seismic shaking information were combined in a GIS framework to yield a map that illustrates the relative stability of slopes in the face of seismically induced failure. When a measure of predicted relative slope stability is draped on an oblique view of swath bathymetry, a variation in this slope stability is observed on an otherwise smooth slope along the mid-slope region north of a plunging anticline. The section of slope containing diffuse, pockmarked gullies has a lower measure of stability than a separate section containing gullies that have sharper boundaries and somewhat steeper sides. Such an association suggests that our slope-stability analysis relates to the stability of the gully sides. The remainder of the study area shows few obvious indications of slope instability except for a feature that has become known as the 'Humboldt Slide,' but it is too deep-seated to be amenable to the slope-stability-prediction techniques presented herein. In general, few slope failures have been mapped in the Eel margin study area despite the high level of seismicity, the relatively high rates of sediment accumulation, and the extent of gas charging observed by others.

Child safety seat and safety belt use among urban travelers.

DOT National Transportation Integrated Search

1984-01-01

During nine days in June 1977 and nine in June 1983, four major metropolitan areas of Virginia were surveyed to determine whether safety restraints were being used by urban travelers. Observers stationed at selected signalized intersections displayed...

75 FR 47797 - Board of Visitors, Defense Language Institute Foreign Language Center

Federal Register 2010, 2011, 2012, 2013, 2014

2010-08-09

... to provide a general orientation to the DLIFLC mission and functional areas. In addition, the meeting..., and the availability of space, this meeting is open to the public. Seating is on a first- come basis...

Polymer Optical Fiber Sensor and the Prediction of Sensor Response Utilizing Artificial Neural Networks

NASA Astrophysics Data System (ADS)

Haroglu, Derya

The global market researches showed that there is a growing trend in the field of polymer optical fiber (POF) and POF sensors. Telecommunications, medicine, defense, aerospace, and automotive are the application areas of fiber optic sensors, where the automotive industry is the most promising application area for innovations in the field of POF sensors. The POF sensors in automobiles are particularly for detection of seat occupancy, and intelligent pedestrian protection systems. This dissertation investigates graded index perfluorinated polymer optical fiber as an intensity modulated intrinsic sensor for application in automotive seat occupancy sensing. Since a fiber optic sensor has a high bandwidth, is small in size, is lightweight, and is immune to electromagnetic interference (EMI) it offers higher performance than that of its electrical based counterparts such as strain gauge, elastomeric bladder, and resistive sensor systems. This makes the fiber optic sensor a potential suitable material for seat occupancy sensing. A textile-based fiber optic sensor was designed to be located in the area beneath the typical seated human's thighs. The pressure interval under which the proposed POF sensor design could perform well was found to be between 0.18 and 0.21 N/cm2, where perfluorinated (PF) graded index (GI) POF (62.5/750 mum) was used as the POF material. In addition, the effect of the automotive seat covering including face material (fabric) and foam backing to the sensor's performance was analyzed. The face fabric structure and the thickness of foam backing were not found to be significant factors to change the sensor results. A research study, survey, was conducted of which purpose was to better understand market demands in terms of sensor performance characteristics for automotive seat weight sensors, as a part of the Quality Function Deployment (QFD) House of Quality analysis. The companies joined the survey agreed on the first 5 most important sensor characteristics: reproducibility, accuracy, selectivity, aging, and resolution. Artificial neural network (ANN), a mathematical model formed by mimicking the human nervous system, was used to predict the sensor response. Qwiknet (version 2.23) software was used to develop ANNs and according to the results of Qwiknet the prediction performances for training and testing data sets were 75%, and 83.33% respectively. In this dissertation, Chapter 1 describes the worldwide plastic optical fiber (POF) and fiber optic sensor markets, and the existing textile structures used in fiber optic sensing design particularly for the applications of biomedical and structural health monitoring (SHM). Chapter 2 provides a literature review in detail on polymer optical fibers, fiber optic sensors, and occupancy sensing in the passenger seats of automobiles. Chapter 3 includes the research objectives. Chapter 4 presents the response of POF to tensile loading, bending, and cyclic tensile loading with discussion parts. Chapter 5 includes an e-mail based survey to prioritize customer needs in a Quality Function Deployment (QFD) format utilizing Analytic Hierarchy Process (AHP) and survey results. Chapter 6 describes the POF sensor design and the behavior of it under pressure. Chapter 7 provides a data analysis based on the experimental results of Chapter 6. Chapter 8 presents the summary of this study and recommendations for future work.

49 CFR 571.202a - Standard No. 202a; Head restraints; Mandatory applicability begins on September 1, 2009.

Code of Federal Regulations, 2011 CFR

2011-10-01

... restraints in rear outboard seats. Measure the height of the top of a rear seat back or the top of any independently adjustable seat component attached to or adjacent to the rear seat back in its highest position of... seat back inclination position less than the design seat back angle. (a)(1) For head restraints in...

The use of generalized estimating equations in the analysis of motor vehicle crash data.

PubMed

Hutchings, Caroline B; Knight, Stacey; Reading, James C

2003-01-01

The purpose of this study was to determine if it is necessary to use generalized estimating equations (GEEs) in the analysis of seat belt effectiveness in preventing injuries in motor vehicle crashes. The 1992 Utah crash dataset was used, excluding crash participants where seat belt use was not appropriate (n=93,633). The model used in the 1996 Report to Congress [Report to congress on benefits of safety belts and motorcycle helmets, based on data from the Crash Outcome Data Evaluation System (CODES). National Center for Statistics and Analysis, NHTSA, Washington, DC, February 1996] was analyzed for all occupants with logistic regression, one level of nesting (occupants within crashes), and two levels of nesting (occupants within vehicles within crashes) to compare the use of GEEs with logistic regression. When using one level of nesting compared to logistic regression, 13 of 16 variance estimates changed more than 10%, and eight of 16 parameter estimates changed more than 10%. In addition, three of the independent variables changed from significant to insignificant (alpha=0.05). With the use of two levels of nesting, two of 16 variance estimates and three of 16 parameter estimates changed more than 10% from the variance and parameter estimates in one level of nesting. One of the independent variables changed from insignificant to significant (alpha=0.05) in the two levels of nesting model; therefore, only two of the independent variables changed from significant to insignificant when the logistic regression model was compared to the two levels of nesting model. The odds ratio of seat belt effectiveness in preventing injuries was 12% lower when a one-level nested model was used. Based on these results, we stress the need to use a nested model and GEEs when analyzing motor vehicle crash data.

Development of a crashworthy seat for commuter aircraft.

DOT National Transportation Integrated Search

1990-09-01

A series of dynamic impact tests were conducted using a prototype seat with an energy absorbing mechanism as part of the seat pan. The seat frame was designed to represent a typical commuter aircraft passenger seat. Tests were conducted in an orienta...

Surface roughness manifestations of deep-seated landslide processes

NASA Astrophysics Data System (ADS)

Booth, A. M.; Roering, J. J.; Lamb, M. P.

2012-12-01

In many mountainous drainage basins, deep-seated landslides evacuate large volumes of sediment from small surface areas, leaving behind a strong topographic signature that sets landscape roughness over a range of spatial scales. At long spatial wavelengths of hundreds to thousands of meters, landslides tend to inhibit channel incision and limit topographic relief, effectively smoothing the topography at this length scale. However, at short spatial wavelengths on the order of meters, deformation of deep-seated landslides generates surface roughness that allows expert mappers or automated algorithms to distinguish landslides from the surrounding terrain. Here, we directly connect the characteristic spatial wavelengths and amplitudes of this fine scale surface roughness to the underlying landslide deformation processes. We utilize the two-dimensional wavelet transform with high-resolution, airborne LiDAR-derived digital elevation models to systematically document the characteristic length scales and amplitudes of different kinematic units within slow moving earthflows, a common type of deep-seated landslide. In earthflow source areas, discrete slumped blocks generate high surface roughness, reflecting an extensional deformation regime. In earthflow transport zones, where material translates with minimal surface deformation, roughness decreases as other surface processes quickly smooth short wavelength features. In earthflow depositional toes, compression folds and thrust faults again increase short wavelength surface roughness. When an earthflow becomes inactive, roughness in all of these kinematic zones systematically decreases with time, allowing relative dating of earthflow deposits. We also document how each of these roughness expressions depends on earthflow velocity, using sub-pixel change detection software (COSI-Corr) and pairs of orthorectified aerial photographs to determine spatially extensive landslide surface displacements. In source areas, the wavelength of slumped blocks tends to correlate with velocity as predicted by a simple sliding block model, but the amplitude is insensitive to velocity, suggesting that landslide depth rather than velocity sets this characteristic block amplitude. In both transport zones and depositional toes, the amplitude of the surface roughness is higher where the longitudinal gradient in velocity is higher, confirming that differential movement generates and maintains this fine scale roughness.

The effect of working time on the displacement of Biodentine™ beneath prefabricated stainless steel crown: a laboratory study.

PubMed

Dawood, Alaa E; Manton, David J; Parashos, Peter; Wong, Rebecca H K

2016-11-01

To investigate the displacement of Biodentine ™ following cementation of stainless steel crowns (SSC) with glass-ionomer cement (GIC) on plastic deciduous teeth prepared for pulpotomy. Twenty plastic teeth with prepared occlusal cavities were divided into four groups and had Biodentine ™ placed as a mock pulpotomy agent. The pulp chamber was filled with freshly mixed Biodentine ™ then a GIC-loaded SSC was seated on the tooth using a standardized seating force for periods of: 1 min (Group 1); 2 min (Group 2), 3 min (Group 3) and 6 min (Group 4) after mixing. After 24 h at 37°C and 90% humidity, the crowns were sectioned mesio-distally and standardized digital photographs taken. Image analysis software was used to determine the ratio of the surface area of displaced Biodentine ™ relative to the surface area of the pulp chamber. The thinnest section of the remaining Biodentine ™ was measured. The lowest values of Biodentine ™ displacement and the highest values of remaining Biodentine ™ thickness were associated with Group 4. There were no significant differences between the results in Group 3 and Group 4. Within the limitations of this in vitro study, a GIC-loaded SSC can be seated on Biodentine ™ placed into a pulp chamber 3 min after mixing. © 2015 Wiley Publishing Asia Pty Ltd.

Preventive Effects of Seat Belt on Clinical Outcomes for Road Traffic Injuries

PubMed Central

2015-01-01

Proper seat belt use saves lives; however, the use rate decreased in Korea. This study aimed to measure the magnitude of the preventive effect of seat belt on case-fatality across drivers and passengers. We used the Emergency Department based Injury In-depth Surveillance (EDIIS) database from 17 EDs between 2011 and 2012. All of adult injured patients from road traffic injuries (RTI) in-vehicle of less than 10-seat van were eligible, excluding cases with unknown seat belt use and outcomes. Primary and secondary endpoints were in-hospital mortality and intracranial injury. We calculated adjusted odds ratios (AORs) of seat belt use and driving status for study outcomes adjusting for potential confounders. Among 23,698 eligible patients, 15,304 (64.6%) wore seat belts. Driver, middle aged (30-44 yr), male, daytime injured patients were more likely to use seat belts (all P < 0.001). In terms of clinical outcome, no seat belt group had higher proportions of case-fatality and intracranial injury compared to seat belt group (both P < 0.001). Compared to seat belt group, AORs (95% CIs) of no seat belt group were 10.43 (7.75-14.04) for case-fatality and 2.68 (2.25-3.19) for intracranial injury respectively. In the interaction model, AORs (95% CIs) of no seat belt use for case-fatality were 11.71 (8.45-16.22) in drivers and 5.52 (2.83-14.76) in non-driving passengers, respectively. Wearing seat belt has significantly preventive effects on case-fatality and intracranial injury. Public health efforts to increase seat belt use are needed to reduce health burden from RTIs. PMID:26713066

Motor Vehicle Crashes, Medical Outcomes, and Hospital Charges Among Children Aged 1-12 Years - Crash Outcome Data Evaluation System, 11 States, 2005-2008.

PubMed

Sauber-Schatz, Erin K; Thomas, Andrea M; Cook, Lawrence J

2015-10-02

Motor vehicle crashes are a leading cause of death among children. Age- and size-appropriate restraint use is an effective way to prevent motor vehicle-related injuries and deaths. However, children are not always properly restrained while riding in a motor vehicle, and some are not restrained at all, which increases their risk for injury and death in a crash. 2005-2008. The Crash Outcome Data Evaluation System (CODES) is a multistate program facilitated by the National Highway Traffic Safety Administration to probabilistically link police crash reports and hospital databases for traffic safety analyses. Eleven participating states (Connecticut, Georgia, Kentucky, Maryland, Minnesota, Missouri, Nebraska, New York, Ohio, South Carolina, and Utah) submitted data to CODES during the reporting period. Descriptive analysis was used to describe drivers and child passengers involved in motor vehicle crashes and to summarize crash and medical outcomes. Odds ratios and 95% confidence intervals were used to compare a child passenger's likelihood of sustaining specific types of injuries by restraint status (optimal, suboptimal, or unrestrained) and seating location (front or back seat). Because of data constraints, optimal restraint use was defined as a car seat or booster seat use for children aged 1-7 years and seat belt use for children aged 8-12 years. Suboptimal restraint use was defined as seat belt use for children aged 1-7 years. Unrestrained was defined as no use of car seat, booster seat, or seat belt for children aged 1-12 years. Optimal restraint use in the back seat declined with child's age (1 year: 95.9%, 5 years: 95.4%, 7 years: 94.7%, 8 years: 77.4%, 10 years: 67.5%, 12 years: 54.7%). Child restraint use was associated with driver restraint use; 41.3% of children riding with unrestrained drivers also were unrestrained compared with 2.2% of children riding with restrained drivers. Child restraint use also was associated with impaired driving due to alcohol or drug use; 16.4% children riding with drivers suspected of alcohol or drug use were unrestrained compared with 2.9% of children riding with drivers not suspected of such use. Optimally restrained and suboptimally restrained children were less likely to sustain a traumatic brain injury than unrestrained children. The 90th percentile hospital charges for children aged 4-7 years who were in motor vehicle crashes were $1,630.00 and $1,958.00 for those optimally restrained in a back seat and front seat, respectively; $2,035.91 and $3,696.00 for those suboptimally restrained in a back seat and front seat, respectively; and $9,956.60 and $11,143.85 for those unrestrained in a back seat and front seat, respectively. Proper car seat, booster seat, and seat belt use among children in the back seat prevents injuries and deaths, as well as averts hospital charges. However, the number, severity, and cost of injuries among children in crashes who were not optimally restrained or who were seated in a front seat indicates the need for improvements in proper use of age- and size-appropriate car seats, booster seats, and seat belts in the back seat. Effective interventions for increasing proper child restraint use could be universally implemented by states and communities to prevent motor vehicle-related injuries among children and their resulting costs.

Effect of crash pulse shape on seat stroke requirements for limiting loads on occupants of aircraft

NASA Technical Reports Server (NTRS)

Carden, Huey D.

1992-01-01

An analytical study was made to provide comparative information on various crash pulse shapes that potentially could be used to test seats under conditions included in Federal Regulations Part 23 Paragraph 23.562(b)(1) for dynamic testing of general aviation seats, show the effects that crash pulse shape can have on the seat stroke requirements necessary to maintain a specified limit loading on the seat/occupant during crash pulse loadings, compare results from certain analytical model pulses with approximations of actual crash pulses, and compare analytical seat results with experimental airplace crash data. Structural and seat/occupant displacement equations in terms of the maximum deceleration, velocity change, limit seat pan load, and pulse time for five potentially useful pulse shapes were derived; from these, analytical seat stroke data were obtained for conditions as specified in Federal Regulations Part 23 Paragraph 23.562(b)(1) for dynamic testing of general aviation seats.

The influence of car-seat design on its character experience.

PubMed

Kamp, Irene

2012-03-01

Producing higher efficiency cars with less and lighter materials but without compromising safety, comfort and driving pleasure might give a competitive advantage. In this light, at BMW a new light weight car-seat concept was developed based on the human body contour. A possibility to increase the comfort is using a seat which elicits positive tactile experiences. However, limited information is available on seat characteristics and tactile experiences. Therefore, this study describes the contour of three different car-seat designs, including a light weight seat, and the recorded corresponding emotion and tactile experience of 21 persons sitting in the seats. Results show that the new light weight car-seat concept rated well on experienced relaxedness, even with the lack of a side support. The most important findings are that hard seats with rather high side supports are rated sporty and seats that are softer are rated more luxurious. Copyright © 2011 Elsevier Ltd and The Ergonomics Society. All rights reserved.

Discomfort during lateral acceleration: influence of seat cushion and backrest.

PubMed

Beard, George F; Griffin, Michael J

2013-07-01

Lateral acceleration causes discomfort but how the discomfort depends on the frequency of acceleration or characteristics of seating is poorly understood. Using magnitude estimation, twelve male subjects rated the discomfort caused by lateral oscillation at eight frequencies (0.2-1.0 Hz) across four seating conditions (a rigid seat and a train seat, both with and without backrests). Discomfort increased with increasing frequency of lateral acceleration in a similar manner for all four seating conditions. However, at all frequencies and with both seats there was less discomfort when sitting with backrest support than without. Least discomfort occurred on the train seat with backrest and greatest discomfort on the rigid seat without backrest. Current standards predict an additive effect of backrest on vibration discomfort, but the findings show that low frequency lateral acceleration can cause less discomfort when sitting with a backrest than when sitting on the same seat without a backrest. Copyright © 2012 Elsevier Ltd and The Ergonomics Society. All rights reserved.

The Steps to Perfect Posture

ERIC Educational Resources Information Center

Chappell, Jon

2007-01-01

Many people have memories of being told to "stop slouching" while seated at the piano bench. But the reality is that good piano posture is not as simple as bolting upright on the bench when the teacher barks. According to Eric Sutz, a Chicago-area piano teacher and performer, one should see a natural curve in his/her lower lumbar area and should…

Functional seating for school-age children with cerebral palsy: an evidence-based tutorial.

PubMed

Costigan, F Aileen; Light, Janice

2011-04-01

This tutorial is designed to teach speech-language pathologists (SLPs) best practices to support functional seating of children with cerebral palsy (CP) in the classroom and in school-based therapy sessions. This tutorial teaches SLPs to (a) recognize the positive effects of seating intervention, (b) identify the characteristics of functional seating that may produce these positive effects, and (c) realize their role in supporting functional seating for school-age children with CP. The research reporting positive effects of seating intervention for school-age children with CP is presented according to the International Classification of Functioning, Disability and Health (World Health Organization, 2001). Recommended guidelines for functional seating for school-age children with CP are gleaned from the research evidence. The specific role of the SLP in providing functional seating for children with CP is then discussed. Seating intervention may produce positive body structure and function, activities, and participation effects for school-age children with CP when appropriate equipment is provided for weight bearing, the pelvis is positioned for stability and mobility, and the body is properly aligned. SLPs can support functional seating for school-age children with CP by communicating with professionals with seating expertise and by invoking and monitoring recommended guidelines for children with basic and complex seating needs, respectively.

Promoting booster seat use for young children: A school-based intervention pilot study.

PubMed

Bruce, Beth S; Mundle, Kim; Cramm, Camille F; Williams, Devon P

2017-05-01

Misuse and/or lack of booster seat use are often associated with high rates of injury and death among school-aged children. This pilot study examined the efficacy and the potential effectiveness of a booster seat intervention in the classroom. Two elementary schools participated (randomly assigned as one intervention school and one control school). At the intervention school, a certified car seat specialist and a police officer held an interactive booster seat session. The height and age for each child were recorded. Children received a certificate indicating whether they met the requirements for booster seat use and a postcard with car seat restraint specifications. Children in the control school received a brochure on car seat safety. Pre- and post-intervention self-reports were collected and booster seat use was observed. Observational findings showed a decline in booster seat use at the control school and an increase in use at the intervention school. Self-reports of booster seat use indicated a decline at both schools; however, cell sizes were too small to permit statistical analyses. Anecdotally researchers found the sessions were easy to conduct and were well received by the children and could be easily integrated into programming in schools. Classroom sessions may have the potential to positively influence booster seat use among 6- to 8-year-olds.

Breaking up workplace sitting time with intermittent standing bouts improves fatigue and musculoskeletal discomfort in overweight/obese office workers.

PubMed

Thorp, Alicia A; Kingwell, Bronwyn A; Owen, Neville; Dunstan, David W

2014-11-01

To examine whether the introduction of intermittent standing bouts during the workday using a height-adjustable workstation can improve subjective levels of fatigue, musculoskeletal discomfort and work productivity relative to seated work. Overweight/obese office workers (n=23; age 48.2±7.9 years, body mass index 29.6±4 kg/m(2)) undertook two, 5-day experimental conditions in an equal, randomised (1:1) order. In a simulated office environment, participants performed their usual occupational tasks for 8 h/day in a: seated work posture (SIT condition); or interchanging between a standing and seated work posture every 30 min using an electric, height-adjustable workstation (STAND-SIT condition). Self-administered questionnaires measuring fatigue, musculoskeletal discomfort and work productivity were performed on day 5 of each experimental condition. Participants' total fatigue score was significantly higher during the SIT condition (mean 67.8 (95% CI 58.8 to 76.7)) compared with the STAND-SIT condition (52.7 (43.8 to 61.5); p<0.001). Lower back musculoskeletal discomfort was significantly reduced during the STAND-SIT condition compared with the SIT condition (31.8% reduction; p=0.03). Despite concentration/focus being significantly higher during the SIT condition (p=0.006), there was a trend towards improved overall work productivity in favour of the STAND-SIT condition (p=0.053). Transitioning from a seated to a standing work posture every 30 min across the workday, relative to seated work, led to a significant reduction in fatigue levels and lower back discomfort in overweight/obese office workers, while maintaining work productivity. Future investigations should be directed at understanding whether sustained use of height-adjustable workstations promote concentration and productivity at work. ACTRN12611000632998. Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://group.bmj.com/group/rights-licensing/permissions.

Ingress clearance requirements and seat positioning for automatic belt systems

DOT National Transportation Integrated Search

1981-06-01

The purposes of this study were (1) to determine how much clearance between a seat belt and seat cushion is needed for a driver to enter the front seat of an automobile equipped with automatic seat belts---without his/her having to lift the webbing, ...

Implications and concerns of deep-seated disposal of hydrocarbon exploration produced water using three-dimensional contaminant transport model in Bhit Area, Dadu District of Southern Pakistan.

PubMed

Ahmad, Zulfiqar; Akhter, Gulraiz; Ashraf, Arshad; Fryar, Alan

2010-11-01

A three-dimensional contaminant transport model has been developed to simulate and monitor the migration of disposal of hydrocarbon exploration produced water in Injection well at 2,100 m depth in the Upper Cretaceous Pab sandstone, Bhit area in Dadu district of Southern Pakistan. The regional stratigraphic and structural geological framework of the area, landform characteristics, meteorological parameters, and hydrogeological milieu have been used in the model to generate the initial simulation of steady-state flow condition in the underlying aquifer's layers. The geometry of the shallow and deep-seated characteristics of the geological formations was obtained from the drilling data, electrical resistivity sounding surveys, and geophysical well-logging information. The modeling process comprised of steady-state simulation and transient simulation of the prolific groundwater system of contamination transport after 1, 10, 30 years of injection. The contaminant transport was evaluated from the bottom of the injection well, and its short- and long-term effects were determined on aquifer system lying in varying hydrogeological and geological conditions.

Multi-Variant/Capability Next Generation Troop Seat (M-V/C NGTS)

DTIC Science & Technology

2009-01-01

John Plaga , Work Unit Manager MARK M. HOFFMAN Deputy Chief Biomechanics Branch Biosciences and Protection Division Human...John A. Plaga a. REPORT U b. ABSTRACT U c. THIS PAGE U SAR 20 19b. TELEPHONE NUMBER (include area

28 CFR 36.406 - Standards for new construction and alterations.

Code of Federal Regulations, 2014 CFR

2014-07-01

... criteria— (i) It is located within the rear 60% of the seats provided in an auditorium; or (ii) It is located within the area of an auditorium in which the vertical viewing angles (as measured to the top of...

28 CFR 36.406 - Standards for new construction and alterations.

Code of Federal Regulations, 2011 CFR

2011-07-01

... criteria— (i) It is located within the rear 60% of the seats provided in an auditorium; or (ii) It is located within the area of an auditorium in which the vertical viewing angles (as measured to the top of...

28 CFR 36.406 - Standards for new construction and alterations.

Code of Federal Regulations, 2013 CFR

2013-07-01

... criteria— (i) It is located within the rear 60% of the seats provided in an auditorium; or (ii) It is located within the area of an auditorium in which the vertical viewing angles (as measured to the top of...

28 CFR 36.406 - Standards for new construction and alterations.

Code of Federal Regulations, 2012 CFR

2012-07-01

... criteria— (i) It is located within the rear 60% of the seats provided in an auditorium; or (ii) It is located within the area of an auditorium in which the vertical viewing angles (as measured to the top of...

49 CFR 571.207 - Standard No. 207; Seating systems.

Code of Federal Regulations, 2011 CFR

2011-10-01

... standard establishes requirements for seats, their attachment assemblies, and their installation to... longitudinal direction; (c) For a seat belt assembly attached to the seat—the force specified in paragraph (a... applied simultaneously with the forces imposed on the seat by the seat belt assembly when it is loaded in...

14 CFR 125.317 - Inspector's credentials: Admission to pilots' compartment: Forward observer's seat.

Code of Federal Regulations, 2011 CFR

2011-01-01

... pilots' compartment: Forward observer's seat. 125.317 Section 125.317 Aeronautics and Space FEDERAL... pilots' compartment: Forward observer's seat. (a) Whenever, in performing the duties of conducting an... of safety. (b) A forward observer's seat on the flight deck, or forward passenger seat with headset...

14 CFR 135.75 - Inspectors credentials: Admission to pilots' compartment: Forward observer's seat.

Code of Federal Regulations, 2011 CFR

2011-01-01

...' compartment: Forward observer's seat. 135.75 Section 135.75 Aeronautics and Space FEDERAL AVIATION...' compartment: Forward observer's seat. (a) Whenever, in performing the duties of conducting an inspection, an.... (b) A forward observer's seat on the flight deck, or forward passenger seat with headset or speaker...

Alternative seating for young children with Autism Spectrum Disorder: effects on classroom behavior.

PubMed

Schilling, Denise Lynn; Schwartz, Ilene S

2004-08-01

A single subject, withdrawal design was used to investigate the effects of therapy balls as seating on engagement and in-seat behavior of young children with Autism Spectrum Disorder (ASD). In addition, social validity was assessed to evaluate teachers' opinions regarding the intervention. During baseline and withdrawal (A phases) participants used their typical classroom seating device (chair, bench or carpet square). During the intervention (B phases) participants sat on therapy balls. Results indicated substantial improvements in engagement and in-seat behavior when participants were seated on therapy balls. Social validity findings indicated that the teachers' preferred the therapy balls. This study suggests therapy balls as classroom seating may facilitate engagement and in-seat behavior and create opportunities to provide effective instruction.

Active vibration attenuating seat suspension for an armored helicopter crew seat

NASA Astrophysics Data System (ADS)

Sztein, Pablo Javier

An Active Vibration Attenuating Seat Suspension (AVASS) for an MH-60S helicopter crew seat is designed to protect the occupants from harmful whole-body vibration (WBV). Magnetorheological (MR) suspension units are designed, fabricated and installed in a helicopter crew seat. These MR isolators are built to work in series with existing Variable Load Energy Absorbers (VLEAs), have minimal increase in weight, and maintain crashworthiness for the seat system. Refinements are discussed, based on testing, to minimize friction observed in the system. These refinements include the addition of roller bearings to replace friction bearings in the existing seat. Additionally, semi-active control of the MR dampers is achieved using special purpose built custom electronics integrated into the seat system. Experimental testing shows that an MH-60S retrofitted with AVASS provides up to 70.65% more vibration attenuation than the existing seat configuration as well as up to 81.1% reduction in vibration from the floor.

Car seat safety: literature review.

PubMed

Lincoln, Michelle

2005-01-01

After staggering numbers of infants were killed in automotive crashes in the 1970s, the American Academy of Pediatrics (AAP) recommended in 1974 universal use of car seats for all infants. However, positional problems were reported when car seats are used with premature infants less than 37 weeks gestational age as a result of head slouching and its sequelae. In 1990, the AAP responded with another policy statement introducing car seat testing. It recommended that any infant at or under 37 weeks gestational age be observed in a car seat prior to discharge from the hospital. The AAP did not give specific guidelines on type of car seat, length of testing, equipment, or personnel proficiency, however. Few nurseries have standard policies to evaluate car seats, to teach parents about car seats, or to position newborns in them, and not all hospitals actually conduct car seat challenges or have common standards for testing that is performed.

Development of an MR seat suspension with self-powered generation capability

NASA Astrophysics Data System (ADS)

Sun, S. S.; Ning, D. H.; Yang, J.; Du, H.; Zhang, S. W.; Li, W. H.; Nakano, M.

2017-08-01

This paper proposes a self-powered magnetorheological (MR) seat suspension on the basis of a rotary MR damper and an electromagnetic induction device. By applying the self-powering component to the MR seat suspension, the operation cost of the semi-active seat is much cheaper because no external energy is required to control the MR damper. In this paper, the structure, design and analysis of the seat suspension were presented following the introduction section. The property tests of the self-powered seat suspension were conducted using an MTS machine. A robust control algorithm was developed to control the self-powered MR seat suspension and the vibration attenuation performance of the seat suspension was tested under two different vibration excitations, i.e. harmonic excitation and random excitation. The testing result verifies that the self-powered MR seat suspension under proper control can improve the ride comfort for passengers and drivers.

The effect of rear-seat overloading in a car crash: pathological and kinematics evidences.

PubMed

Luchini, Duccio; Sammicheli, Michele; Cortucci, Cristiano

2013-09-01

Seat belts have been shown to decrease the incidence of lethal lesions to the head, chest, and abdomen. Since the introduction of seat belts, it is reported that the incidence of traumatic lesions in these body parts is reduced. In the meantime, the characteristic lesions to the chest and abdomen caused by the use of seat belts are described (J Trauma. 2007;62(6):1473-1480).Reported is a peculiar case of an oblique front-to-rear car collision, in which overloading of the rear seat with packages pushed forward the passenger front seat in an abnormal way, causing fatal thoracic and abdominal lesions.The authors underline that the seat belt protection device is defeated if front seats are damaged by heavy unanchored bags on the rear seat or on the rear parcel shelf of a motor vehicle.

An academic, business, and community alliance to promote evidence-based public health policy: the case of primary seat belt legislation.

PubMed

Goldzweig, Irwin A; Schlundt, David G; Moore, Wayne E; Smith, Patricia E; Zoorob, Roger J; Levine, Robert S

2013-08-01

An academic, business, and community alliance comprising 285 organizations, including 43 national groups represented on a Blue Ribbon Panel organized by the U.S. Secretary of Transportation, targeted Arkansas, Florida, Mississippi, Minnesota, Tennessee, and Wisconsin for high involvement/intervention consisting of community organization and other political action to support passage of primary seat belt laws. State-level alliance activities began in January 2003. All six states enacted a primary seat belt law between 2004 and 2009. From January 2003 to May 2010, passage of primary legislation was 4.5 times as likely (95% CI 1.90, 10.68) in states with high versus low alliance involvement. Positive interaction between high alliance involvement and offers of federal incentives may have occurred as well. This evidence of success suggests that academic-business-community alliances for action to promote evidence-based public health policy may be effective.

Deformation of crowns during cementation.

PubMed

Wilson, P R; Goodkind, R J; Delong, R; Sakaguchi, R

1990-11-01

Deformation of crowns during cementation was investigated by a simple loading system of defined crowns with silicone fluids as cements. Deformation of the crowns was measured by long stain gauges that encircled the cervical margins. Die spacing was simulated by etching the die. Venting was simulated by removing a small screw. Deformation of the crowns was decreased by decreasing the viscosity of fluid, increasing the thickness of the crowns, and venting. Etching the die decreased the seating times of the crowns, but did not alter the level of deformation. Terminal cementation with zinc phosphate cement confirmed the presence of crown deformation during cementation. The results have consequences for bonded and all-ceramic crowns, and explain several clinical phenomena. It is suggested that low viscosity cements, low seating forces, and die spacing be used to decrease the deformation of crowns during seating. The importance of passive fitting of the crown to the tooth is stressed.

Carpooling and booster seats: a national survey of parents.

PubMed

Macy, Michelle L; Clark, Sarah J; Freed, Gary L; Butchart, Amy T; Singer, Dianne C; Sasson, Comilla; Meurer, William J; Davis, Matthew M

2012-02-01

Booster seat use among school-aged children has been consistently lower than national goals. In this study, we sought to explore associations between parental experiences with booster seats and carpooling. We conducted a cross-sectional Web-based survey of a nationally representative panel of US parents in January 2010. As part of a larger survey, parents of 4- to 8-year-old children responded to 12 questions related to booster seats and carpooling. Of 1612 parents responding to the full survey (response rate = 71%), 706 had a 4- to 8-year-old child and 681 met inclusion rules. Most parents (76%) reported their child used a safety seat when riding in the family car. Of children reported to use seat belts, 74% did so in accordance with their state law. Parent report of child safety seat use was associated with younger child age and with the presence of state booster seat laws. Sixty-four percent of parents carpool. Among parents who carpool and whose children use a child safety seat: 79% indicated they would always ask another driver to use a booster seat for their child and 55% reported they always have their child use their booster seat when driving friends who do not have boosters. Carpooling is a common driving situation during which booster seat use is inconsistent. Social norms and self-efficacy are associated with booster seat use. Clinicians who care for children should increase efforts to convey the importance of using the size-appropriate restraint for every child on every trip.

KSC-04pd1046

NASA Image and Video Library

2004-05-07

KENNEDY SPACE CENTER, FLA. -- STS-114 Mission Commander Eileen Collins tries out one of the seats in the Rubber Room. Located under the launch pad, the steel dome Rubber Room floats on rubber isolators. It was the escape area used during the Apollo launches and it could not be removed when the pad was modified for the Shuttle. In case of an emergency on the pad, the astronauts would slide down the long vertical tube to the Rubber Room, strap themselves into the seats and wait for the danger to clear. The STS-114 mission is Logistics Flight 1, which is scheduled to deliver supplies and equipment plus the external stowage platform to the International Space Station.

KSC-04pd1047

NASA Image and Video Library

2004-05-07

KENNEDY SPACE CENTER, FLA. -- STS-114 Mission Specialist Wendy Lawrence examines one of the seats in the Rubber Room. Located under the launch pad, the steel dome Rubber Room floats on rubber isolators. It was the escape area used during the Apollo launches and it could not be removed when the pad was modified for the Shuttle. In case of an emergency on the pad, the astronauts would slide down the long vertical tube to the Rubber Room, strap themselves into the seats and wait for the danger to clear. The STS-114 mission is Logistics Flight 1, which is scheduled to deliver supplies and equipment plus the external stowage platform to the International Space Station.

KSC-04PD-1047

NASA Technical Reports Server (NTRS)

2004-01-01

KENNEDY SPACE CENTER, FLA. -- STS-114 Mission Specialist Wendy Lawrence examines one of the seats in the Rubber Room. Located under the launch pad, the steel dome Rubber Room floats on rubber isolators. It was the escape area used during the Apollo launches and it could not be removed when the pad was modified for the Shuttle. In case of an emergency on the pad, the astronauts would slide down the long vertical tube to the Rubber Room, strap themselves into the seats and wait for the danger to clear. The STS-114 mission is Logistics Flight 1, which is scheduled to deliver supplies and equipment plus the external stowage platform to the International Space Station.

Large-scale landslide triggering mechanisms in Debre Sina area, Central Ethiopian Highlands at the western Afar rift margin

NASA Astrophysics Data System (ADS)

Kiros, T.; Wohnlich, S.; Hussien, B.

2017-12-01

The Central Highlands of Ethiopia have repeatedly experiencing large-scale landslide events. Debre Sina area is one of the most landslide prone areas located along the western Afar rift margin of Ethiopia, which is frequently affected by large-scale and deep-seated landslides. Despite that, urban and rural development is currently taking place in almost all constricted valleys as well as on the imposing cliffs. Therefore, understanding the major triggering factors and failure mechanisms in the Debre Sina area and surroundings is of critical importance. In the present study, we investigate the landslide in the area using geological and topographic analysis, structural settings, geophysical investigation (seismic refraction), rainfall data and seismicity. Furthermore, petrographical as well as X-ray Diffraction (XRD) analysis are conducted to explain the mineral composition of parent rock and its weathering products. The topographic analysis result revealed that the slope range from 100 - 400, with elevation of 1,800 - 2,500m, with aspect to east and southeast are highly prone to landslide. The seismic refraction method identified four main layers of geomaterials which contained a subsurface landslides anomaly within the layers. The results consist of clay, loosely cemented colluvial sediments and highly weathered agglomerates (1000-1500m/s) 7-15m, highly to moderately fractured porphyritic basalt, ignimbrite, rhyolite/trachyte and volcanic ash (1500-2500m/s) 10-30m, moderately to slightly fractured ignimbrite, rhyolite/trachyte and basalt (2500-3500m/s) 30-50m and very strong, massive, fresh rock/bed rock (>3500m/s) from 45m depth. The large-scale and deep-seated landslides problem in the study area appears to be caused by heavy rainfall, complex geology and rugged topography, the presence of geological structures oriented parallel to the rift margin N-S fault (NNE-SSW trending) of the central Ethiopian highlands and coinciding with the head scarp of the slides and seismicity. These findings could serve as a basis for planners and policy-makers, and will lead to an increased level of understanding of the natural geohazards problems in the country.

Energy-absorbing car seat designs for reducing whiplash.

PubMed

Himmetoglu, S; Acar, M; Bouazza-Marouf, K; Taylor, A J

2008-12-01

This study presents an investigation of anti-whiplash features that can be implemented in a car seat to reduce whiplash injuries in the case of a rear impact. The main emphasis is on achieving a seat design with good energy absorption properties. A biofidelic 50th percentile male multi-body human model for rear impact is developed to evaluate the performance of car seat design concepts. The model is validated using the responses of 7 volunteers from the Japanese Automobile Research Institute (JARI) sled tests, which were performed at an impact speed of 8 kph with a rigid seat and without head restraint and seatbelt. A generic multi-body car seat model is also developed to implement various seatback and recliner properties, anti-whiplash devices, and head restraints. Using the same driving posture and the rigid seat in the JARI sled tests as the basic configuration, several anti-whiplash seats are designed to allow different types of motion for the seatback and seat-pan. The anti-whiplash car seat design concepts limit neck internal motion successfully until the head-to-head restraint contact occurs and they exhibit low NIC(max) values (7 m(2)/s(2) on average). They are also effective in reducing neck compression forces and T1 forward accelerations. In principle, these car seat design concepts employ controlled recliner rotation and seat-pan displacement to limit the formation of S-shape. This is accomplished by using anti-whiplash devices that absorb the crash energy in such a way that an optimum protection is provided at different severities. The results indicate that the energy absorbing car seat design concepts all demonstrate good whiplash-reducing performances at the IIWPG standard pulse. Especially in higher severity rear impacts, two of the car seat design concepts reduce the ramping of the occupant considerably.

Biomechanical considerations for assessing interactions of children and small occupants with inflatable seat belts.

PubMed

Rouhana, Stephen W; Sundararajan, Srinivasan; Board, Derek; Prasad, Priya; Rupp, Jonathan D; Miller, Carl S; Jeffreys, Thomas A; Schneider, Lawrence W

2013-11-01

NHTSA estimates that more than half of the lives saved (168,524) in car crashes between 1960 and 2002 were due to the use of seat belts. Nevertheless, while seat belts are vital to occupant crash protection, safety researchers continue efforts to further enhance the capability of seat belts in reducing injury and fatality risk in automotive crashes. Examples of seat belt design concepts that have been investigated by researchers include inflatable, 4-point, and reverse geometry seat belts. In 2011, Ford Motor Company introduced the first rear seat inflatable seat belts into production vehicles. A series of tests with child and small female-sized Anthropomorphic Test Devices (ATD) and small, elderly female Post Mortem Human Subjects (PMHS) was performed to evaluate interactions of prototype inflatable seat belts with the chest, upper torso, head and neck of children and small occupants, from infants to young adolescents. Tests simulating a 6-year-old child asleep in a booster seat, with its head lying directly on its shoulder on top of the inflatable seat belt, were considered by engineering judgment, to represent a worst case scenario for interaction of an inflating seat belt with the head and neck of a child and/or small occupant. All evaluations resulted in ATD responses below Injury Assessment Reference Values reported by Mertz et al. (2003). In addition, the tests of the PMHS subjects resulted in no injuries from interaction of the inflating seat belt with the heads, necks, and chests of the subjects. Given the results from the ATD and PMHS tests, it was concluded that the injury risk to children and small occupants from deployment of inflatable seat belt systems is low.

Assessment of dental student posture in two seating conditions using RULA methodology - a pilot study.

PubMed

Gandavadi, A; Ramsay, J R E; Burke, F J T

2007-11-24

To assess dental students' posture on two different seats in order to determine if one seat predisposes to a difference in working posture. A between-subject experimental design was selected. The study was undertaken at the University of Birmingham School of Dentistry in 2006. Subjects (materials) and methods Sixty second year dental students at the University of Birmingham who were attending their fi rst classes in the phantom head laboratory were randomly selected and allocated to two different seats (30 Bambach Saddle Seats and 30 conventional seats). Students were trained in the use of the seats. After ten weeks, the students were observed, photographs were taken by the researcher and these were assessed using Rapid Upper Limb Assessment (RULA). The posture of the students was assessed using the RULA. Each student was given a risk score. A Mann Whitney test was used for statistical analysis. The results indicated that the students using the conventional seat recorded significantly higher risk scores (p <0.05) when compared with the students using Bambach Saddle Seat, suggesting an improvement in posture when using the Bambach Saddle Seat. RULA has identified that dental students using a Bambach Saddle Seat were able to maintain an acceptable working posture during simulated dental treatment and this seating may reduce the development of work-related musculoskeletal disorders.

Promoting booster seat use for young children: A school-based intervention pilot study

PubMed Central

Mundle, Kim; Cramm, Camille F.; Williams, Devon P.

2017-01-01

Abstract Purpose: Misuse and/or lack of booster seat use are often associated with high rates of injury and death among school-aged children. This pilot study examined the efficacy and the potential effectiveness of a booster seat intervention in the classroom. Methods: Two elementary schools participated (randomly assigned as one intervention school and one control school). At the intervention school, a certified car seat specialist and a police officer held an interactive booster seat session. The height and age for each child were recorded. Children received a certificate indicating whether they met the requirements for booster seat use and a postcard with car seat restraint specifications. Children in the control school received a brochure on car seat safety. Pre- and post-intervention self-reports were collected and booster seat use was observed. Results: Observational findings showed a decline in booster seat use at the control school and an increase in use at the intervention school. Self-reports of booster seat use indicated a decline at both schools; however, cell sizes were too small to permit statistical analyses. Conclusion: Anecdotally researchers found the sessions were easy to conduct and were well received by the children and could be easily integrated into programming in schools. Classroom sessions may have the potential to positively influence booster seat use among 6- to 8-year-olds. PMID:29479188

Evaluation of an Energy Absorbing Truck Seat for Increased Protection from Landmine Blasts.

DTIC Science & Technology

1996-01-01

acceleration (top curve, Figure 4) reveals the wire bending action of the passenger seat as it absorbs energy. No data from the standard (driver) seat...Vertical accelerations were limited by the wire bending action. 17 Passenger seat velocities 120894 Demo (8 Dec 94) - center blast, EA passenger seat

Multiposition Seat

NASA Technical Reports Server (NTRS)

Macconochie, Ian O.

1994-01-01

Back of seat pivots about either of two axes: one axis for folding back to form bed and second, higher axis for folding forward to form compact ottoman, even when seat thickly padded. Long and short links used to adjust back of seat to variety of positions. Multiposition seat designed for use in spacecraft also adapted to airplanes and land vehicles.

14 CFR 135.113 - Passenger occupancy of pilot seat.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Passenger occupancy of pilot seat. 135.113... Operations § 135.113 Passenger occupancy of pilot seat. No certificate holder may operate an aircraft type certificated after October 15, 1971, that has a passenger seating configuration, excluding any pilot seat, of...

14 CFR 135.113 - Passenger occupancy of pilot seat.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Passenger occupancy of pilot seat. 135.113... Operations § 135.113 Passenger occupancy of pilot seat. No certificate holder may operate an aircraft type certificated after October 15, 1971, that has a passenger seating configuration, excluding any pilot seat, of...

Marketing Classroom Spaces: Is It Really Better at the Front?

ERIC Educational Resources Information Center

Vander Schee, Brian A.

2011-01-01

Students spend much of their time in college seated in a classroom. Their seating choice can indicate something about students' general perceptions regarding seat selection and academic achievement. However, actual seat location may also play a role in student performance. This preliminary research focused on the seating choices of 373…

36 CFR 1192.27 - Priority seating signs.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 36 Parks, Forests, and Public Property 3 2010-07-01 2010-07-01 false Priority seating signs. 1192... Buses, Vans and Systems § 1192.27 Priority seating signs. (a) Each vehicle shall contain sign(s) which indicate that seats in the front of the vehicle are priority seats for persons with disabilities, and that...

49 CFR 38.27 - Priority seating signs.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 49 Transportation 1 2010-10-01 2010-10-01 false Priority seating signs. 38.27 Section 38.27... SPECIFICATIONS FOR TRANSPORTATION VEHICLES Buses, Vans and Systems § 38.27 Priority seating signs. (a) Each vehicle shall contain sign(s) which indicate that seats in the front of the vehicle are priority seats for...

76 FR 9551 - Availability of Seats for the Monitor National Marine Sanctuary Advisory Council

Federal Register 2010, 2011, 2012, 2013, 2014

2011-02-18

... (2) Recreational/Commercial Fishing seats, Heritage Tourism seat, and Economic Development seat...-at-Large, Conservation, Economic Development, Education, Heritage Tourism, Maritime Archaeological...

Auto Safety

MedlinePlus

... certified child passenger safety technician to assist you.) Guidelines for Choosing a Safety Seat Choose a seat ... and are between 8 and 12 years old. Guidelines for Choosing a Booster Seat Choose a seat ...

Integrated seat frame and back support

DOEpatents

Martin, Leo

1999-01-01

An integrated seating device comprises a seat frame having a front end and a rear end. The seat frame has a double wall defining an exterior wall and an interior wall. The rear end of the seat frame has a slot cut therethrough both the exterior wall and the interior wall. The front end of the seat frame has a slot cut through just the interior wall thereof. A back support comprising a generally L shape has a horizontal member, and a generally vertical member which is substantially perpendicular to the horizontal member. The horizontal member is sized to be threaded through the rear slot and is fitted into the front slot. Welded slat means secures the back support to the seat frame to result in an integrated seating device.

Qualitative models of seat discomfort including static and dynamic factors.

PubMed

Ebe, K; Griffin, M J

2000-06-01

Judgements of overall seating comfort in dynamic conditions sometimes correlate better with the static characteristics of a seat than with measures of the dynamic environment. This study developed qualitative models of overall seat discomfort to include both static and dynamic seat characteristics. A dynamic factor that reflected how vibration discomfort increased as vibration magnitude increased was combined with a static seat factor which reflected seating comfort without vibration. The ability of the model to predict the relative and overall importance of dynamic and static seat characteristics on comfort was tested in two experiments. A paired comparison experiment, using four polyurethane foam cushions (50, 70, 100, 120 mm thick), provided different static and dynamic comfort when 12 subjects were exposed to one-third octave band random vertical vibration with centre frequencies of 2.5 and 5.5 Hz, at magnitudes of 0.00, 0.25 and 0.50 m x s(-2) rms measured beneath the foam samples. Subject judgements of the relative discomfort of the different conditions depended on both static and dynamic characteristics in a manner consistent with the model. The effect of static and dynamic seat factors on overall seat discomfort was investigated by magnitude estimation using three foam cushions (of different hardness) and a rigid wooden seat at six vibration magnitudes with 20 subjects. Static seat factors (i.e. cushion stiffness) affected the manner in which vibration influenced the overall discomfort: cushions with lower stiffness were more comfortable and more sensitive to changes in vibration magnitude than those with higher stiffness. The experiments confirm that judgements of overall seat discomfort can be affected by both the static and dynamic characteristics of a seat, with the effect depending on vibration magnitude: when vibration magnitude was low, discomfort was dominated by static seat factors; as the vibration magnitude increased, discomfort became dominated by dynamic factors.

The transmission of vertical vibration through seats: Influence of the characteristics of the human body

NASA Astrophysics Data System (ADS)

Toward, Martin G. R.; Griffin, Michael J.

2011-12-01

The transmission of vibration through a seat depends on the impedance of the seat and the apparent mass of the seat occupant. This study was designed to determine how factors affecting the apparent mass of the body (age, gender, physical characteristics, backrest contact, and magnitude of vibration) affect seat transmissibility. The transmission of vertical vibration through a car seat was measured with 80 adults (41 males and 39 females aged 18-65) at frequencies between 0.6 and 20 Hz with two backrest conditions (no backrest and backrest), and with three magnitudes of random vibration (0.5, 1.0, and 1.5 m s -2 rms). Linear regression models were used to study the effects of subject physical characteristics (age, gender, and anthropometry) and features of their apparent mass (resonance frequency, apparent mass at resonance and at 12 Hz) on the measured seat transmissibility. The strongest predictor of both the frequency of the principal resonance in seat transmissibility and the seat transmissibility at resonance was subject age, with other factors having only marginal effects. The transmissibility of the seat at 12 Hz depended on subject age, body mass index, and gender. Although subject weight was strongly associated with apparent mass, weight was not strongly associated with seat transmissibility. The resonance frequency of the seat decreased with increases in the magnitude of the vibration excitation and increased when subjects made contact with the backrest. Inter-subject variability in the resonance frequency and transmissibility at resonance was less with greater vibration excitation, but was largely unaffected by backrest contact. A lumped parameter seat-person model showed that changes in seat transmissibility with age can be predicted from changes in apparent mass with age, and that the dynamic stiffness of the seat appeared to increase with increased loading so as to compensate for increases in subject apparent mass associated with increased sitting weight.

Characterization of Extremely Low Frequency Magnetic Fields from Diesel, Gasoline and Hybrid Cars under Controlled Conditions

PubMed Central

Hareuveny, Ronen; Sudan, Madhuri; Halgamuge, Malka N.; Yaffe, Yoav; Tzabari, Yuval; Namir, Daniel; Kheifets, Leeka

2015-01-01

This study characterizes extremely low frequency (ELF) magnetic field (MF) levels in 10 car models. Extensive measurements were conducted in three diesel, four gasoline, and three hybrid cars, under similar controlled conditions and negligible background fields. Averaged over all four seats under various driving scenarios the fields were lowest in diesel cars (0.02 μT), higher for gasoline (0.04–0.05 μT) and highest in hybrids (0.06–0.09 μT), but all were in-line with daily exposures from other sources. Hybrid cars had the highest mean and 95th percentile MF levels, and an especially large percentage of measurements above 0.2 μT. These parameters were also higher for moving conditions compared to standing while idling or revving at 2500 RPM and higher still at 80 km/h compared to 40 km/h. Fields in non-hybrid cars were higher at the front seats, while in hybrid cars they were higher at the back seats, particularly the back right seat where 16%–69% of measurements were greater than 0.2 μT. As our results do not include low frequency fields (below 30 Hz) that might be generated by tire rotation, we suggest that net currents flowing through the cars’ metallic chassis may be a possible source of MF. Larger surveys in standardized and well-described settings should be conducted with different types of vehicles and with spectral analysis of fields including lower frequencies due to magnetization of tires. PMID:25647323

Elderly road collision injury outcomes associated with seat positions and seatbelt use in a rapidly aging society-A case study in South Korea.

PubMed

Noh, Yuna; Yoon, Yoonjin

2017-01-01

Aging has long been regarded as one of the most critical factors affecting crash injury outcomes. In South Korea, where the elderly population is projected to reach 35.9% by 2050, the implications of an increasing number of elderly vehicle users on road safety are evident. In this research, the confounding effect of occupant age in a vehicle in terms of seat position and seatbelt use was investigated. In addition, elderly occupants were divided into a younger-old group aged between 65 and 74 years and an older-old group aged 75 years and older in an effort to assess whether the conventional elderly age standard of 65 years should be reconsidered. A multinomial logit framework was adopted to predict two-level injury severity using collision data between 2008 and 2015. Predictor variables included gender, age group, seat position, seatbelt, road type, road slope, road surface, road line, and type of vehicle. Five models, a base model with no interactions and four interaction models which were combinations of age group, seatbelt use and seat position, were devised and evaluated. With no interacting term, age was the most prominent predictor. Elderly occupants were most likely to suffer from severe injury without a seatbelt in all seat positions, and the use of a seatbelt reduced this likelihood the most in the elderly group as well. Front passenger seats had the highest risk to elderly occupants, while the driver seat was statistically insignificant. When the elderly group was divided into the younger-old group and the older-old group, the older-olds were found to be much more vulnerable compared to the younger-olds. In particular, older drivers were five times more likely to suffer a severe injury without a seatbelt. The degree of injury severity of elderly occupants was reduced the most with the use of a seatbelt, demonstrating the importance of using seat restraints. The sharp increase in the risk of injury of the older-old group suggests that the age standard of 65 years as the elderly group with regard to traffic safety may require reconsideration due to the growing number of elderly vehicle users on the road. Our results provide practical evidence with which to formulate new safety policies, including mandatory seatbelt use, driving age limits and insurance pricing.

Possible causes of socioeconomic and ethnic differences in seat belt use among high school students.

PubMed

Shin, D; Hong, L; Waldron, I

1999-09-01

This study has assessed seat belt use and factors which may influence seat belt use among high school students from three types of schools. The inner city schools had high proportions of African American and Hispanic American students from low income families, whereas the middle class school and private schools had high proportions of non-Hispanic white students from middle class families with college educated parents. Students from the inner city schools reported less seat belt use than students from the middle class school or private schools. Our analyses evaluated several hypotheses concerning possible reasons why inner city youth had lower rates of seat belt use. In accord with the social influences hypothesis, inner city youth reported lower rates of parental seat belt use and less often being told by parents to use their seat belts, and our regression results indicate that less parental modeling and encouragement of seat belt use was an important cause of inner city youth's lower rates of seat belt use. Our other hypotheses received weaker support, but we did find evidence for two hypothesized differences in attitudes which influence seat belt use. Specifically, inner city youth were more likely to agree with the statement, 'there is no point in wearing seat belts since you have no control over your fate or destiny', and inner city youth attributed less importance to safety concerns as a motivation for seat belt use. These attitudes appeared to contribute to lower rates of seat belt use by inner city youth.

Design and Evaluation Methods for Optimizing Ejection Seat Cushions for Comfort and Safety

DTIC Science & Technology

1977-02-01

buttocks to the seat cushion or seat pan. Kohara , a Japaners Investigator discussed the problems of seating comfort and the measuren.ent of buttock/seat...loads In an unpublished report in 1965 (23) and subsequently In a magazine article In 1966 (24). Kohara was able to weasure pressures by means of...Isolation. Kohara has also studied the vibration Isolation requirements in high speed trains (23, 2’). Howeveri the seat cushion has been used only rarely in

Aortic ruptures in seat belt wearers.

PubMed

Arajärvi, E; Santavirta, S; Tolonen, J

1989-09-01

Several investigations have indicated that rupture of the thoracic aorta is one of the leading causes of immediate death in victims of road traffic accidents. In Finland in 1983, 92% of front-seat passengers were seat belt wearers on highways and 82% in build-up areas. The mechanisms of rupture of the aorta have been intensively investigated, but the relationship between seat belt wearing and injury mechanisms leading to aortic rupture is still largely unknown. This study comprises 4169 fatally injured victims investigated by the Boards of Traffic Accident Investigation of Insurance Companies during the period 1972 to 1985. Chest injuries were recorded as the main cause of death in 1121 (26.9%) victims, 207 (5.0%) of those victims having worn a seat belt. Aortic ruptures were found at autopsy in 98 victims and the exact information of the location of the aortic tears was available in 68. For a control group, we analyzed 72 randomly chosen unbelted victims who had a fatal aortic rupture in similar accidents. The location of the aortic rupture in unbelted victims was more often in the ascending aorta, especially in drivers, whereas in seat belt wearers the distal descending aorta was statistically more often ruptured, especially in right-front passengers (p less than 0.05). The steering wheel predominated statistically as the part of the car estimated to have caused the injury in unbelted victims (37/72), and some interior part of the car was the most common cause of fatal thoracic impacts in seat belt wearers (48/68) (p less than 0.001). The mechanism of rupture of the aorta in the classic site just distal to the subclavian artery seems to be rapid deceleration, although complex body movements are also responsible in side impact collisions. The main mechanism leading to rupture of the ascending aorta seems to be severe blow to the bony thorax. This also often causes associated thoracic injuries, such as heart rupture and sternal fracture. Injuries in the ascending aorta were mostly found in unbelted victims and were sustained in frontal impact collisions, the injury-causing part of the car being the steering wheel. Ruptures of the distal descending part of the aorta were frequently associated with fractures of the thoracic vertebra.

49 CFR 571.10 - Designation of seating positions.

Code of Federal Regulations, 2012 CFR

2012-10-01

... positions (N) for any seat location with a seating surface width greater than 330 mm (13 inches) is as... 1400 mm (55.2 inches): N = [Seating surface width (in mm)/350] round down to the nearest whole number... equal to 1400 mm (55.2 inches): N = [Seating surface width (in mm)/450] round down to the nearest whole...

49 CFR 571.10 - Designation of seating positions.

Code of Federal Regulations, 2011 CFR

2011-10-01

... positions (N) for any seat location with a seating surface width greater than 330 mm (13 inches) is as... 1400 mm (55.2 inches): N = [Seating surface width (in mm)/350] round down to the nearest whole number... equal to 1400 mm (55.2 inches): N = [Seating surface width (in mm)/450] round down to the nearest whole...

Evaluation of wheelchair seating system crashworthiness: "drop hook"-type seat attachment hardware.

PubMed

Bertocci, G; Ha, D; Deemer, E; Karg, P

2001-04-01

To evaluate the crashworthiness of commercially available hardware that attaches seat surfaces to the wheelchair frame. A low cost static crashworthiness test procedure that simulates a frontal impact motor vehicle crash. Safety testing laboratory. Eleven unique sets of drop-hook hardware made of carbon steel (4), stainless steel (4), and aluminum (3). Replicated seat-loading conditions associated with a 20g/48 kph frontal impact. Test criterion for seat loading was 16,680 N (3750 lb). Failure load and deflection of seat surface. None of the hardware sets tested met the crashworthiness test criterion. All failed at less than 50% of the load that seating hardware could be exposed to in a 20g/48 kph frontal impact. The primary failure mode was excessive deformation, leading to an unstable seat support surface. Results suggest that commercially available seating drop hooks may be unable to withstand loading associated with a frontal crash and may not be the best option for use with transport wheelchairs.

Do parental decision-making patterns predict compliance with use of child booster seats?

PubMed

Shimony-Kanat, Sarit; Gofin, Rosa; Kienski Woloski Wruble, Anna C; Mann, Leon

2018-03-01

Booster seat use for 4-9 year olds remains the lowest of all age groups in many countries. The objective of this study is to examine whether parents' decision-making patterns, as measured by the Melbourne Decision Making Questionnaire, relate to car booster seat use. Israeli parents of 4-7 years old children (n = 398) answered a questionnaire about car safety and decision-making habits. Ninety per cent of parents reported having a booster seat; 70.5% reported consistent booster seat use in general and on short drives during the last month (booster seat use compliance index). Greater compliance index was positively related to a vigilant decision-making pattern, passenger compliance with rear seat belts and families with fewer children. Lower booster seat use compliance index was associated with buck-passing decision-making pattern. Health professionals and policy-makers should take into account parents' habitual decision-making patterns when designing interventions for car booster seat compliance.

Structural loads preliminary results

NASA Technical Reports Server (NTRS)

Alfaro-Bou, E.

1986-01-01

From a total of 351 instrumentation channels, 341 channels (97%) were in operation during the initial impact of the airplane. Both NASA seats, the energy absorbing seat and the standard seat, maintained their integrity during the impact. The floor accelerations at the seat locations were lower than the accelerations required for the energy absorbers to stroke; consequently, the energy absorbing seat did not stroke. The two seats remained firm in place during the crash and no seat attachment failures were observed. Due to the low accelerations experienced during the crash, both seats performed as standard seats. In the airplane structure, the accelerations were higher at both the point of impact in the left wing and at the forward end of the fuselage. The accelerations on the floor were higher toward the front than toward the rear and the floor accelerations on the left side were higher than on the right side at the front of the fuselage, but toward the rear they evened out.

Recognition of large scale deep-seated landslides in vegetated areas of Taiwan

NASA Astrophysics Data System (ADS)

Lin, C. W.; Tarolli, P.; Tseng, C. M.; Tseng, Y. H.

2012-04-01

In August 2009, Typhoon Morakot triggered thousands of landslides and debris flows, and according to government reports, 619 people were dead and 76 missing and the economic loss was estimated at hundreds million of USD. In particular, the large deep-seated landslides are critical and deserve attention, since they can be affected by a reactivation during intense events, that usually can evolve in destructive failures. These are also difficult to recognize in the field, especially under dense forest areas. A detailed and constantly updated inventory map of such phenomena, and the recognition of their topographic signatures really represents a key tool for landslide risk mitigation, and mapping. The aim of this work is to test the performance of a new developed method for the automatic extraction of geomorphic features related to landslide crowns developed by Tarolli et al. (2010), in support to field surveys in order to develop a detailed and accurate inventory map of such phenomena. The methodology is based on the detection of thresholds derived by the statistical analysis of variability of landform curvature from high resolution LiDAR derived topography. The analysis suggested that the method allowed a good performance in localization and extraction, respect to field analysis, of features related to deep-seated landslides. Thanks to LiDAR capabilty to detect the bare ground elevation data also in forested areas, it was possible to recognize in detail landslide features also in remote regions difficult to access. Reference Tarolli, P., Sofia, G., Dalla Fontana, G. (2010). Geomorphic features extraction from high-resolution topography: landslide crowns and bank erosion, Natural Hazards, doi:10.1007/s11069-010-9695-2

AAP Updates Recommendations on Car Seats

MedlinePlus

... Size Email Print Share AAP Updates Recommendations on Car Seats Page Content Article Body Children should ride ... of approved car safety seats. Healthy Children Radio: Car Seat Safety Dennis Durbin, MD, FAAP, lead author ...

CDC Vital Signs: Motor Vehicle Crash Deaths

MedlinePlus

... those that address: Primary enforcement of seat belt laws that cover everyone in every seat. Police officers ... seat belt use with primary enforcement seat belt laws that cover everyone in the vehicle. www.cdc. ...

14 CFR 135.155 - Fire extinguishers: Passenger-carrying aircraft.

Code of Federal Regulations, 2011 CFR

2011-01-01

... OPERATING REQUIREMENTS: COMMUTER AND ON DEMAND OPERATIONS AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT... passenger seating configuration, excluding any pilot seat, of at least 10 seats but less than 31 seats. ...

14 CFR 135.155 - Fire extinguishers: Passenger-carrying aircraft.

Code of Federal Regulations, 2010 CFR

2010-01-01

... OPERATING REQUIREMENTS: COMMUTER AND ON DEMAND OPERATIONS AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT... passenger seating configuration, excluding any pilot seat, of at least 10 seats but less than 31 seats. ...

Vibration control of an energy regenerative seat suspension with variable external resistance

NASA Astrophysics Data System (ADS)

Ning, Donghong; Sun, Shuaishuai; Du, Haiping; Li, Weihua; Zhang, Nong

2018-06-01

In this paper, an energy regenerative seat suspension with a variable external resistance is proposed and built, and a semi-active controller for its vibration control is also designed and validated. The energy regenerative seat suspension is built with a three-phase generator and a gear reducer, which are installed in the scissors structure centre of the seat suspension, and the vibration energy is directly harvested from the rotary movement of suspension's scissors structure. The electromagnetic torque of the semi-active seat suspension actuator is controlled by an external variable resistor. An integrated model including the seat suspension's kinematics and the generator is built and proven to match the test result very well. A simplified experimental phenomenon model is also built based on the test results for the controller design. A state feedback H∞ controller is proposed for the regenerative seat suspension's semi-active vibration control. The proposed regenerative seat suspension and its controller are validated with both simulations and experiments. A well-tuned passive seat suspension is applied to evaluate the regenerative seat's performance. Based on ISO 2631-1, the frequency-weighted root mean square (FW-RMS) acceleration of the proposed seat suspension has a 22.84% reduction when compared with the passive one, which indicates the improvement of ride comfort. At the same time, the generated RMS power is 1.21 W. The proposed regenerative seat suspension can greatly improve the driver's ride comfort and has the potential to be developed to a self-powered semi-active system.

Effectiveness of media and enforcement campaigns in increasing seat belt usage rates in a state with a secondary seat belt law.

PubMed

Vasudevan, Vinod; Nambisan, Shashi S; Singh, Ashok K; Pearl, Traci

2009-08-01

In 2005, in terms of seat belt usage rates, Nevada ranked third nationally and first among states with secondary seat belt use enforcement laws in the United States. An effective combination of a media-based education and enforcement campaign helped in this regard. The objective of this article is to document the effectiveness of enforcement and media-based education and outreach campaigns on the seat belt usage rates in Nevada, a state with a secondary seat belt usage law. Observational data on seat belt usage and passenger fatality data are used to evaluate the effectiveness of enforcement campaigns and media-based education and outreach campaigns. Data based on observations of about 40,000 vehicles in each of the years 2003 to 2005 were analyzed. Statistical analyses show that a significant increase in seat belt usage rates among both drivers and passengers for both genders resulted from the accompanying the media and enforcement campaigns. The results from this study indicate that effective and well-planned media/enforcement campaigns can have a significant impact on seat belt usage rates even in a state where the enforcement of seat belt laws can only be as a secondary violation. They validate and expand on findings from other efforts documented in the literature. These results demonstrate that, if coordinated properly, media and enforcement campaigns work very effectively in increasing seat belt usage rates even in states with secondary seat belt laws.

Crash characteristics and injury patterns of restrained front seat occupants in far-side impacts

PubMed Central

Yoganandan, Narayan; Arun, Mike W. J.; Halloway, Dale E.; Pintar, Frank A.; Maiman, Dennis J.; Szabo, Aniko; Rudd, Rodney W.

2015-01-01

STRUCTURED ABSTRACT Objective The study was conducted to determine the association between vehicle-, crash- and demographic-related factors and injuries to front seat far-side occupants in modern environments. Methods Field data were obtained from the United States (US) National Automotive Sampling System – Crashworthiness Data System (NASS-CDS) database, for the years 2009–2012. Inclusion factors: adult restrained front outboard seated occupants, no ejection or rollovers, and vehicle model years less than 10 years old at the time of crash. Far-side crashes were determined by using collision deformation classification. Injuries were scored using the Abbreviated Injury Scale (AIS). Injuries (MAIS2+, MAIS3+, M denotes maximum score) were examined based on demographics, change in velocity, vehicle type, direction of force, extent zone, collision partner and presence of another occupant in the front seat. Only weighted data were used in the analysis. Injuries to the head and face, thorax, abdomen, pelvis, upper extremity and lower extremity regions were studied. Odds ratios and upper and lower confidence intervals were estimated from multivariate analysis. Results Out of 519,195 far-side occupants, 17,715 were MAIS2+ and 4,387 were MAIS3+ level injured occupants. The mean age, stature, total body mass, and BMI were 40.7 years, 1.7 m, 77.2 kg, and 26.8 kg/m2, respectively. Of occupants with MAIS2+ injuries, 51% had head and 19% had thorax injuries. Of occupants with MAIS 3+ injuries, 50% had head and 69% had thorax injuries. The cumulative distribution of changes in velocities at the 50th percent level for the struck vehicle for all occupants and, MAIS2+ and MAIS3+ occupants were 19, 34 and 42 km/h, respectively. Furthermore, 73% of MAIS2+ injuries and 86% of MAIS3+ injuries occurred at a change in velocity of 24 km/h or greater. Odds of sustaining MAIS2+ and MAIS3+ injuries increased with unit increase in change in velocity, stature and age, with one exception. Odds of sustaining injuries were higher with the presence of an occupant in the front seat at the MAIS3+ level, although it was reversed at the lower level. The extent zone of 3+ increased the odds compared to the extent zones of 1 to 2 at both MAIS2+ and MAIS3+ injuries. Odds ratios and confidence interval are given. Conclusions Findings that head and thorax are more frequently injured body regions, prevalence of cranium injuries are similar at both injury severities; thoracic injuries are more prevalent at the MAIS3+ level; presence of another front seat occupant plays a role in MAIS3+ trauma; injuries continue to occur at change in velocities representative of side impact environments; mean demographic factors are close to mid-size automotive anthropometry, indicate the need to pursue this line of study. Because data were gathered from only four years, it would be important to include additional NASS-CDS database years, rescore injuries from previous years and/or analyze other international databases to reinforce these findings for advancing safety for far-side occupants. PMID:25307394

Thermal comfort of aeroplane seats: influence of different seat materials and the use of laboratory test methods.

PubMed

Bartels, Volkmar T

2003-07-01

This study determined the influence of different cover and cushion materials on the thermal comfort of aeroplane seats. Different materials as well as ready made seats were investigated by the physiological laboratory test methods Skin Model and seat comfort tester. Additionally, seat trials with human test subjects were performed in a climatic chamber. Results show that a fabric cover produces a considerably higher sweat transport than leather. A three-dimensional knitted spacer fabric turns out to be the better cushion alternative in comparison to a moulded foam pad. Results from the physiological laboratory test methods nicely correspond to the seat trials with human test subjects.

49 CFR 571.207 - Standard No. 207; Seating systems.

Code of Federal Regulations, 2014 CFR

2014-10-01

... means the part of the seat that provides forward and rearward positioning of the seat bench and back... than a school bus; a passenger seat on a school bus with a GVWR greater than 4,536 kilograms (10,000 pounds); and, a passenger seat on a school bus with a GVWR less than or equal to 4,536 kg manufactured...

49 CFR 571.207 - Standard No. 207; Seating systems.

Code of Federal Regulations, 2013 CFR

2013-10-01

... means the part of the seat that provides forward and rearward positioning of the seat bench and back... than a school bus; a passenger seat on a school bus with a GVWR greater than 4,536 kilograms (10,000 pounds); and, a passenger seat on a school bus with a GVWR less than or equal to 4,536 kg manufactured...

49 CFR 571.207 - Standard No. 207; Seating systems.

Code of Federal Regulations, 2012 CFR

2012-10-01

... means the part of the seat that provides forward and rearward positioning of the seat bench and back... than a school bus; a passenger seat on a school bus with a GVWR greater than 4,536 kilograms (10,000 pounds); and, a passenger seat on a school bus with a GVWR less than or equal to 4,536 kg manufactured...

49 CFR 571.222 - Standard No. 222; School bus passenger seating and crash protection.

Code of Federal Regulations, 2014 CFR

2014-10-01

..., comprised of at least a frame, seat, and wheels. Wheelchair occupant restraint anchorage means the provision... passenger seat that has another seat behind it is subjected to the application of force as specified in S5.1.3.1 and S5.1.3.2, and subsequently, the application of additional force to the seat back as...

49 CFR 571.222 - Standard No. 222; School bus passenger seating and crash protection.

Code of Federal Regulations, 2013 CFR

2013-10-01

..., comprised of at least a frame, seat, and wheels. Wheelchair occupant restraint anchorage means the provision... passenger seat that has another seat behind it is subjected to the application of force as specified in S5.1.3.1 and S5.1.3.2, and subsequently, the application of additional force to the seat back as...

49 CFR 571.222 - Standard No. 222; School bus passenger seating and crash protection.

Code of Federal Regulations, 2011 CFR

2011-10-01

..., comprised of at least a frame, seat, and wheels. Wheelchair occupant restraint anchorage means the provision... passenger seat that has another seat behind it is subjected to the application of force as specified in S5.1.3.1 and S5.1.3.2, and subsequently, the application of additional force to the seat back as...

49 CFR 571.222 - Standard No. 222; School bus passenger seating and crash protection.

Code of Federal Regulations, 2012 CFR

2012-10-01

..., comprised of at least a frame, seat, and wheels. Wheelchair occupant restraint anchorage means the provision... passenger seat that has another seat behind it is subjected to the application of force as specified in S5.1.3.1 and S5.1.3.2, and subsequently, the application of additional force to the seat back as...

Car Safety Seat Usage and Selection Among Families Attending University Hospital Limerick.

PubMed

Scully, P; Finner, N; Letshwiti, J B; O'Gorman, C

2016-05-10

The safest way for children to travel within a car is by provision of a weight-appropriate safety-seat. To investigate this, we conducted a cross-sectional study of adult parents who had children under 12 years, and collected information related to: car use, safety-seat legislation, and type of safety-seat employed. Data were reviewed on 120 children from 60 respondents. Ninety-eight (81.7%) children were transported daily by car. Forty-eight (81.4%) respondents were aware that current safety-seat legislation is based on the weight of the child. One hundred and seven (89.9%) children were restrained during travel using a car safety-seat. One hundred and two (96.2%) safety seats were newly purchased, installed in 82.3% (88) cases by family members with installation instructions fully read in 58 (55.2%) cases. Ninety-nine (83.2%) children were restrained using an appropriate safety-seat for their weight. The results show that four out of five families are employing the most appropriate safety-seat for their child, so providing an effective mechanism to reduce car-related injury. However, the majority of safety-seats are installed by family members, which may have child safety consequences.

The scope and nature of injuries to rear seat passengers in NSW using linked hospital admission and police data.

PubMed

Brown, Julie; Bilston, Lynne E

2014-01-01

To compare the pattern of injuries to front and rear seat occupants and test the hypothesis that rear seat passengers of different ages sustain different patterns of injury. Patients admitted to a hospital following involvement in a crash in New South Wales (NSW) Australia between 2005 and 2007 were identified using International Classification of Diseases (10th edition [ICD10]) codes. Hospital admissions data were linked with NSW police crash data using probabilistic techniques. The profiles and patterns of injury of front and rear seat passengers were compared. Logistic regression was used to examine how age influenced the pattern of injury among rear seat passengers. Sixty-three percent of hospital admissions were linked with police records. One in 5 passengers were rear seat passengers. There were more unrestrained occupants in the rear (7%) compared to drivers (3%) and front seat passengers (2%). Younger (9-15 years) injured passengers were seated in the rear more often than in the front passenger position and older injured passengers (>50 years) were seated more often in the front passenger position than in the rear (15% rear compared to 5% front aged 9-15 years; 22% rear compared to 37% front aged >50 years; χ(2), P < .001). There were proportionally more fatal injuries among rear seat passengers (10%) than among drivers (5%) and front seat passengers (6%), and the pattern of injury between front and rear passengers also varied. Rear seat passengers had more head and abdominal injuries and fewer thoracic and knee/lower leg injuries than front seat passengers. After adjusting for vehicle age, restraint status, travel speed, and whether or not a fatality occurred in the crash, older (>50 years) rear passengers had 6.3 times the odds of sustaining thoracic injuries (95% confidence interval [CI], 2.6-15.0) and lower odds (odds ratio [OR] = 0.4, 95% CI, 0.2-0.9) of sustaining abdominal/lumbar injuries than the youngest occupants (9-15 years).The odds of sustaining a head injury did not vary with age, and the odds of sustaining thoracic, abdominal, or lower extremity injuries did not differ significantly between rear seat passengers aged 16-50 years and 9-15 years. The findings suggest that there is a need for enhanced protection for rear seat passengers, because they have proportionally more fatal injuries than front-seated occupants. The frequency of abdominal injury and the differences between injury patterns observed in front seat passengers suggests a potential benefit from adding abdominal injury risk assessment to rear seat occupant protection test protocols. There is also scope to improve chest protection for older rear seat passengers.

A seat cushion to provide realistic acceleration cues for aircraft simulators

NASA Technical Reports Server (NTRS)

Ashworth, B. R.

1976-01-01

A seat cushion to provide acceleration cues for aircraft simulator pilots was built, performance tested, and evaluated. The four cell seat, using a thin air cushion with highly responsive pressure control, attempts to reproduce the same events which occur in an aircraft seat under acceleration loading. The pressure controller provides seat cushion responses which are considered adequate for current high performance aircraft simulations. The initial tests of the seat cushions have resulted in excellent pilot opinion of the cushion's ability to provide realistic and useful cues to the simulator pilot.

Seat belt and shoulder strap use among urban travelers : interim report.

DOT National Transportation Integrated Search

1974-01-01

Because of the need to establish a data baseline for belt usage without mandatory legislation, a survey of selected areas of the state of Virginia was conducted during January 1974 to determine lap and shoulder belt use by urban travelers. Observer-d...

Child safety seat and safety belt use among urban travelers : results of the 1985 survey.

DOT National Transportation Integrated Search

1986-01-01

During nine days in June 1983, 1984, and 1985, four major metropolitan areas of Virginia were surveyed to determine the extent to which safety restraints were being used by urban travelers. Observers stationed at selected signalized intersections dis...

Child safety seat and safety belt use among urban travelers : results of the 1983-1986 surveys.

DOT National Transportation Integrated Search

1986-01-01

The four major metropolitan areas of Virginia were surveyed to determine the extent to which safety restraints were being used by urban travelers. Observers were stationed at selected signalized intersections and displayed to stopped motorists a clip...

Child safety seat and safety belt use among urban travelers : results of the 1984 survey.

DOT National Transportation Integrated Search

1985-01-01

During nine days in June 1983 and nine in June 1984, four major metropolitan areas of Virginia were surveyed to determine whether safety restraints were being used by urban travelers. Observers stationed at selected signalized intersections displayed...

Electromechanically Actuated Valve for Controlling Flow Rate

NASA Technical Reports Server (NTRS)

Patterson, Paul

2007-01-01

A proposed valve for controlling the rate of flow of a fluid would include an electric-motor-driven ball-screw mechanism for adjusting the seating element of the valve to any position between fully closed and fully open. The motor would be of a type that can be electronically controlled to rotate to a specified angular position and to rotate at a specified rate, and the ball screw would enable accurate linear positioning of the seating element as a function of angular position of the motor. Hence, the proposed valve would enable fine electronic control of the rate of flow and the rate of change of flow. The uniqueness of this valve lies in a high degree of integration of the actuation mechanism with the flow-control components into a single, relatively compact unit. A notable feature of this integration is that in addition to being a major part of the actuation mechanism, the ball screw would also be a flow-control component: the ball screw would be hollow so as to contain part of the main flow passage, and one end of the ball screw would be the main seating valve element. The relationships among the components of the valve are best understood by reference to the figure, which presents meridional cross sections of the valve in the fully closed and fully open positions. The motor would be supported by a bracket bolted to the valve body. By means of gears or pulleys and a timing belt, motor drive would be transmitted to a sleeve that would rotate on bearings in the valve body. A ball nut inside the sleeve would be made to rotate with the sleeve by use of a key. The ball screw would pass through and engage the ball nut. A key would prevent rotation of the ball screw in the valve body while allowing the ball screw to translate axially when driven by the ball nut. The outer surface of the ball screw would be threaded only in a mid-length region: the end regions of the outer surface of the ball screw would be polished so that they could act as dynamic sealing surfaces. The inlet end (the right end as depicted in the figure) of the ball screw would be the main seating valve element: in the fully closed position, it would be pressed against the valve seat, as depicted in the upper part of the figure. A retainer would hold the valve seat in an inlet fitting. In addition, the retainer would be contoured to obtain a specified flow rate as a function of axial position of the ball screw. In the fully closed position, little force would be needed to press the ball screw against the seat because the push bore area upon which the upstream pressure would act would be small. The motor would position and hold the ball screw against the seat, providing the force necessary for sealing. To open the valve to a particular position, the motor would be commanded to rotate to a particular angular position (equivalently, a particular number of revolutions) at a particular rate of rotation within its torque limitations. Once the valve was open, fluid would flow through the inlet fitting and the chamber in the inlet housing, past the seat and its retainer, along the hollow core of the ball screw, and through the outlet housing and outlet fitting. The net force generated from fluid pressure in the open position would be small because the pressure exposed to the push bore areas at the inlet and outlet are nearly equal and the forces generated would be in opposing directions.

Pattern of seat belt wearing in Nanjing, China

PubMed Central

Routley, V; Ozanne‐Smith, J; Li, D; Hu, X; Wang, P; Qin, Y

2007-01-01

Objective To describe the patterns of seat belt wearing in Nanjing, China for drivers, front seat passengers, and rear occupants of motor vehicles. Design Roadside observational study. Setting Four sites in central and northern Nanjing during daylight hours over 1 week in April 2005. Subjects Drivers and passengers of 17 147 cars, taxis, goods vans, and pickups, which traveled in the inside traffic lane. Main outcome measures Percentage seat belt wearing for each of seating position, age/sex, time of day, vehicle type, day of week. Results The rate of seat belt wearing was significantly higher in drivers (67.3%, 95% CI 66.6 to 68.0) than front seat passengers (18.9%, 95% CI, 18.0 to 19.8). It was negligible for second front seat passengers (2.6%, 95% CI 0.3 to 4.9) and rear seat passengers (0.5%, 95% CI 0.3 to 0.7). Belt tampering, such that protection would be reduced in the event of a crash, was observed for 18.5% of taxi drivers. Drivers were most likely to wear seat belts in cars and vans and at a city roundabout; front seat passengers were most likely to wear seat belts in non‐taxi vehicles, during the evening rush hour, if the driver was wearing a belt, and on the local north road. Drivers were least likely to wear a belt in the early morning, in pickups and taxis, on Tuesday (or the following week), and on the local north road; front seat passengers were least likely to wear a belt in taxis and if the driver was not wearing a belt. Conclusions Rates of seat belt wearing by passengers were low despite national legislation and provincial regulations coming into effect several months before the survey. Combined education and enforcement are necessary accompaniments to legislation. PMID:18056315

Effectiveness of Booster Seats Compared With No Restraint or Seat Belt Alone for Crash Injury Prevention

PubMed Central

Ma, Xiaoguang; Griffin, Russell; McGwin, Gerald; Allison, David B.; Heymsfield, Steven B.; He, Wei; Zhu, Shankuan

2013-01-01

Objectives The objective was to evaluate the effectiveness of belt-positioning booster seats, compared with no restraint use and with seat belt use only, during motor vehicle crashes among U.S. children. Methods This was a retrospective matched cohort study with data from the 1998 through 2009 National Automotive Sampling System (NASS) Crashworthiness Data System (CDS). The study sample consisted of children aged 0 to 10 years who were not seated in the front seat of the vehicle. We used Cox proportional hazards models to estimate the risk of overall, fatal, and regional body injury. Results Children using seat belts in belt-positioning booster seats experienced less overall injury (Injury Severity Score [ISS] > 0, adjusted risk ratio [RR] = 0.73, 95% confidence interval [CI] = 0.55 to 0.96; Abbreviated Injury Scale [AIS] score of 2 or higher, adjusted RR = 0.30, 95% CI = 0.16 to 0.58; ISS > 8, adjusted RR = 0.19, 95% CI = 0.06 to 0.56), and less injury in most body regions except the neck (adjusted RR = 4.79, 95% CI = 1.43 to 16.00) than did children with no restraint use. Children using seat belts in belt-positioning booster seats had an equal risk of injury but higher risks of neck (adjusted RR = 1.86, 95% CI = 1.02 to 3.40) and thorax (adjusted RR = 2.86, 95% CI = 1.33 to 6.15) injury than did children restrained by seat belts only. Conclusions Children using belt-positioning booster seats appear to experience a higher risk of AIS > 0 injury to the neck and thorax than do children using seat belts only. Future research should examine whether the observed increase in neck and thorax injuries can be attributed to improper use of booster seats. PMID:24050794

NASA experiments onboard the controlled impact demonstration

NASA Technical Reports Server (NTRS)

Hayduk, R. J.; Alfaro-Bou, E.; Fasanella, E. L.

1985-01-01

The structural crashworthiness tests conducted by NASA on the December 1, 1984 controlled impact demonstration are discussed. The components and locations of the data acquisition and photographic systems developed by NASA to evaluate impact loads throughout the aircraft structure and the transmission of loads into the dummies are described. The effectiveness of the NASA designed absorbing seats and the vertical, longitudinal, and transverse impact loads are measured. Data that is extremely applicable to crash dynamics structural research was obtained by the data acquisition system and very low load levels were measured for the NASA energy absorbing seats.

Using haptic feedback to increase seat belt use : traffic tech.

DOT National Transportation Integrated Search

2011-07-01

The legacy of research on increasing seat belt use has : focused on enactment of seat belt legislation, public education, : high-visibility police enforcement, and seat belt : reminder systems. Several behavioral programs have : produced large, susta...

Factors Affecting Booster Seat Use.

PubMed

Aita-Levy, Jerussa; Henderson, Lauren

2016-10-01

Objective To identify general awareness of booster seats as well as reasons for use and nonuse in an urban pediatric emergency room. Methods A total of 100 questionnaires were completed consisting of 24 questions each. Questions included knowledge of booster seat guidelines, source of knowledge, awareness of risks, and confidence in booster seats. Afterward, participants were provided an educational handout. Results Majority of parents reported currently using or having used a booster seat. The most popular reason was to protect from injury (78%), and reason for nonuse was size (44%). Majority of parents agreed that motor vehicle crashes were the leading cause of death in children. However, 56% of parents prematurely transitioned child out of a booster seat. Only 20% reported learning about booster seats from their pediatrician. Conclusion Parents continue to transition their children prematurely from booster seats. Current state laws need revision as well as further education using simplified illustrated guidelines. © The Author(s) 2015.

Determination of crash test pulses and their application to aircraft seat analysis

NASA Technical Reports Server (NTRS)

Alfaro-Bou, E.; Williams, M. S.; Fasanella, E. L.

1981-01-01

Deceleration time histories (crash pulses) from a series of twelve light aircraft crash tests conducted at NASA Langley Research Center (LaRC) were analyzed to provide data for seat and airframe design for crashworthiness. Two vertical drop tests at 12.8 m/s (42 ft/s) and 36 G peak deceleration (simulating one of the vertical light aircraft crash pulses) were made using an energy absorbing light aircraft seat prototype. Vertical pelvis acceleration measured in a 50 percentile dummy in the energy absorbing seat were found to be 45% lower than those obtained from the same dummy in a typical light aircraft seat. A hybrid mathematical seat-occupant model was developed using the DYCAST nonlinear finite element computer code and was used to analyze a vertical drop test of the energy absorbing seat. Seat and occupant accelerations predicted by the DYCAST model compared quite favorably with experimental values.

Seat Experiment Results of Full-Scale Transport Aircraft Controlled Impact Demonstration.

DTIC Science & Technology

1986-07-01

31 CONCLUSIONS . . . . . . . . . . . . . . . . . . . . .. .. .. .... 31 APPENDIX A - FLOOR, SEAT, AND PELVIS VERTICAL...ACCELERATIONS . ... A-1 APPENDIX B - FLOOR, SEAT, AND PELVIS LONGITUDINAL ACCELERATIONS .B-1 APPENDIX C - FLOOR, SEAT, AND PELVIS LATERAL ACCELERATIONS ... . C...The current asymmetry of the tracks in the 8720 and 727 causes the window-side legs of the triple- passenger seat to support twice as much load as the

The Seated Soldier Study: Posture and Body Shape in Vehicle Seats

DTIC Science & Technology

2013-10-31

ergonomics and safety assessments. UNCLASSIFIED UNCLASSIFIED 3 INTRODUCTION The design of seats and interiors for a wide variety of...DHMs) began to be used for ergonomic assessments and design of vehicle interiors and seats , particularly for driver workstation layout (Chaffin 2001...in a vehicle mockup by varying the steering wheel position relative to the pedals. The participants adjusted the seat to obtain a comfortable

Contact dermatitis to training toilet seat (potty seat dermatitis).

PubMed

Dorfman, Claire O; Barros, Mark A; Zaenglein, Andrea L

2018-05-29

Allergic contact dermatitis from various components of toilet seats has been well described. We report a case of a young boy presenting with an atypical pattern of dermatitis who was found to be allergic to his training toilet seat. This case highlights the importance of recognizing this diagnosis and the role of potty seats as the causative factor. © 2018 Wiley Periodicals, Inc.

Injury risk for matched front and rear seat car passengers by injury severity and crash type: An exploratory study.

PubMed

Mitchell, R J; Bambach, M R; Toson, Barbara

2015-09-01

The risk of serious injury or death has been found to be reduced for some front compared to rear seat car passengers in newer vehicles. However, differences in injury severity between car occupants by seating position has not been examined. This study examines the injury severity risk for rear compared to front seat car passengers. A retrospective matched-cohort analysis was conducted of vehicle crashes involving injured rear vs front seat car passengers identified in linked police-reported, hospitalisation and emergency department (ED) presentation records during 2001-2011 in New South Wales (NSW), Australia. Odds ratios were estimated using an ordinal logistic mixed model and logistic mixed models. There were 5419 front and 4588 rear seat passengers in 3681 vehicles. There was a higher odds of sustaining a higher injury severity as a rear-compared to a front seat car passenger, with a higher odds of rear seat passengers sustaining serious injuries compared to minimal injuries. Where the vehicle occupant was older, travelling in a vehicle manufactured between 1990 and 1996 or after 1997, where the airbag deployed, and where the vehicle was driven where the speed limit was ≥70km/h there was a higher odds of the rear passenger sustaining a higher injury severity then a front seated occupant. Rear seat car passengers are sustaining injuries of a higher severity compared to front seat passengers travelling in the same vehicle, as well as when travelling in newer vehicles and where the front seat occupant is shielded by an airbag deployed in the crash. Rear seat occupant protective mechanisms should be examined. Pre-hospital trauma management policies could influence whether an individual is transported to a hospital ED, thus it would be beneficial to have an objective measure of injury severity routinely available in ED records. Further examination of injury severity between rear and front seat passengers is warranted to examine less severe non-fatal injuries by car seating position and vehicle intrusion. Copyright © 2015 Elsevier Ltd. All rights reserved.

Association between exposure/non-exposure to the mandatory seat belt law with regards to compliance in vehicle accident victims--a hospital review.

PubMed

Williams, E W; Reid, M; Lindo, J L M; Williams-Johnson, J; French, S; Singh, P; McDonald, A H

2007-06-01

Injuries sustained in motor vehicle accidents (MVAs) are a major challenge to the Jamaican healthcare system. In November 1999, Jamaica enacted legislation to make seat belt usage in motor vehicles compulsory. The effect of this policy change on seat belt usage is unclear. This study therefore sought to determine the prevalence of seat belt usage and to determine the association between exposure/non-exposure to the mandatory seat belt law and seat belt use in subjects who presented to the Accident and Emergency Department (A&E) of the University Hospital of the West Indies (UHWI) as a result of motor vehicle accidents. Subjects were recruited from June to November 2003, post-seat belt law (POBL) period, and May to October 1999, pre-seat belt law (PRBL) period. Data collected included demographic variables, seat belt use and position of the occupants in the vehicle. Of the 277 patients who were eligible for inclusion, data were complete in 258 subjects, 87 in the PRBL period and 171 in the POBL period. The prevalence of seat belt use was 47% (PRBL) and 63% (POBL) respectively. There was no significant gender difference at each period. The odds of wearing seat belt in the rear of a motor vehicle were significantly lower than that of a driver (Table 3, OR 0.19, 95% CI 0.07, 0.48). Adjusting for age, gender and position in vehicle exposure, there was about 100% increase in the odds of seat belt use during the post seat belt law era (OR = 2.09, 95% CI 1.21, 3.61). It is concluded from this hospital-based study that the mandatory seat belt law legislature was associated with increased seat belt use in motor vehicle accident victims. However, current data from the Road Traffic Agency indicate that there is still an alarming number of fatalities. This clearly suggests that additional public health measures are needed to address the epidemic of motor vehicle trauma in Jamaica.

Effect of Booster Seat Design on Children’s Choice of Seating Positions During Naturalistic Riding

PubMed Central

Andersson, Marianne; Bohman, Katarina; Osvalder, Anna-Lisa

2010-01-01

The purpose of this naturalistic study was to investigate the effect of booster seat design on the choice of children’s seating positions during naturalistic riding. Data was collected through observations of children during in-vehicle riding by means of a film camera. The children were positioned in high back boosters in the rear seat while a parent drove the car. The study included two different booster designs: one with large head and torso side supports, and one with small head side supports and no torso side supports. Six children between three and six years of age participated in the study. Each child was observed in both boosters. The duration of the seating positions that each child assumed was quantified. The design with large side head supports resulted more often in seating positions without head and shoulder contact with the booster’s back. There was shoulder-to-booster back contact during an average of 45% of riding time in the seat with the large head side supports compared to 75% in the seat with the small head supports. The children in the study were seated with the head in front of the front edge of the head side supports more than half the time, in both boosters. Laterally, the children were almost constantly positioned between the side supports of the booster in both seats. The observed seating positions probably reduce the desired protective effect by the side supports in side impact, and may increase the probability of head impact with the vehicle interior in frontal impact. PMID:21050601

A program to increase seat belt use along the Texas-Mexico border.

PubMed

Cohn, Lawrence D; Hernandez, Delia; Byrd, Theresa; Cortes, Miguel

2002-12-01

A school-based, bilingual intervention was developed to increase seat belt use among families living along the Texas-Mexico border. The intervention sought to increase seat belt use by changing perceived norms within the community (i.e., making the nonuse of seat belts less socially acceptable). The intervention was implemented in more than 110 classrooms and involved more than 2100 children. Blind coding, validity checks, and reliability estimates contributed to a rigorous program evaluation. Seat belt use increased by 10% among children riding in the front seat of motor vehicles in the intervention community, as compared with a small but nonsignificant decline in use among control community children. Seat belt use among drivers did not increase.

75 FR 34172 - Lordstown Seating Systems, a Subsidiary of Magna Seating, Including Workers Whose Unemployment...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-16

... certification for workers of the subject firm. The workers produce seating for automobiles. New information... secondarily affected as a supplier of seating for automobiles to a TAA certified firm. The amended notice...

Guidelines for observing child safety seat use

DOT National Transportation Integrated Search

1987-06-01

This manual provides guidelines for collecting observational data needed to assess the use of child safety seats. Specific directions are included for (a) observing child safety seat use, (b) child seats, and (c) instructing observers on how to use s...

Stadium seating--a market analysis.

Treesearch

Jerry A. Sesco; Edwin Kallio

1967-01-01

This report describes the characteristics of stadiums and seating in six North Central States; summarizes the purchasing methods for stadium seats; presents estimates of the present and future market; and points out the increasing competition to wood stadium seating form substitute materials.

76 FR 23793 - Extension of Application Period for Seats for the Stellwagen Bank National Marine Sanctuary...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-04-28

... seats on the Stellwagen Bank National Marine Sanctuary Advisory Council: (1) Research Member seat and (2... relation to the seat for which they are applying; community and professional affiliations; philosophy...

Alluvium-Buttressed Landslides: Conceptual Model and Examples from California

NASA Astrophysics Data System (ADS)

Johnson, P. L.; Cotton, W. R., Sr.; Shires, P. O.

2016-12-01

Large, deep-seated landslides typically occur in hillside settings without any natural buttressing, and many of these landslides have relatively low factors of safety (FS), the ratio of driving to resisting forces. However, where deep-seated landslides failed millennia ago into valleys that subsequently experienced alluvial aggradation, a natural buttress of alluvium may be deposited over the landslide toe, increasing the FS of these landslides. The eustatic model for alluvial buttressing of Quaternary landslides involves failure of slopes during sea level low stand at or near the late Pleistocene last glacial maximum (LGM, approximately 20 ka). Following LGM, mean sea level rose by over 120m to its present elevation. This rise in base level resulted in deposition of alluvial sediment in coastal valleys that had been v-shaped and downcutting prior to and during LGM. These valleys now have broad, low gradient floors formed by alluvial sediment, and the thick alluvial strata filling these valleys cover the toes of late Pleistocene landslides. In this study, three examples of large, deep-seated Pleistocene landslides that are buttressed by alluvium are presented. The McCracken Hill Landslide in Orange County and the Potrero Canyon Landslide Complex in Monterey County are located approximately 1.5 and 6 km, respectively, from the modern Pacific shore and closely fit the eustatic model of alluvial buttressing. At Knights Valley, in the upper Russian River watershed of eastern Sonoma County, a deep-seated alluvium-buttressed landslide is located approximately 65 km from the modern shore (measured along the Russian River and its tributary stream). The alluvium in Knights Valley may have ponded due to late Quaternary tectonic uplift of hills west of the valley. Streams that cross these hills are incised into bedrock downstream from Knights Valley and approaching the Russian River. Thus, the Knights Valley example (of an alluvium-buttressed landslide) demonstrates a rare exception to the broadly applicable eustatic model.

Activity and energy expenditure in older people playing active video games.

PubMed

Taylor, Lynne M; Maddison, Ralph; Pfaeffli, Leila A; Rawstorn, Jonathan C; Gant, Nicholas; Kerse, Ngaire M

2012-12-01

Tayl To quantify energy expenditure in older adults playing interactive video games while standing and seated, and secondarily to determine whether participants' balance status influenced the energy cost associated with active video game play. Cross-sectional study. University research center. Community-dwelling adults (N=19) aged 70.7±6.4 years. Participants played 9 active video games, each for 5 minutes, in random order. Two games (boxing and bowling) were played in both seated and standing positions. Energy expenditure was assessed using indirect calorimetry while at rest and during game play. Energy expenditure was expressed in kilojoules per minute and metabolic equivalents (METs). Balance was assessed using the mini-BESTest, the Activities-specific Balance Confidence Scale, and the Timed Up and Go (TUG). Mean ± SD energy expenditure was significantly greater for all game conditions compared with rest (all P≤.01) and ranged from 1.46±.41 METs to 2.97±1.16 METs. There was no significant difference in energy expenditure, activity counts, or perceived exertion between equivalent games played while standing and seated. No significant correlations were observed between energy expenditure or activity counts and balance status. Active video games provide light-intensity exercise in community-dwelling older people, whether played while seated or standing. People who are unable to stand may derive equivalent benefits from active video games played while seated. Further research is required to determine whether sustained use of active video games alters physical activity levels in community settings for this population. Copyright © 2012 American Congress of Rehabilitation Medicine. Published by Elsevier Inc. All rights reserved.

Parental Knowledge on car Safety for Children: An Israeli Survey

PubMed Central

Hemmo-Lotem, Michal; Urkin, Jacob; Endy-Findling, Liri; Merrick, Joav

2006-01-01

The objective of this study was to assess the level of parental car safety knowledge and actual behavior regarding their children under the age of 15 years. This study forms part of the National Center for Child Safety and Health in Israel (Beterem) program to examine awareness on child safety. Seven hundred and five Jewish families with at least one child at home younger than 15 years (a total of 1,345 children) were used as a randomized sample of the Jewish population. A telephone survey was conducted by professional interviewers using a questionnaire developed by injury prevention specialists consisting of seven knowledge questions and a diagram that described the usual seating positions and restraining method of the family members in the family car. Concerning knowledge about injury prevention, the rate of incorrect answers was high,64% in regard to the proper car seats for age and 84% in regard to the age for booster seats. Sixty five per cent of parents did not know what a booster seat was and 54% did not know that the proper place for children was in the back seat. The average of incorrect answers was 4.86 out of 7 (SD=1.45) correlated with low socioeconomic status. Concerning care safety behavior 60% per cent of babies and 38% of toddlers were not restrained properly. This study should alert planners and policy makers to the need of implementation of educational prevention programs for the Israeli public of parents concerning car safety for children in order to reduce childhood injury. PMID:16432626

Parental knowledge on car safety for children: an Israeli survey.

PubMed

Hemmo-Lotem, Michal; Urkin, Jacob; Endy-Findling, Liri; Merrick, Joav

2006-01-17

The objective of this study was to assess the level of parental car safety knowledge and actual behavior regarding their children under the age of 15 years. This study forms part of the National Center for Child Safety and Health in Israel (Beterem) program to examine awareness on child safety. Seven hundred and five Jewish families with at least one child at home younger than 15 years (a total of 1,345 children) were used as a randomized sample of the Jewish population. A telephone survey was conducted by professional interviewers using a questionnaire developed by injury prevention specialists consisting of seven knowledge questions and a diagram that described the usual seating positions and restraining method of the family members in the family car. Concerning knowledge about injury prevention, the rate of incorrect answers was high, 64% in regard to the proper car seats for age and 84% in regard to the age for booster seats. Sixty five percent of parents did not know what a booster seat was and 54% did not know that the proper place for children was in the back seat. The average of incorrect answers was 4.86 out of 7 (SD=1.45) correlated with low socioeconomic status. Concerning care safety behavior 60% percent of babies and 38% of toddlers were not restrained properly. This study should alert planners and policy makers to the need of implementation of educational prevention programs for the Israeli public of parents concerning car safety for children in order to reduce childhood injury.

Enactive Approach and Dual-Tasks for the Treatment of Severe Behavioral and Cognitive Impairment in a Person with Acquired Brain Injury: A Case Study.

PubMed

Martínez-Pernía, David; Huepe, David; Huepe-Artigas, Daniela; Correia, Rut; García, Sergio; Beitia, María

2016-01-01

One of the most important sequela in persons who suffer from acquired brain injury is a behavioral disorder. To date, the primary approaches for the rehabilitation of this sequela are Applied Behavior Analysis, Cognitive-Behavior Therapy, and Comprehensive-Holistic Rehabilitation Programs. Despite this theoretical plurality, none of these approaches focuses on rehabilitating behavioral disorders considering the relation between affordance and environmental adaptation. To introduce this therapeutic view to neurorehabilitation, we apply the theoretical tenets of the enactive paradigm to the rehabilitation of a woman with severe behavioral and cognitive impairment. Over seventeen sessions, her behavioral and cognitive performance was assessed in relation to two seated affordances (seated on a chair and seated on a ball 65 cm in diameter) and the environmental adaptation while she was working on various cognitive tasks. These two seated affordances allowed to incorporate the theoretical assumptions of the enactive approach and to know how the behavior and the cognition were modified based on these two postural settings and the environmental adaptation. The findings indicate that the subject exhibited better behavioral (physical and verbal) and cognitive (matching success and complex task) performances when the woman worked on the therapeutic ball than when the woman was on the chair. The enactive paradigm applied in neurorehabilitation introduces a level of treatment that precedes behavior and cognition. This theoretical consideration allowed the discovery of a better relation between a seated affordance and the environmental adaptation for the improvement behavioral and cognitive performance in our case study.

Factors Associated With Poor Child Motor Vehicle Restraint on the USA-Mexico Border.

PubMed

Schrodt, Alexander; Huynh, Tam; Fitzgerald, Tamara N

Motor vehicle collisions (MVCs) are a significant cause of pediatric morbidity, particularly in low- to middle-income countries. We describe car seat use in children on the USA-Mexico border. A retrospective review was conducted for children 0-9 years old, admitted to the region's only Level I trauma center. Simultaneously, data were obtained from the SAFE KIDS database, a program that encourages car seat use through city checkpoints. There were 250 MVC admissions and nine fatalities in children 0-9 years old from 2010 to 2015. Nine percent of MVCs occurred in Mexico and 49% in El Paso, TX. Comparing trauma admissions to SAFE KIDS, there was some correlation between the location of MVCs and screening checkpoints (r = .50). There was a weaker correlation between injured children's neighborhoods and screening locations (r = .32). Only 37% of parents knew the crash history of the car seat and 3% were using a car seat previously involved in an MVC. While 96% of inspected children were placed appropriately in the backseat, 80% of children were found to be inappropriately restrained. Younger children more likely to be restrained (p < .05). Children from New Mexico and Mexico had the lowest rates of proper restraint and the highest injury severity scores. Proper use of car seats is a public health concern on the USA-Mexico border, and children are not properly restrained. Screening may be improved by focusing where at-risk children live and where most accidents occur. Restraint education is needed, particularly in New Mexico and Mexico.

Towards a truly mobile auditory brain-computer interface: exploring the P300 to take away.

PubMed

De Vos, Maarten; Gandras, Katharina; Debener, Stefan

2014-01-01

In a previous study we presented a low-cost, small, and wireless 14-channel EEG system suitable for field recordings (Debener et al., 2012, psychophysiology). In the present follow-up study we investigated whether a single-trial P300 response can be reliably measured with this system, while subjects freely walk outdoors. Twenty healthy participants performed a three-class auditory oddball task, which included rare target and non-target distractor stimuli presented with equal probabilities of 16%. Data were recorded in a seated (control condition) and in a walking condition, both of which were realized outdoors. A significantly larger P300 event-related potential amplitude was evident for targets compared to distractors (p<.001), but no significant interaction with recording condition emerged. P300 single-trial analysis was performed with regularized stepwise linear discriminant analysis and revealed above chance-level classification accuracies for most participants (19 out of 20 for the seated, 16 out of 20 for the walking condition), with mean classification accuracies of 71% (seated) and 64% (walking). Moreover, the resulting information transfer rates for the seated and walking conditions were comparable to a recently published laboratory auditory brain-computer interface (BCI) study. This leads us to conclude that a truly mobile auditory BCI system is feasible. © 2013.

Design and evaluation of a seat orientation controller during uneven terrain driving.

PubMed

Candiotti, Jorge; Wang, Hongwu; Chung, Cheng-Shiu; Kamaraj, Deepan C; Grindle, Garrett G; Shino, Motoki; Cooper, Rory A

2016-03-01

Electric powered wheelchairs (EPWs) are essential devices for people with disabilities as aids for mobility and quality of life improvement. However, the design of currently available common EPWs is still limited and makes it challenging for the users to drive in both indoor and outdoor environments such as uneven surfaces, steep hills, or cross slopes, making EPWs susceptible to loss of stability and at risk for falls. An alternative wheel-legged robotic wheelchair, "MEBot", was designed to improve the safety and mobility of EPW users in both indoor and outdoor environments. MEBot is able to elevate its six wheels using pneumatic actuators, as well to detect changes in the seat angle using a gyroscope and accelerometer. This capability enables MEBot to provide sensing for a dynamic self-leveling seat application that can maintain the center of mass within the boundaries of the wheelchair, thereby, improving EPW safety. To verify the effectiveness of the application, MEBot was tested on a motion platform with six degrees of freedom to simulate different slopes that could be experienced by the EPW in outdoor environments. The results demonstrate the robustness of the application to maintain the wheelchair seat in a horizontal reference against changes in the ground angle. Published by Elsevier Ltd.

Executive Function and the P300 after Treadmill Exercise and Futsal in College Soccer Players

PubMed Central

Won, Junyeon; Wu, Shanshan; Ji, Hongqing; Smith, J. Carson; Park, Jungjun

2017-01-01

(1) Background: Although a body of evidence demonstrates that acute exercise improves executive function, few studies have compared more complex, laboratory-based modes of exercise, such as soccer that involve multiple aspects of the environment. (2) Methods: Twelve experienced soccer players (24.8 ± 2 years) completed three counterbalanced 20 min sessions of (1) seated rest; (2) moderate intensity treadmill exercise; and (3) a game of futsal. Once heart rate returned to within 10% of pre-activity levels, participants completed the Stroop Color Word Conflict Task while reaction time (RT) and P300 event-related potentials were measured. (3) Results: Reaction time during Stroop performance was significantly faster following the futsal game and treadmill exercise compared to the seated rest. The P300 amplitude during Stroop performance was significantly greater following futsal relative to both treadmill and seated-rest conditions. (4) Conclusions: These findings suggest that single bouts of indoor soccer among college-aged soccer players, compared to treadmill and seated-rest conditions, may engender the greatest effect on brain networks controlling attention allocation and classification speed during the performance of an inhibitory control task. Future research is needed to determine if cognitively engaging forms of aerobic exercise may differentially impact executive control processes in less experienced and older adult participants.

A data-driven allocation tool for in-kind resources distributed by a state health department.

PubMed

Peterson, Cora; Kegler, Scott R; Parker, Wende R; Sullivan, David

2016-10-02

The objective of this study was to leverage a state health department's operational data to allocate in-kind resources (children's car seats) to counties, with the proposition that need-based allocation could ultimately improve public health outcomes. This study used a retrospective analysis of administrative data on car seats distributed to counties statewide by the Georgia Department of Public Health and development of a need-based allocation tool (presented as interactive supplemental digital content, adaptable to other types of in-kind public health resources) that relies on current county-level injury and sociodemographic data. Car seat allocation using public health data and a need-based formula resulted in substantially different recommended allocations to individual counties compared to historic distribution. Results indicate that making an in-kind public health resource like car seats universally available results in a less equitable distribution of that resource compared to deliberate allocation according to public health need. Public health agencies can use local data to allocate in-kind resources consistent with health objectives; that is, in a manner offering the greatest potential health impact. Future analysis can determine whether the change to a more equitable allocation of resources is also more efficient, resulting in measurably improved public health outcomes.

Geothermal Target Areas in Colorado as Identified by Remote Sensing Techniques

DOE Data Explorer

Khalid Hussein

2012-02-01

This layer contains the areas identified as targets of potential geothermal activity. The Criteria used to identify the target areas include: hot/warm surface exposures modeled from ASTER/Landsat satellite imagery and geological characteristics, alteration mineral commonly associated with hot springs (clays, Si, and FeOx) modeled from ASTER and Landsat data, Colorado Geological Survey (CGS) known thermal hot springs/wells and heat-flow data points, Colorado deep-seated fault zones, weakened basement identified from isostatic gravity data, and Colorado sedimentary and topographic characteristics.

Seat belt use-inducing system effectiveness

DOT National Transportation Integrated Search

1975-04-01

Seat belt use inducing system effectiveness was measured in fleet automobiles of a private business and in rental automobiles at a large airport. There were three parts to the activity: 1. Seat belt use inducing systems and seat belt use counting sys...

Restraint use (seat belt and child passenger seat) survey

DOT National Transportation Integrated Search

2008-12-01

In Arizona, lack of restraint usage (seat belts and child passenger seats) was a contributing factor to an average of 687 fatalities per year which is nearly 60% of total fatalities. These tragic statistics could be dramatically decreased if effectiv...

Commuter rail seat testing and analysis of facing seats

DOT National Transportation Integrated Search

2003-12-01

Tests have been conducted on the Bombardier back-to-back commuter rail car seat in a facing-seat configuration to evaluate its performance under static and dynamic loading conditions. Quasi-static tests have been conducted to establish the load defle...

49 CFR 571.202a - Standard No. 202a; Head restraints; Mandatory applicability begins on September 1, 2009.

Code of Federal Regulations, 2014 CFR

2014-10-01

..., representing the head position of a seated 50th percentile male, with sliding scale at the back of the head for... any rear outboard designated seating position, a rear seat back, or any independently adjustable seat component attached to or adjacent to a seat back, that has a height equal to or greater than 700 mm, in any...

49 CFR 571.202a - Standard No. 202a; Head restraints; Mandatory applicability begins on September 1, 2009.

Code of Federal Regulations, 2012 CFR

2012-10-01

..., representing the head position of a seated 50th percentile male, with sliding scale at the back of the head for... any rear outboard designated seating position, a rear seat back, or any independently adjustable seat component attached to or adjacent to a seat back, that has a height equal to or greater than 700 mm, in any...

49 CFR 571.202a - Standard No. 202a; Head restraints; Mandatory applicability begins on September 1, 2009.

Code of Federal Regulations, 2013 CFR

2013-10-01

..., representing the head position of a seated 50th percentile male, with sliding scale at the back of the head for... any rear outboard designated seating position, a rear seat back, or any independently adjustable seat component attached to or adjacent to a seat back, that has a height equal to or greater than 700 mm, in any...

The Seated Soldier Study: Posture and Body Shape in Vehicle Seats

DTIC Science & Technology

2014-01-28

vehicle interior layout Current design guidance is based on outdated anthropometry Previous studies of seated anthropometry have not included the...personal protective equipment (PPE) for seat and vehicle interior layout • Current design guidance is based on outdated anthropometry • Previous...studies of seated anthropometry have not included the effects of PPE on posture and body shape • Detailed anthropometric data needed for the design

Blast resistant vehicle seat

DOEpatents

Ripley, Edward B

2013-02-12

Disclosed are various seats for vehicles particularly military vehicles that are susceptible to attack by road-bed explosive devices such as land mines or improvised explosive devices. The seats often have rigid seat shells and may include rigid bracing for rigidly securing the seat to the chassis of the vehicle. Typically embodiments include channels and particulate media such as sand disposed in the channels. A gas distribution system is generally employed to pump a gas through the channels and in some embodiments the gas is provided at a pressure sufficient to fluidize the particulate media when an occupant is sitting on the seat.

Effects of Wheelchair Seat-height Settings on Alternating Lower Limb Propulsion With Both Legs.

PubMed

Murata, Tomoyuki; Asami, Toyoko; Matsuo, Kiyomi; Kubo, Atsuko; Okigawa, Etsumi

2014-01-01

This study investigated the effects of seat-height settings of wheelchairs with alternating propulsion with both legs. Seven healthy individuals with no orthopedic disease participated. Flexion angles at initial contact (FA-IC) of each joint, range of motion during propulsion period (ROM-PP), and ground reaction force (GRF) were measured using a three dimensional motion capture system and force plates, and compared with different seat-height settings. Statistically significant relationships were found between seat-height and speed, stride length, knee FA-IC, ankle FA-IC, hip ROM-PP, vertical ground reaction force (VGRF), and anterior posterior ground reaction force (APGRF). Speed, hip ROM-PP, VGRF and APGRF increased as the seat-height was lowered. This effect diminished when the seat-height was set below -40 mm. VGRF increased as the seat-height was lowered. The results suggest that the seat-height effect can be attributed to hip ROM-PP; therefore, optimal foot propulsion cannot be achieved when the seat height is set either too high or too low. Efficient foot propulsion of the wheelchair can be achieved by setting the seat height to lower leg length according to a combination of physical characteristics, such as the user's physical functions, leg muscles, and range of motion.

Evaluation of Safe Kids Week 2004: age 4 to 9? It's booster seat time!

PubMed

Howard, A; Beben, N; Rothman, L; Fiissel, D; MacArthur, C

2006-10-01

To assess the effectiveness of a national one week media campaign promoting booster seat use. Pre-test, post-test design based on nationally representative random digit dialing telephone survey, with control for exposure to campaign. Canada. Parents of children aged 4-9 years. During a one week campaign in May 2004, information on booster seat use was distributed via a national media campaign, retail stores, medical clinics, and community events. Information included pamphlets with guidelines for booster seat use, as well as a growth chart (designed by Safe Kids Canada) to assist parents in determining if their child should be using a booster seat. Assessing seat belt fit was described in detail on the growth chart. Knowledge, attitudes, and self-reported behaviors regarding booster seat use. Respondents in the group exposed to the campaign were twice as likely to report using a booster seat with lap and shoulder belt for their child (47%), compared to those in the pre-test (24%) and the unexposed (23%) groups (p<0.001). However, only small differences in general knowledge regarding booster seat use were found between the groups. A one week national media campaign substantially increased self-reported use of booster seats. Parents did not remember details of the campaign content, but did remember implications for their own child.

Seat design principles to reduce neck injuries in rear impacts.

PubMed

Viano, David C

2008-12-01

In the 1990s, research was conducted at General Motors R&D Center on seat safety in rear impacts. It led to the development of high retention seats and an active head restraint to improve occupant safety. This article provides an overview of the design principles found from that research and focuses on seat characteristics that lower whiplash risks. Sled and quasistatic seat testing showed how occupants interact with the seat in rear impacts and what seat characteristics improve occupant retention, energy management, and support of the head-neck, lowering injury risks. Neck displacements, moments, and forces were used to assess whiplash and more severe injury risks. A QST test was developed to quasi-statically push a dummy rearward into the seat to determine seat stiffness (k), frame strength (j), and peak bending moment (M(Hpt)). These parameters were related to neck displacements associated with whiplash. Sled tests were run with in-position and out-of-position male and female Hybrid III dummies to assess performance. A high retention seat and active head restraint were developed and put into production in 1997. High retention seats have 2.3 times greater moment, develop 2.2 times greater load, but have the same stiffness as earlier yielding seats. Seat stiffness was found to be a principle characteristic related to neck displacements associated with whiplash. The combination of a stronger frame, yielding seatback, and high-forward head restraint in the high retention seat provides early head support and low neck displacements in rear impacts. Larger reductions in neck displacement were obtained by adding an active head restraint that moves the head restraint forward and upward by occupant penetration into the seatback. This substantially reduces head contact time, neck displacements, and loads. Whiplash risks are related to seat stiffness, the position of the head restraint, and frame strength. Low seat stiffness allows the occupant to move into the seatback without high loads on the torso until the head-neck is supported by the head restraint. A strong seat frame reduces early seatback rotation that increases the gap to the head restraint and drops it in relation to the occupant's head. A high and forward head restraint provides support of the head and neck. Large forces can be applied to the occupant once the head, neck, and torso are supported by the seat and head restraint without adverse loading of the spine. The addition of an active head restraint closes the gap behind the head before significant load develops on the neck. The movement provides a more upward trajectory of the head restraint. Low-speed rear crashes are not just a matter of whiplash; older occupants, some with cervical stenosis, are at risk for paralyzing spinal cord injury.

Clinical comparison of automatic, noninvasive measurements of blood pressure in the forearm and upper arm.

PubMed

Schell, Kathleen; Bradley, Elisabeth; Bucher, Linda; Seckel, Maureen; Lyons, Denise; Wakai, Sandra; Bartell, Deborah; Carson, Elizabeth; Chichester, Melanie; Foraker, Teresa; Simpson, Kathleen

2005-05-01

When the upper arm (area from shoulder to elbow) is inaccessible and/or a standard-sized blood pressure cuff does not fit, some healthcare workers use the forearm to measure blood pressure. To compare automatic noninvasive measurements of blood pressure in the upper arm and forearm. A descriptive, correlational comparison study was conducted in the emergency department of a 1071-bed teaching hospital. Subjects were 204 English-speaking patients 6 to 91 years old in medically stable condition who had entered the department on foot or by wheelchair and who had no exclusions to using their left upper extremity. A Welch Allyn Vital Signs 420 series monitor was used to measure blood pressure in the left upper arm and forearm with the subject seated and the upper arm or forearm at heart level. Pearson r correlation coefficients between measurements in the upper arm and forearm were 0.88 for systolic blood pressure and 0.76 for diastolic blood pressure (P < .001 for both). Mean systolic pressures, but not mean diastolic pressures, in the upper arm and forearm differed significantly (t = 2.07, P = .04). A Bland-Altman analysis indicated that the distances between the mean values and the limits of agreement for the 2 sites ranged from 15 mm Hg (mean arterial pressure) to 18.4 mm Hg (systolic pressure). Despite strict attention to correct cuff size and placement of the upper arm or forearm at heart level, measurements of blood pressure obtained noninvasively in the arm and forearm of seated patients in stable condition are not interchangeable.

Study of Fallout Shelter Ventilation Kit Placement Design

DTIC Science & Technology

1980-05-01

all this Rop.def APPROVED FOR PUBLIC RELEASE: DISTRIBUTION UNLIMITED 17. DISTRSIGUTION STATEMENT (of the obol,atel ".r, sdg ~n Block 20, It 4lforI9...plans Kfor each shelter facility in that host area have been completed. ~In addition, alternative systems for distributing shelter supplies from the...alternative systems for distributing shelter supplies from Jthe host-area county seat to individual shelter faciiities were evaluated. Analysis of

Innovations and Challenges in Reducing Maternal Mortality in Tamil Nadu, India

PubMed Central

Padmanaban, P.; Mavalankar, Dileep V.

2009-01-01

Although India has made slow progress in reducing maternal mortality, progress in Tamil Nadu has been rapid. This case study documents how Tamil Nadu has taken initiatives to improve maternal health services leading to reduction in maternal morality from 380 in 1993 to 90 in 2007. Various initiatives include establishment of maternal death registration and audit, establishment and certification of comprehensive emergency obstetric and newborn-care centres, 24-hour x 7-day delivery services through posting of three staff nurses at the primary health centre level, and attracting medical officers to rural areas through incentives in terms of reserved seats in postgraduate studies and others. This is supported by the better management capacity at the state and district levels through dedicated public-health officers. Despite substantial progress, there is some scope for further improvement of quality of infrastructure and services. The paper draws out lessons for other states and countries in the region. PMID:19489416

Modeling the Impact of Space Suit Components and Anthropometry on the Center of Mass of a Seated Crewmember

NASA Technical Reports Server (NTRS)

Rajulu, Sudhakar; Blackledge, Christopher; Ferrer, Mike; Margerum, Sarah

2009-01-01

The designers of the Orion Crew Exploration Vehicle (CEV) utilize an intensive simulation program in order to predict the launch and landing characteristics of the Crew Impact Attenuation System (CIAS). The CIAS is the energy absorbing strut concept that dampens loads to levels sustainable by the crew during landing and consists of the crew module seat pallet that accommodates four to six seated astronauts. An important parameter required for proper dynamic modeling of the CIAS is knowledge of the suited center of mass (COM) variations within the crew population. Significant center of mass variations across suited crew configurations would amplify the inertial effects of the pallet and potentially create unacceptable crew loading during launch and landing. Established suited, whole-body, and posture-based mass properties were not available due to the uncertainty of the final CEV seat posture and suit hardware configurations. While unsuited segmental center of mass values can be obtained via regression equations from previous studies, building them into a model that was posture dependent with custom anthropometry and integrated suit components proved cumbersome and time consuming. Therefore, the objective of this study was to quantify the effects of posture, suit components, and the expected range of anthropometry on the center of mass of a seated individual. Several elements are required for the COM calculation of a suited human in a seated position: anthropometry; body segment mass; suit component mass; suit component location relative to the body; and joint angles defining the seated posture. Anthropometry and body segment masses used in this study were taken from a selection of three-dimensional human body models, called boundary manikins, which were developed in a previous project. These boundary manikins represent the critical anthropometric dimension extremes for the anticipated astronaut population. Six male manikins and 6 female manikins, representing a subset of the possible maximum and minimum sized crewmembers, were segmented using point-cloud software to create 17 major body segments. The general approach used to calculate the human mass properties was to utilize center of volume outputs from the software for each body segment and apply a homogeneous density function to determine segment mass 3-D coordinates. Suit components, based on the current consensus regarding predicted suit configuration values, were treated as point masses and were positioned using vector mathematics along the body segments based on anthropometry and COM position. A custom MATLAB script then articulates the body segment and suit positions into a selected seated configuration, using joint angles that characterize a standard seated position and a CEV specific seated position. Additional MATLAB(r) scripts are finally used to calculate the composite COM positions in 3-D space for all 12 manikins in both suited and unsuited conditions for both seated configurations. The analysis focused on two aspects: (1) to quantify how much the whole body COM varied from the smallest to largest subject and (2) the impacts of the suit components on the overall COM in each seat configuration. The location across all boundary manikins of the anterior- posterior COM varied by approximately 7cm, the vertical COM varied by approximately 9-10cm, and the mediolateral COM varied by approximately 1.2 cm from the midline sagittal plane for both seat configurations. This variation was surprisingly large given the relative proportionality of the mass distribution of the human body. The suit components caused an anterior shift of the total COM by approximately 2 cm and a shift to the right along the mediolateral axis of 0.4 cm for both seat configurations. When the seat configuration is in the standard posture, the suited vertical COM shifts inferiorly by up to 1 cm whereas in the CEV posture the vertical COM has no appreciable change. These general differences were due the high proportion of suit mass located in the boots and lower legs and their corresponding distance from the body COM as well as the prevalence of suit components on the right side of the body.

SPACE FOR AUDIO-VISUAL LARGE GROUP INSTRUCTION.

ERIC Educational Resources Information Center

GAUSEWITZ, CARL H.

WITH AN INCREASING INTEREST IN AND UTILIZATION OF AUDIO-VISUAL MEDIA IN EDUCATION FACILITIES, IT IS IMPORTANT THAT STANDARDS ARE ESTABLISHED FOR ESTIMATING THE SPACE REQUIRED FOR VIEWING THESE VARIOUS MEDIA. THIS MONOGRAPH SUGGESTS SUCH STANDARDS FOR VIEWING AREAS, VIEWING ANGLES, SEATING PATTERNS, SCREEN CHARACTERISTICS AND EQUIPMENT PERFORMANCES…

Safety halls--an evaluation.

PubMed

Nyberg, Anders; Gregersen, Nils Petter; Nolén, Sixten; Engström, Inger

2005-01-01

In most countries, drivers licensing systems usually include teaching some aspects of using safety equipment (e.g., airbags and seat belts). However, there is now evidence worldwide that such education is inadequate, as indicated by, for example, the overrepresentation of young drivers who do not use seat belts. A randomized controlled study was conducted in Sweden to evaluate the effects of visiting a facility known as a "safety hall" in combination with the mandatory skid training. The results were assessed to determine the effects of the knowledge and attitudes of learner drivers in the following subjects: airbags, securing loads, seat belts, sitting posture, speed, and tires. An experimental group and a control group comprising 658 and 668 learners, respectively, answered identical questionnaires on three different occasions (pretest, posttest 1, and posttest 2). The results show that, for most of the topics considered, knowledge and attitudes in both groups were better at posttest 2 than at the pretest, and in general, the best knowledge and attitudes were found in the experimental group. The combined safety/skid training seems to have had the greatest effect on seat belts and loads. The findings also indicate that the safety halls can be further improved to achieve an even better effect. The use of safety halls has improved the knowledge and attitudes of learner drivers concerning several important areas related to traffic safety. Since knowledge and attitudes are important predictors of behavior, implementing safety halls can be expected to lead to improvements, especially regarding the use of safety belts and securing loads.

Oblique Loading in Post Mortem Human Surrogates from Vehicle Lateral Impact Tests using Chestbands.

PubMed

Yoganandan, Narayan; Humm, John R; Pintar, Frank A; Arun, Mike W J; Rhule, Heather; Rudd, Rodney; Craig, Matthew

2015-11-01

While numerous studies have been conducted to determine side impact responses of Post Mortem Human Surrogates (PMHS) using sled and other equipment, experiments using the biological surrogate in modern full-scale vehicles are not available. The present study investigated the presence of oblique loading in moving deformable barrier and pole tests. Threepoint belt restrained PMHS were positioned in the left front and left rear seats in the former and left front seat in the latter condition and tested according to consumer testing protocols. Three chestbands were used in each specimen (upper, middle and lower thorax). Accelerometers were secured to the skull, shoulder, upper, middle and lower thoracic vertebrae, sternum, and sacrum. Chestband signals were processed to determine magnitudes and angulations of peak deflections. The magnitude and timing of various signal peaks are given. Vehicle accelerations, door velocities, and seat belt loads are also given. Analysis of deformation contours, peak deflections, and angulations indicated that the left rear seated specimen were exposed to anterior oblique loading while left front specimens in both tests sustained essentially pure lateral loading to the torso. These data can be used to validate human body computational models. The occurrence of oblique loading in full-scale testing, hitherto unrecognized, may serve to stimulate the exploration of its role in injuries to the thorax and lower extremities in modern vehicles. It may be important to continue research in this area because injury metrics have a lower threshold for angled loading.

Vertical Vibration Transmission Through the Lumbar Spine of the Seated SUBJECT—FIRST Results

NASA Astrophysics Data System (ADS)

El-Khatib, A.; Guillon, F.; Dômont, A.

1998-08-01

Seven fresh, not embalmed, cadavers (58·1±6·6 years, 73±10·3 kg, 170·7±6·5 cm) were submitted, in the week following their death (7·1±3·1 days), to a whole-body vertical broad-band white random vibration in the bandwidth 0·8 to 25 Hz of about 1·5 m/s2r.m.s. Two postures were tested using the same rigid seat, each one with and without a lumbar support: seated erect and seated as in a car. Vibration was monitored on the floor, the seating in the vertical direction (buttocks-to-head), the five lumbar vertebrae and the sternum: vertical (buttocks to head) and longitudinal (back to chest). Biaxial accelerometers were mounted rigidly on the anterior face of the vertebral body, after the removal of the abdominal viscera. Analogue recordings of each channel were passed through an antialising filter (Fc=40 Hz) then sampled at 80 Hz (4096 samples/channel). The inclination of each accelerometer (α) was measured on the lateral X-ray taken for every trial, then the data were set in order to be in the same reference (Z=z/cos α,X=xcos α). Spectral analysis was performed with a frequency resolution of 0·3 Hz, on the basis of Welch's method. Thirty one overlapping sections (256 samples per section using a Hanning window with an overlap rate of 128 samples) of the estimated periodograms were averaged. Transfer and coherence functions were than estimated between the vertical seating acceleration and the measured accelerations at the upper levels. The first results showed that the vertical vibration transmission was constant throughout the lumbar spine. Inter-subject variability was the major source of disparity. Resonance phenomena were observed between 4 and 9 Hz and depended on posture.

Evaluation of seatback vibration based on ISO 2631-1 (1997) standard method: The influence of vehicle seat structural resonance.

PubMed

Ittianuwat, R; Fard, M; Kato, K

2017-01-01

Although much research has been done in developing the current ISO 2631-1 (1997) standard method for assessment seat vibration comfort, little consideration has been given to the influence of vehicle seat structural dynamics on comfort assessment. Previous research has shown that there are inconsistencies between standard methods and subjective evaluation of comfort at around vehicle seat twisting resonant frequencies. This study reports the frequency-weighted r.m.s. accelerations in [Formula: see text], [Formula: see text] and [Formula: see text] axes and the total vibration (point vibration total value) at five locations on seatback surface at around vehicle seat twisting resonant frequencies. The results show that the vibration measured at the centre of seatback surface, suggested by current ISO 2631-1 (1997), at around twisting resonant frequencies was the least for all tested vehicle seats. The greatest point vibration total value on the seatback surface varies among vehicle seats. The variations in vibration measured at different locations on seatback surface at around twisting resonant frequencies were sufficiently great that might affect the comfort assessment of vehicle seat.Practitioner Summary: The influence of vehicle seat structural dynamics has not been considered in current ISO 2631-1 (1997). The results of this study show that the vibration measures on seatback surface at around vehicle seat twisting resonant frequency depends on vehicle seats and dominate at the top or the bottom of seatback but not at the centre.

Reference PMHS Sled Tests to Assess Submarining.

PubMed

Uriot, Jérôme; Potier, Pascal; Baudrit, Pascal; Trosseille, Xavier; Petit, Philippe; Richard, Olivier; Compigne, Sabine; Masuda, Mitsutoshi; Douard, Richard

2015-11-01

Sled tests focused on pelvis behavior and submarining can be found in the literature. However, they were performed either with rigid seats or with commercial seats. The objective of this study was to get reference tests to assess the submarining ability of dummies in more realistic conditions than on rigid seat, but still in a repeatable and reproducible setup. For this purpose, a semi-rigid seat was developed, which mimics the behavior of real seats, although it is made of rigid plates and springs that are easy to reproduce and simulate with an FE model. In total, eight PMHS sled tests were performed on this semirigid seat to get data in two different configurations: first in a front seat configuration that was designed to prevent submarining, then in a rear seat configuration with adjusted spring stiffness to generate submarining. All subjects sustained extensive rib fractures from the shoulder belt loading. No pelvis fractures and no submarining were observed in the front seat configuration, but two subjects sustained lumbar vertebrae fractures. In the rear seat configuration, all subjects sustained pelvic fractures and demonstrated submarining. Corridors were constructed for the external forces and the PMHS kinematics. They are provided in this paper as new reference tests to assess the biofidelity of human surrogates in different configurations that either result in submarining or do not. In future, it is intended to analyze further seat and restraint system configurations to be able to define a submarining predictor.

Factors related to nonuse of seat belts in Michigan.

DOT National Transportation Integrated Search

1987-09-01

This study combined direct observation of seat belt use with interview methods to : identify factors related to seat belt use in a state with a mandatory seat belt use law. Trained : observers recorded restraint use for a probability sample of motori...

Seat belt use increases in Maine following change to primary enforcement : traffic tech.

DOT National Transportation Integrated Search

2010-04-01

Primary seat belt laws are associated with higher selfreported : seat belt use rates and fewer traffic fatalities following : enactment. Primary laws allow police to issue a citation : solely upon observation of a seat belt violation. In contrast, : ...

Portable seat lift

NASA Technical Reports Server (NTRS)

Weddendorf, Bruce (Inventor)

1994-01-01

A portable seat lift that can help individuals either (1) lower themselves to a sitting position or (2) raise themselves to a standing position is presented. The portable seat lift consists of a seat mounted on a base with two levers, which are powered by a drive unit.

Injuries to seat occupants of light airplanes.

DOT National Transportation Integrated Search

1989-02-01

A series of 55 light-airplane accidents was examined in an effort to demonstrate the role of seats in the genesis of injury in seat occupants. Good engineering, design of airplane seats is an important related issue which is not treated in this study...

NASA experiments on the B-720 structure and seats

NASA Astrophysics Data System (ADS)

Alfaro-Bou, E.

1986-01-01

Two experiments onboard a remotely piloted transport aircraft that was crashed on landing are discussed. The structural experiment deals with the location and distribution of the instrumentation throughout the airplane structure. In the seat experiment, the development and testing of an energy absorbing seat are discussed. The objective of the structural experiment was to obtain a data base of structural crash loads for use in the advancement of crashworthy technology of materials (such as composites) in structural design and for use in the comparison between computer and experimental results. The objective of the seat experiment was to compare the performance of an energy absorbing transport seat and a standard seat when subjected to similar crash pulses. Details are given on the location of instrumentation, on the dynamic seat test pulse and headward acceleration limits.

Muscle activity of the core during bilateral, unilateral, seated and standing resistance exercise.

PubMed

Saeterbakken, Atle Hole; Fimland, Marius Steiro

2012-05-01

Little is known about the effect of performing common resistance exercises standing compared to seated and unilaterally compared to bilaterally on muscle activation of the core. Thus, the purpose of this study was to compare the electromyographic activity (EMG) of the superficial core muscles (i.e. rectus abdominis, external oblique and erector spinae) between seated, standing, bilateral and unilateral dumbbell shoulder presses. 15 healthy males performed five repetitions at 80% of one-repetition maximum of the exercises in randomized order. Results were analyzed with a two-way analysis of variance and a Bonferroni post hoc test. The position × exercise interaction was significantly different for rectus abdominis (P = 0.016), but not for external oblique (P = 0.100) and erector spinae (P = 0.151). The following EMG results were observed: For rectus abdominis: ~49% lower in seated bilateral versus unilateral (P < 0.001), similar in standing bilateral versus unilateral (P = 0.408), ~81% lower in bilateral seated versus standing (P < 0.001), ~59% lower in unilateral seated versus standing (P < 0.001); For external oblique: ~81% lower in seated bilateral versus unilateral (P < 0.001), ~68% lower in standing bilateral than unilateral (P < 0.001), ~58% lower in bilateral seated versus standing (P < 0.001), ~28% lower in unilateral seated versus standing (P = 0.002); For erector spinae: similar in seated bilateral versus unilateral (P = 0.737), ~18% lower in standing bilateral versus unilateral (P = 0.001), similar in seated versus standing bilateral (P = 0.480) and unilateral (P = 0.690). In conclusion, to enhance neuromuscular activation of the superficial core muscles, standing exercises should be used instead of seated exercises, and unilateral exercises should be used instead of bilateral exercises.

Study to develop improved fire resistant aircraft passenger seat materials

NASA Technical Reports Server (NTRS)

Duskin, F. E.; Schutter, K. J.; Sieth, H. H.; Trabold, E. L.

1980-01-01

The Phase 3 study of the NASA 'Improved Fire Resistant Aircraft Seat Materials' involved fire tests of improved materials in multilayered combinations representative of cushion configurations. Tests were conducted to determine their thermal, smoke, and fire resistance characteristics. Additionally, a 'Design Guideline' for Fire Resistant Passenger Seats was written outlining general seat design considerations. Finally, a three-abreast 'Tourist Class' passenger seat assembly fabricated from the most advanced fire-resistant materials was delivered.

H-60A/L Passenger Airbag Protection: Vertical and Horizontal Impact Tests

DTIC Science & Technology

2013-04-30

aft facing seating . While impact testing has been widely performed on ejection seats , only limited testing has been done on helicopter seating ...manikins with the LARD scaled to represent large occupants in the aerospace environment. LARD is also used by the Air Force and JSF in ejection seat ...for all rigid seat tests, resulting in no notable differences (manikin motion , manikin response) between the standard and airbag restraints. The

Residence Hall Seating That Works.

ERIC Educational Resources Information Center

Wiens, Janet

2003-01-01

Describes the seating chosen for residence halls at the Massachusetts Institute of Technology and the University of New England. The seating required depends on ergonomics, aesthetics, durability, cost, and code requirements. In addition, residence halls must have a range of seating types to accommodate various uses. (SLD)

Observations of seating position of front seat occupants relative to the side of the vehicle.

PubMed

Dinas, Arthur; Fildes, Brian N

2002-01-01

This study was an on-road observational study of the seating position and limb position of front seat occupants relevant to the side of the car for a representative sample of occupants during straight road driving and turning manoeuvres. A video camera captured over 650 front-on images of passenger car occupants in Metropolitan Melbourne. Results showed a significant numbers of occupants were seated out-of-position while travelling on the road and that a number of these were seated in a manner that may possibly result in injury from the deployment of a side airbag. This was particularly so while turning, a situation common in many side impacts. A substantial number of front seat occupants' arms were exposed to severe injury in the event of a side impact crash. These findings highlight a number of aspects of seating behaviour of driver and front passengers that need to be taken into account when designing side impact airbags.

Coach design for the Korean high-speed train: a systematic approach to passenger seat design and layout.

PubMed

Jung, E S; Han, S H; Jung, M; Choe, J

1998-12-01

Proper ergonomic design of a passenger seat and coach layout for a high-speed train is an essential component that is directly related to passenger comfort. In this research, a systematic approach to the design of passenger seats was described and the coach layout which reflected the tradeoff between transportation capacity and passenger comfort was investigated for the Korean high-speed train. As a result, design recommendations and specifications of the passenger seat and its layout were suggested. The whole design process is composed of four stages. A survey and analysis of design requirement was first conducted, which formed the base for designing the first and second class passenger seats. Prototypes were made and evaluated iteratively, and seat arrangement and coach layout were finally obtained. The systematic approach and recommendations suggested in this study are expected to be applicable to the seat design for public transportations and to help modify and redesign existing vehicular seats.

Proposed test method for and evaluation of wheelchair seating system (WCSS) crashworthiness.

PubMed

van Roosmalen, L; Bertocci, G; Ha, D R; Karg, P; Szobota, S

2000-01-01

Safety of motor vehicle seats is of great importance in providing crash protection to the occupant. An increasing number of wheelchair users use their wheelchairs as motor vehicle seats when traveling. A voluntary standard requires that compliant wheelchairs be dynamically sled impact tested. However, testing to evaluate the crashworthiness of add-on wheelchair seating systems (WCSS) independent of their wheelchair frame is not addressed by this standard. To address this need, this study developed a method to evaluate the crash-worthiness of WCSS with independent frames. Federal Motor Vehicle Safety Standards (FMVSS) 207 test protocols, used to test the strength of motor vehicle seats, were modified and used to test the strength of three WCSS. Forward and rearward loads were applied at the WCSS center of gravity (CGSS), and a moment was applied at the uppermost point of the seat back. Each of the three tested WCSS met the strength requirements of FMVSS 207. Wheelchair seat-back stiffness was also investigated and compared to motor vehicle seat-back stiffness.

Seat belts are more effective than airbags in reducing thoracic aortic injury in frontal motor vehicle crashes.

PubMed

Brasel, Karen J; Quickel, Robert; Yoganandan, Narayan; Weigelt, John A

2002-08-01

Airbags reduce the probability of death in frontal collisions, but the effect is small compared with seat belts. Little is known about the influence of seat belts and airbags on the incidence of thoracic aortic injury (TAI). The National Automotive Sampling System database was queried for the years 1993 to 1998 to determine the impact of seat belts and airbags on the incidence of TAI in survivors of frontal motor vehicle crashes. Proportions were compared using the two-sample Z test. Seat belts prevent TAI regardless of airbag deployment. The effect of airbags is limited to those wearing seat belts. In frontal collisions without seat belt use, airbag deployment does not alter TAI incidence. Seat belts are considerably more effective in preventing TAI than airbags after frontal motor vehicle crashes. Prevention efforts should continue to emphasize the use of active restraints. Restraint use should be considered a risk factor in evaluating patients for potential TAI.

The effects of wheelchair-seating stiffness and energy absorption on occupant frontal impact kinematics and submarining risk using computer simulation.

PubMed

Bertocci, Gina; Souza, Aaron L; Szobota, Stephanie

2003-01-01

Many wheelchair users must travel in motor vehicles while seated in their wheelchairs. The safety features of seat assemblies are key to motor vehicle occupant crash protection. Seating system properties such as strength, stiffness, and energy absorbance have been shown to have significant influence on risk of submarining. This study investigated the effects of wheelchair seat stiffness and energy absorption properties on occupant risk of submarining during a frontal motor vehicle 20 g/30 mph impact using a validated computer crash simulation model. The results indicate that wheelchair-seating stiffness and energy absorption characteristics influence occupant kinematics associated with the risk of submarining. Softer seat surfaces and relatively high energy absorption/permanent deformation were found to produce pelvis excursion trajectories associated with increased submarining risk. Findings also suggest that the current American National Standards Institute/Rehabilitation Engineering and Assistive Technology Society of North America (ANSI/RESNA) WC-19 seating integrity may not adequately assess submarining risk.

Energy absorption capability of foam-based composite materials and their applications as seat cushions in aircraft crashworthiness

NASA Astrophysics Data System (ADS)

Kh. Beheshti, Hamid

This study is focusing on the application of foam materials in aviation. These materials are being used for acoustic purposes, as padding in the finished interior panels of the aircraft, and as seat cushions. Foams are mostly used in seating applications. Since seat cushion is directly interacting with the body of occupant, it has to be ergonomically comfortable beside of absorbing the energy during the impact. All the seats and seat cushions have to pass regulations defined by Federal Aviation Administration (FAA). In fact, all airplane companies are required to certify the subcomponents of aircrafts before installing them on the main structure, fuselage. Current Federal Aviation Administration Regulations require a dynamic sled test of the entire seat system for certifying the seat cushions. This dynamic testing is required also for replacing the deteriorated cushions with new cushions. This involves a costly and time-consuming certification process. AGATE group has suggested a procedure based on quasi-static testing in order to certify new seat cushions without conducting full-scale dynamic sled testing. AGATE subcomponent methodology involves static tests of the energy-absorbing foam cushions and design validation by conducting a full-scale dynamic seat test. Microscopic and macroscopic studies are necessary to provide a complete understanding about performance of foams during the crash. Much investigation has been done by different sources to obtain the reliable modeling in terms of demonstration of mechanical behavior of foams. However, rate sensitivity of foams needs more attention. A mathematical hybrid dynamic model for the cushion underneath of the human body will be taken into consideration in this research. Analytical and finite element codes such as MADYMO and LS-DYNA codes have the potential to greatly speed up the crashworthy design process, to help certify seats and aircraft to dynamic crash loads, to predict seat and occupant response to impact with the probability of injury, and to evaluate numerous crash scenarios not economically feasible with full-scale crash testing. Therefore, these codes are being used to find the accurate response of spinal load during the impact of model including human body, seat cushion and seat under different acceleration pulses. (Abstract shortened by UMI.)

Amplified Pilot Head Vibration and the Effects of Vibration Mitigation on Neck Muscle Strain.

PubMed

Wright Beatty, Heather E; Law, Andrew J; Thomas, J Russell; Wickramasinghe, Viresh

2018-06-01

Rotary wing pilot neck strain is increasing in prevalence due to the combined effects of head supported mass (e.g., Night Vision Goggles, head mounted displays) and whole-body vibration. This study examined the physiological responses of pilots during exposure to whole-body vibration (WBV) representative of the National Research Council's Bell 412 helicopter in forward flight. WBV levels were measured and evaluated using the ISO-2631-1-1997 WBV standards. Twelve pilots (aged 20-59 yr, 7 of the 12 with 20+ years flight experience) underwent six 15-min vibration trials on a human rated shaker platform. Participants were exposed to three vibration levels (-25%, normal, and +25% amplitude; Levels 1-3, respectively) while seated on an Original Equipment Manufacturer (OEM) or vibration mitigating (MIT) cushion. Upper back and neck electromyography (EMG) and acceleration were continuously recorded. Normalized EMG amplitude was higher using the OEM compared to the MIT during Level 2 (0.18 vs. -0.27) and Level 3 (0.24 vs. -0.14) for the anterior neck muscles. Health weighted vibration amplitude at the head (Mean of 3 levels: OEM = 1.19 and MIT = 1.11 m · s-2) was larger than the vibration amplitude at the seat (Mean of 3 levels: OEM = 0.77 and MIT = 0.70 m · s-2). The amplification of head vibration relative to the seat, and the significant effects of vibration level, as well as the vibration mitigation cushion, on neck EMG amplitude support the need for revisions to the ISO-2631-1 standard to account for the head and neck response to whole-body vibration.Wright Beatty HE, Law AJ, Thomas JR, Wickramasinghe V. Amplified pilot head vibration and the effects of vibration mitigation on neck muscle strain. Aerosp Med Hum Perform. 2018; 89(6):510-519.

Development of crashworthy passenger seats for general-aviation aircraft

NASA Technical Reports Server (NTRS)

Reilly, M. J.; Tanner, A. E.

1979-01-01

Two types of energy absorbing passenger seat concepts suitable for installation in light twin-engine fixed wing aircraft were developed. An existing passenger seat for such an aircraft was used to obtain the envelope constraints. Ceiling suspended and floor supported seat concept designs were developed. A restraint system suitable for both concepts was designed. Energy absorbing hardware for both concepts was fabricated and tension and compression tests were conducted to demonstrate the stroking capability and the force deflection characteristics. Crash impact analysis was made and seat loads developed. The basic seat structures were analyzed to determine the adequacy of their strength under impact loading.

The effect of shaped wheelchair cushion and lumbar supports on under-seat pressure, comfort, and pelvic rotation.

PubMed

Samuelsson, Kersti; Björk, Maarit; Erdugan, Ann-Marie; Hansson, Anna-Karin; Rustner, Birgitta

2009-09-01

A wheelchair seat and position help clients perform daily activities. The comfort of the wheelchair can encourage clients to participate in daily activities and can help prevent future complications. This study evaluates how a shaped seat-cushion and two different back supports affect under-seat pressure, comfort, and pelvic rotation. Thirty healthy subjects were tested using two differently equipped manual wheelchairs. One wheelchair had a Velcro adjustable back seat and a plane seat-cushion. The other wheelchair had a non-adjustable sling-back seat and a plane cushion. The second wheelchair was also equipped with a shaped cushion and/or a detachable lumbar support. Under-seat pressure, estimated comfort, and pelvic rotation were measured after 10 min in each wheelchair outfit. Peak pressure increased with the shaped cushion compared to the plane cushion. No significant difference in estimated comfort was found. Pelvic posterior-rotation was reduced with the adjustable or detachable back-support irrespective of the shape of the seat cushion. To support a neutral pelvic position and spinal curvature, a combination of a shaped cushion and a marked lumbar support is most effective.

Design and testing of an energy-absorbing crewseat for the F/FB-111 aircraft. Volume 2: Data from seat testing

NASA Technical Reports Server (NTRS)

Shane, S. J.

1985-01-01

The unacceptably high injury rate during the escape sequence (including the ejection and ground impact) of the crew module for F/FB-111 aircraft is reviewed. A program to determine if the injury potential could be reduced by replacing the existing crewseats with energy absorbing crewseats is presented. An energy absorbing test seat is designed using much of the existing seat hardware. An extensive dynamic seat test series, designed to duplicate various crew module ground impact conditions is conducted at a sled test facility. Comparative tests with operational F-111 crewseats are also conducted. After successful dynamic testing of the seat, more testing is conducted with the seats mounted in an F-111 crew module. Both swing tests and vertical drop tests are conducted. The vertical drop tests are used to obtain comparative data between the energy absorbing and operational seats. Volume 1 describes the energy absorbing test seat and testing conducted, and evaluates the data from both test series. Volume 2 presents the data obtained during the seat test series, while Volume 3 presents the data from the crew module test series.

23 CFR Appendix E to Part 1240 - Determination of Federal Medical Savings

Code of Federal Regulations, 2011 CFR

2011-04-01

... existing injury levels to determine the impact of increasing seat belt use on motor vehicle safety. Using... Economic Cost of Motor Vehicle Crashes, 1994,” 2 NHTSA measured both the medical costs and payment sources... individual State income levels to reflect local cost levels. These per-case costs will be further adjusted...

Factors associated with rear seating of children in motor vehicles: a study in two low-income, predominantly Hispanic communities.

PubMed

Greenberg-Seth, Jennifer; Hemenway, David; Gallagher, Susan S; Lissy, Karen S; Ross, Julie B

2004-07-01

This study examined child seating patterns in two predominantly low-income, Hispanic communities in Massachusetts. The purpose was to determine the factors associated with child rear seating in the community as a whole and for a subset of Hispanic motorists. Five hundred and five vehicles carrying child passengers and no adult other than the driver were observed in parking lots of fast food restaurants and grocery stores. Four hundred and thirty-two vehicle drivers agreed to be interviewed. A child was defined as a passenger younger than age 12 as determined by appearance and height (head below the vehicle headrest when seated). Variables under study included driver gender, age, ethnicity, and educational attainment; driver shoulder belt use; driver perception of passenger-side airbag presence; and the number and ages of children in the car. Overall, 51% of vehicles were observed with all children seated in the rear. In a bivariate analysis, child rear seating was strongly associated with female drivers ( P = 0.01), younger drivers ( P = 0.02) driver shoulder belt use ( P < 0.00), perceived presence of a passenger-side airbag ( P < 0.00), all children in the vehicle

Geometry of rear seats and child restraints compared to child anthropometry.

PubMed

Bilston, Lynne E; Sagar, Nipun

2007-10-01

The objective of this study was to evaluate the geometry of a wide range of restraints (child restraints, booster seats and rear seats) used by children, and how these match their anthropometry, and to determine limitations to restraint size for the population of children using them. The study is motivated by the widespread premature graduation from one restraint type to another, which parents often attribute to children outgrowing their previous restraint. Currently, recommended transitions are based on a small sample of vehicles and children. Outboard rear seat and seat belt geometry (anchorage locations, sash belt angles) from 50 current model vehicles were measured using a custom-developed measuring jig. For 17 child restraints, a 3-dimensional measuring arm was used to measure the geometry of the restraint including interior size and strap slot locations (where relevant). These measurements were compared to anthropometric measurements, to determine the suitability of a given restraint for children of particular ages. The results for the rear seat geometry indicate that all seat cushions were too deep for a child whose upper leg length is at the 50th percentile until approximately 11.5 years, and half of vehicle seat cushions were too deep for a 15 year old child whose upper leg length is at the 50th percentile. Sash belt geometry was more variable, with approximately a third of vehicles accommodating 6-8 year olds who approximate the shoulder geometry measurements at the 50th percentile. Dedicated child restraints accommodated most children within recommended age groups, with two exceptions. Several high back booster seats were not tall enough for a child whose seated height is at the 50th percentile for 8 year olds (who is still too short for an adult belt according to current guidelines and the results from the rear seat geometry study), and a small number of forward facing restraints and high back boosters were too narrow for children at the upper end of the recommended age ranges. Analysis of the results from this study indicates that alterations in restraint geometry, particularly shortening the seat cushion, allowing for adjustable upper sash belt anchorages in the rear seat of vehicles, and increasing the height of high back booster seats would substantially improve the fit of restraints for child occupants. This data confirms findings from a recent study that looked only at rear seat cushion depths and provides new data on seat belt and child restraint geometry for child occupants.

Shock Mitigating Seat Single Impact Program

DTIC Science & Technology

2014-04-24

new seats from Shockwave, SHOXS and Zodiac , were tested during the third and fourth phases of the final test program and these were conducted between...test program to the four single jockey style seats from Shockwave, SHOXS, Ullman and Zodiac because of budget and time constraints. The program...along with the Zodiac jockey pod seat that replaced the Ullman seat. 2711 (NETE CS) ZT4110-R 23 April 2014 QF035 32/39 Rev. 05/2011.11.14 69. The

Simulation of Adaptive Seat Energy Absorber for Military Rotorcraft Crash Safety Enhancement

DTIC Science & Technology

2014-04-01

design guidelines and detailed requirements were developed for military crew seats as defined in MIL-S-85510(AS) (12) and for civil rotorcraft seats in...rotorcraft vertical crash pulse as stipulated in military design standards was used to evaluate the performance of MREA seat energy absorber with a...Desjardins, S. P.; Zimmerman, R. E.; Bolukbasi, A. O.; Merritt, N. A. Aircraft Crash Survival Design Guide Vol. IV – Aircraft Seats , Restraints, Litters

Evaluation of Safe Kids Week 2004: Age 4 to 9? It's Booster Seat Time!

PubMed Central

Howard, A; Beben, N; Rothman, L; Fiissel, D; MacArthur, C

2006-01-01

Objective To assess the effectiveness of a national one week media campaign promoting booster seat use. Design Pre‐test, post‐test design based on nationally representative random digit dialing telephone survey, with control for exposure to campaign. Setting Canada. Subjects Parents of children aged 4–9 years. Interventions During a one week campaign in May 2004, information on booster seat use was distributed via a national media campaign, retail stores, medical clinics, and community events. Information included pamphlets with guidelines for booster seat use, as well as a growth chart (designed by Safe Kids Canada) to assist parents in determining if their child should be using a booster seat. Assessing seat belt fit was described in detail on the growth chart. Main outcome measures Knowledge, attitudes, and self‐reported behaviors regarding booster seat use. Results Respondents in the group exposed to the campaign were twice as likely to report using a booster seat with lap and shoulder belt for their child (47%), compared to those in the pre‐test (24%) and the unexposed (23%) groups (p<0.001). However, only small differences in general knowledge regarding booster seat use were found between the groups. Conclusions A one week national media campaign substantially increased self‐reported use of booster seats. Parents did not remember details of the campaign content, but did remember implications for their own child. PMID:17018673

The use of safety restraint systems in Virginia by occupants under 16 years of age : summer 1998.

DOT National Transportation Integrated Search

1999-01-01

This series of observational surveys to determine child safety seat use in Virginia began in 1993 at the request of officials of Virginia's Department of Motor Vehicles. During all 5 years (there was no survey in 1995), data for metropolitan areas we...

Anthropometry and Standards for Wheeled Mobility: An International Comparison

ERIC Educational Resources Information Center

Steinfeld, Edward; Maisel, Jordana; Feathers, David; D'Souza, Clive

2010-01-01

Space requirements for accommodating wheeled mobility devices and their users in the built environment are key components of standards for accessible design. These requirements typically include dimensions for clear floor areas, maneuvering clearances, seat and knee clearance heights, as well as some reference dimensions on wheeled mobility device…

Pulling Away from the Racial Gerrymander.

ERIC Educational Resources Information Center

Ehrenhalt, Alan

1983-01-01

Although Black and Hispanic congressmen managed to overcome redistricting of urban areas and maintain or increase their seats in the House, demographic trends remain a threat to minority representation. There are two solutions: (1) a break-up of de facto residential segregation, and (2) increased willingness of White majorities to elect minority…

Preferential Seating is NOT Enough: Issues in Classroom Management of Hearing-Impaired Students.

ERIC Educational Resources Information Center

Flexer, Carol; And Others

1989-01-01

This article provides information from three areas critical to classroom success for mainstreamed hearing-impaired children: understanding hearing and the impact of hearing loss on classroom learning; promoting the use of signal-to-noise ratio enhancing equipment (typically Frequency Modulation units); and using educational management strategies…

Elderly road collision injury outcomes associated with seat positions and seatbelt use in a rapidly aging society—A case study in South Korea

PubMed Central

Noh, Yuna

2017-01-01

Introduction Aging has long been regarded as one of the most critical factors affecting crash injury outcomes. In South Korea, where the elderly population is projected to reach 35.9% by 2050, the implications of an increasing number of elderly vehicle users on road safety are evident. In this research, the confounding effect of occupant age in a vehicle in terms of seat position and seatbelt use was investigated. In addition, elderly occupants were divided into a younger-old group aged between 65 and 74 years and an older-old group aged 75 years and older in an effort to assess whether the conventional elderly age standard of 65 years should be reconsidered. Methods A multinomial logit framework was adopted to predict two-level injury severity using collision data between 2008 and 2015. Predictor variables included gender, age group, seat position, seatbelt, road type, road slope, road surface, road line, and type of vehicle. Five models, a base model with no interactions and four interaction models which were combinations of age group, seatbelt use and seat position, were devised and evaluated. Results With no interacting term, age was the most prominent predictor. Elderly occupants were most likely to suffer from severe injury without a seatbelt in all seat positions, and the use of a seatbelt reduced this likelihood the most in the elderly group as well. Front passenger seats had the highest risk to elderly occupants, while the driver seat was statistically insignificant. When the elderly group was divided into the younger-old group and the older-old group, the older-olds were found to be much more vulnerable compared to the younger-olds. In particular, older drivers were five times more likely to suffer a severe injury without a seatbelt. Conclusions The degree of injury severity of elderly occupants was reduced the most with the use of a seatbelt, demonstrating the importance of using seat restraints. The sharp increase in the risk of injury of the older-old group suggests that the age standard of 65 years as the elderly group with regard to traffic safety may require reconsideration due to the growing number of elderly vehicle users on the road. Our results provide practical evidence with which to formulate new safety policies, including mandatory seatbelt use, driving age limits and insurance pricing. PMID:28800595

Thirty years of anthropometric changes relevant to the width and depth of transportation seating spaces, present and future.

PubMed

Molenbroek, J F M; Albin, T J; Vink, P

2017-11-01

This paper reports the results of an investigation into changes in body shape anthropometry over the past several decades and discusses the impact of those changes on seating in transport, especially airliners. Changes in some body shape dimensions were confirmed in a sample of students at TU Delft; several of the changes, e.g. hip breadth, seated, are relevant to the ongoing design of seating. No change in buttock knee length was observed. The fit between current user anthropometry and current airline seat design, especially regarding seat width, was investigated. A comparison of the average current seat breadth with global anthropometric data suggests that accommodation may be problematic, with less than optimal width for passengers' shoulder and elbow widths. Copyright © 2017 Elsevier Ltd. All rights reserved.

All metal valve structure for gas systems

DOEpatents

Baker, Ray W.; Pawlak, Donald A.; Ramey, Alford J.

1984-11-13

A valve assembly with a resilient metal seat member is disclosed for providing a gas-tight seal in a gas handling system. The valve assembly also includes a valve element for sealing against the valve seat member; and an actuating means for operating the valve element. The valve seat member is a one-piece stainless steel ring having a central valve port and peripheral mounting flange, and an annular corrugation in between. A groove between the first and second ridges serves as a flexure zone during operation of the valve member and thus provides the seating pressure between the inner ridge or valve seat and the valve element. The outer annular ridge has a diameter less than said valve element to limit the seating motion of the valve element, preventing non-elastic deformation of the seat member.

Design and testing of an energy-absorbing crewseat for the F/FB-111 aircraft, volume 1

NASA Technical Reports Server (NTRS)

Shane, S. J.

1985-01-01

A program to determine if the injury potential could be reduced by replacing the existing crewseats with energy absorbing crewseats is explored. An energy-absorbing test seat was designed using much of the existing seat hardware. An extensive dynamic seat test series, designed to duplicate various crew module ground impact conditions, was conducted at a sled test facility. Comparative tests with operational F-111 crewseats were also conducted. After successful dynamic testing of the seat, more testing was conducted with the seats mounted in an F-111 crew module. Both swing tests and vertical drop tests were conducted. The vertical drop tests were used to obtain comparative data between the energy-absorbing and operational seats. Volume 1 describes the energy absorbing test seat and testing conducted, and evaluates the data from both test series.

All-metal valve structure for gas systems

DOEpatents

Baker, R.W.; Pawlak, D.A.; Ramey, A.J.

1982-06-10

A valve assembly with a resilient metal seat member is disclosed for providing a gas-tight seal in a gas handling system. The valve assembly also includes a valve element for sealing against the valve seat member; and an actuating means for operating the valve element. The valve seat member is a one-piece stainless steel ring having a central valve port and peripheral mounting flange, and an annular corrugation in between. A groove between the first and second ridges serves as a flexure zone during operation of the valve member and thus provides the seating pressure between the inner ridge or valve seat and the valve element. The outer annular ridge has a diameter less than said valve element to limit the seating motion of the valve element, preventing non-elastic deformation of the seat member.

A kinematic and kinetic analysis of the sit-to-stand transfer using an ejector chair: implications for elderly rheumatoid arthritic patients.

PubMed

Munro, B J; Steele, J R; Bashford, G M; Ryan, M; Britten, N

1998-03-01

Twelve elderly female rheumatoid arthritis patients (mean age = 65.5 +/- 8.6 yr) were assessed rising from an instrumented Eser Ejector chair under four conditions: high seat (540 mm), low seat (450 mm), with and without the ejector mechanism operating. Sagittal plane motion, ground reaction forces, and vertical chair arm rest forces were recorded during each trial with the signals synchronised at initial subject head movement. When rising from a high seat, subjects displayed significantly (p < 0.05) greater time to seat off; greater trunk, knee and ankle angles at seat off; increased ankle angular displacement; decreased knee angular displacement; and decreased total net and normalised arm rest forces compared to rising from a low seat. When rising using the ejector mechanism, time to seat off and trunk and knee angle at seat off significantly increased, whereas trunk and knee angular displacement, and total net and normalised arm rest forces significantly decreased compared to rising unassisted. Regardless of seat height or ejector mechanism use, there were no significant differences in the peak, or time to peak horizontal velocity of the subjects' total body centre of mass, or net knee and ankle moments. It was concluded that increased seat height and use of the ejector mechanism facilitated sit-to-stand transfers performed by elderly female rheumatoid arthritic patients. However, using the ejector chair may be preferred by these patients compared to merely raising seat height because it does not necessitate the use of a footstool, a possible obstacle contributing to falls.

Injury Risk for Rear-Seated Occupants in Small Overlap Crashes

PubMed Central

Arbogast, Kristy B.; Locey, Caitlin M.; Hammond, Rachel; Belwadi, Aditya

2013-01-01

Small overlap crashes, where the primary crash engagement is outboard from the longitudinal energy absorbing structures of the vehicle, have received recent interest as a crash dynamic that results in high likelihood of injury. Previous analyses of good performing vehicles showed that 24% of crashes with AIS 3+ injuries to front seat occupants were small overlap crashes. However, similar evaluations have not been conducted for those rear seated. Vehicle dynamics suggest that rear seat occupants may be at greater risk due to lack of lateral seating support and a steering wheel to hold, making them more sensitive to lateral movement seen in these crashes. Thus, the objective was to calculate injury risk for rear-seated occupants in small overlap collisions. AIS 2+ and AIS 3+ injury risk was calculated from NASS-CDS data from 2000–2011. Inclusion criteria were vehicles of model year 2000 or later, with CDC codes of “FL” or “FR”, and an occupant in the second or third row. AIS2+ injury risk was 5.1%, and AIS3+ injury risk was 2.4%. Of note, half of the occupants were <15 years of age indicating rear seat protection should emphasize the young. Occupants seated near side were nearly three times as likely to sustain an AIS2+ injury than occupants seated far side. Particular attention should be paid to the prominence of head injuries in this crash dynamic and consideration given to their mitigation. Additional research should determine whether countermeasures being implemented for front seat occupants can be beneficial to rear seat occupants. PMID:24406964

IIHS head restraint ratings and insurance injury claim rates.

PubMed

Trempel, Rebecca E; Zuby, David S; Edwards, Marcy A

2016-08-17

The Insurance Institute for Highway Safety (IIHS) rates front seat/head restraint designs using a combination of static and dynamic measurements following RCAR-IIWPG procedures. The purpose of this study was to determine whether vehicles with better IIHS-rated seats/head restraints had lower injury risk in rear-end collisions and how the effect of better rated seats interacted with driver gender and age. The presence of an associated insurance injury claim was determined for rear-impact crashes using 2001-2014 model year cars and SUVs. Logistic regression was used to compare injury risk for vehicles with good, acceptable, and marginal IIHS-rated seats/head restraints with poor-rated seats/head restraints. Analyses were run by gender and driver age and also by the rate of more severe injury claims. Injury rates were 11.2% lower for vehicles with seats/head restraints rated good compared to vehicles with seats/head restraints rated poor. The percentage reduction for good- versus poor-rated seats was greater for females (12.7%) than males (8.9%). Comparing good- with poor-rated seats, driver ages 15-24 had the largest reduction at 19.8%, followed by 10.7% for driver ages 45-64 and 10.4% for driver ages 25-44. Seats/head restraints with better IIHS ratings are associated with lower injury rates in rear-impact collisions than seats rated poor. The reductions in injury rates were strongest for females and for young-to-middle-age drivers. The strong reductions in injury rates for these groups are encouraging given their high initial injury rates.

29 CFR 1918.65 - Mechanically powered vehicles used aboard vessels.

Code of Federal Regulations, 2014 CFR

2014-07-01

... protect the operator, when seated, against injury from contact with a projecting overhead hazard. (2... excessive deflection, a load applied horizontally at the operator's shoulder level equal to the drawbar pull...

29 CFR 1918.65 - Mechanically powered vehicles used aboard vessels.

Code of Federal Regulations, 2012 CFR

2012-07-01

... protect the operator, when seated, against injury from contact with a projecting overhead hazard. (2... excessive deflection, a load applied horizontally at the operator's shoulder level equal to the drawbar pull...

29 CFR 1918.65 - Mechanically powered vehicles used aboard vessels.

Code of Federal Regulations, 2013 CFR

2013-07-01

... protect the operator, when seated, against injury from contact with a projecting overhead hazard. (2... excessive deflection, a load applied horizontally at the operator's shoulder level equal to the drawbar pull...

Pilot tests of a seat belt gearshift delay on the belt use of commercial fleet drivers.

DOT National Transportation Integrated Search

2009-12-01

the seat belt was buckled. Participants, commercial drivers from the United States and Canada who did not consistently wear their seat belts, could avoid the delay by fastening their seat belts. Unbelted participants experienced a delay of either a c...

Video monitoring system for car seat

NASA Technical Reports Server (NTRS)

Elrod, Susan Vinz (Inventor); Dabney, Richard W. (Inventor)

2004-01-01

A video monitoring system for use with a child car seat has video camera(s) mounted in the car seat. The video images are wirelessly transmitted to a remote receiver/display encased in a portable housing that can be removably mounted in the vehicle in which the car seat is installed.

7 CFR 1206.30 - Establishment and membership.

Code of Federal Regulations, 2011 CFR

2011-01-01

... INFORMATION Mango Promotion, Research, and Information Order Definitions National Mango Promotion Board § 1206... on the volume of mangos imported into the Customs Districts identified by their name and Code Number... seats for District I, three seats for District II, two seats for District III, and one seat for District...

75 FR 36062 - Availability of Conservation Seat and Diving Operations Seat for the Flower Garden Banks National...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-24

... Conservation Seat and Diving Operations Seat for the Flower Garden Banks National Marine Sanctuary Advisory... Flower Garden Banks National Marine Sanctuary Advisory Council: Conservation and Diving Operations... Jennifer Morgan, NOAA--Flower Garden Banks National Marine Sanctuary, 4700 Avenue U, Bldg. 216, Galveston...

49 CFR 571.210 - Standard No. 210; Seat belt assembly anchorages.

Code of Federal Regulations, 2013 CFR

2013-10-01

... 49 Transportation 6 2013-10-01 2013-10-01 false Standard No. 210; Seat belt assembly anchorages... STANDARDS Federal Motor Vehicle Safety Standards § 571.210 Standard No. 210; Seat belt assembly anchorages. S1. Purpose and scope. This standard establishes requirements for seat belt assembly anchorages to...

49 CFR 571.210 - Standard No. 210; Seat belt assembly anchorages.

Code of Federal Regulations, 2011 CFR

2011-10-01

... 49 Transportation 6 2011-10-01 2011-10-01 false Standard No. 210; Seat belt assembly anchorages... STANDARDS Federal Motor Vehicle Safety Standards § 571.210 Standard No. 210; Seat belt assembly anchorages. S1. Purpose and scope. This standard establishes requirements for seat belt assembly anchorages to...

49 CFR 571.210 - Standard No. 210; Seat belt assembly anchorages.

Code of Federal Regulations, 2014 CFR

2014-10-01

... 49 Transportation 6 2014-10-01 2014-10-01 false Standard No. 210; Seat belt assembly anchorages... STANDARDS Federal Motor Vehicle Safety Standards § 571.210 Standard No. 210; Seat belt assembly anchorages. S1. Purpose and scope. This standard establishes requirements for seat belt assembly anchorages to...

49 CFR 571.210 - Standard No. 210; Seat belt assembly anchorages.

Code of Federal Regulations, 2012 CFR

2012-10-01

... 49 Transportation 6 2012-10-01 2012-10-01 false Standard No. 210; Seat belt assembly anchorages... STANDARDS Federal Motor Vehicle Safety Standards § 571.210 Standard No. 210; Seat belt assembly anchorages. S1. Purpose and scope. This standard establishes requirements for seat belt assembly anchorages to...

Poppet valve tester

NASA Technical Reports Server (NTRS)

Tellier, G. F.

1973-01-01

Tester investigates fundamental factors affecting cyclic life and sealing performance of valve seats and poppets. Tester provides for varying impact loading of poppet against seat and rate of cycling, and controls amount and type of relative motion between sealing faces of seat and poppet. Relative motion between seat and poppet can be varied in three modes.

49 CFR 571.201 - Standard No. 201; Occupant protection in interior impact.

Code of Federal Regulations, 2011 CFR

2011-10-01

... seat. Ambulance means a motor vehicle designed exclusively for the purpose of emergency medical care... designated seating position, with adjustable forward seats in their rearmost design driving position and reclinable forward seat backs in their nominal design driving position; (b) Direction of impact shall be...

49 CFR 571.201 - Standard No. 201; Occupant protection in interior impact.

Code of Federal Regulations, 2010 CFR

2010-10-01

... seat. Ambulance means a motor vehicle designed exclusively for the purpose of emergency medical care... designated seating position, with adjustable forward seats in their rearmost design driving position and reclinable forward seat backs in their nominal design driving position; (b) Direction of impact shall be...

IRTAD Special Report : the availability of seat belt wearing data in OECD member countries, 1995

DOT National Transportation Integrated Search

1997-03-01

This reports surveys the availability of seat belt wearing data in OECD Member countries. The injury-reducing effect of seat belts is estimated to be around 50 per cent for fatal and serious injuries. Seat belts are most effective in frontal and roll...

Classroom Seating Considerations for 21st Century Students and Faculty

ERIC Educational Resources Information Center

Harvey, Eugene J.; Kenyon, Melaine C.

2013-01-01

This quantitative, cross-sectional research study explored students' perceptions of five different seating styles within typical classrooms in an urban public higher education institution. The five seating styles included: modern mobile chairs, tablet arm chairs, fixed tiered seating with tablet arms, rectangle tables with standard chairs, and…