Restraint system use in 19 U.S. cities. 1991 annual report

DOT National Transportation Integrated Search

1992-03-01

This study continued to monitor the use of occupant restraint systems and motorcycle/moped helmet use in 19 U.S. cities during 1991. A total of 256,907 observations of automobile drivers indicated an overall driver safety belt use rate of 51.1%. The ...

The use of safety restraint systems in Virginia by occupants under 16 years of age : the 1999 survey results.

DOT National Transportation Integrated Search

2000-01-01

The Virginia Transportation Research Council has been monitoring the use of child safety restraint systems in Virginia since 1983 through child safety seat surveys conducted annually (with the exception of 1995). The principal goal of the survey has ...

Experimental impact protection with advanced restraint systems : preliminary primate with air bag and inertia reel/inverted-y yoke torso harness.

DOT National Transportation Integrated Search

1969-02-01

Both the inverted-Y yoke torso harness with inertia reel and the air- bag restraint system have had extensive independent development for some time by several engineering and research organizations for both aviation and ground vehicle occupant protec...

Restraint system usage in the traffic population. 1983 annual report

DOT National Transportation Integrated Search

1984-07-01

This report presents findings from four independent studies on occupant restraint use for various segments of the traffic population. Field observations, collected in 19 U.S. cities from November, 1982 through December, 1983, are basis for this repor...

Restraint system usage in the traffic population. 1986 annual report

DOT National Transportation Integrated Search

1987-03-01

This report presents findings from four independent studies on occupant restraint use for various segments of the traffic population. Field observations, collected in 19 U.S. cities from January through December, 1986, are the basis for this report. ...

Restraint system usage in the traffic population. 1984 annual report

DOT National Transportation Integrated Search

1985-03-01

This report presents findings from four independent studies on occupant restraint use for various segments of the traffic population. Field observations, collected in 19 U.S. cities from January through December, 1984, are the basis for this report. ...

Restraint system usage in the traffic population. 1985 annual report

DOT National Transportation Integrated Search

1986-05-01

This report presents findings from four independen studies on occupant restraint use for various segments of the traffic population. Field observations, collected in 19 U.S. cities from January through December 1985, are the basis for this report. Th...

Observational study of child restraining practice on Norwegian high-speed roads: restraint misuse poses a major threat to child passenger safety.

PubMed

Skjerven-Martinsen; Naess, P A; Hansen, T B; Staff, T; Stray-Pedersen, A

2013-10-01

Restraint misuse and other occupant safety errors are the major cause of fatal and, severe injuries among child passengers in motor vehicle collisions. The main objectives of the present, study were to provide estimates of restraining practice among children younger than 16 years, traveling on Norwegian high-speed roads, and to uncover the high-risk groups associated with, restraint misuse and other safety errors. A cross-sectional observational study was performed in conjunction with regular traffic, control posts on high-speed roads. The seating and restraining of child occupants younger than 16, years were observed, the interior environment of the vehicles was examined, and a structured, interview of the driver was conducted according to a specific protocol. In total, 1260 child occupants aged 0-15 years were included in the study. Misuse of restraints, was observed in 38% of cases, with this being severe or critical in 24%. The presence of restraint, misuse varied significantly with age (p<0.001), with the frequency being highest among child, occupants in the age group 4-7 years. The most common error in this group was improperly routed, seat belts. The highest frequency of severe and critical errors was observed among child occupants in, the age group 0-3 years. The most common errors were loose or improperly routed harness straps and, incorrect installations of the child restraint system. Moreover, 24% of the children were seated in, vehicles with heavy, unsecured objects in the passenger compartment and/or the trunk that were, likely to move into the compartment upon impact and cause injury. No totally unrestrained children, were observed. This study provides a detailed description of the characteristics of restraint misuse and, the occupant's exposure to unsecured objects. Future education and awareness campaigns should, focus on children aged <8 years. The main challenges are to ensure correct routing and tightness of, harness straps and seat belts, correct installation of child restraints, and avoidance of premature, graduation from child restraints to seat belts only. Information campaigns should also advocate the use, of chest clips and address the potential risks of hard, heavy objects in the passenger compartment and, the importance of the placement and strapping of heavy objects in the trunk. Copyright © 2013 Elsevier Ltd. All rights reserved.

14 CFR 27.785 - Seats, berths, litters, safety belts, and harnesses.

Code of Federal Regulations, 2010 CFR

2010-01-01

....561(b) and dynamic conditions specified in § 27.562. (b) Each occupant must be protected from serious... combination with the safety belt, constitutes a torso restraint system as described in TSO-C114. (c) Each... weight of at least 170 pounds, considering the dimensional characteristics of the restraint system...

14 CFR 29.785 - Seats, berths, litters, safety belts, and harnesses.

Code of Federal Regulations, 2010 CFR

2010-01-01

... dynamic conditions specified in § 29.562. (b) Each occupant must be protected from serious head injury by... combination with the safety belt, constitutes a torso restraint system as described in TSO-C114. (c) Each... weight of at least 170 pounds, considering the dimensional characteristics of the restraint system...

Occupant Motion Sensors : Methods of Detection and Analysis

DOT National Transportation Integrated Search

1971-07-01

A STUDY HAS BEEN MADE OF METHODS FOR MEASURING OCCUPANT MOTION WITHIN A VEHICLE DURING CRASH OR IMPACT CONDITIONS. THE PURPOSE OF THE MEASUREMENTS IS TO EVALUATE RESTRAINT SYSTEMS, USING ANTHROPOMETRIC DUMMY, ANIMAL, OR HUMAN OCCUPANTS. A LIST OF GEN...

Potential of a precrash lateral occupant movement in side collisions of (electric) minicars.

PubMed

Hierlinger, T; Lienkamp, M; Unger, J; Unselt, T

2015-01-01

In minicars, the survival space between the side structure and occupant is smaller than in conventional cars. This is an issue in side collisions. Therefore, in this article a solution is studied in which a lateral seat movement is imposed in the precrash phase. It generates a pre-acceleration and an initial velocity of the occupant, thus reducing the loads due to the side impact. The assessment of the potential is done by numerical simulations and a full-vehicle crash test. The optimal parameters of the restraint system including the precrash movement, time-to-fire of head and side airbag, etc., are found using metamodel-based optimization methods by minimizing occupant loads according to European New Car Assessment Programme (Euro NCAP). The metamodel-based optimization approach is able to tune the restraint system parameters. The numerical simulations show a significant averaged reduction of 22.3% in occupant loads. The results show that the lateral precrash occupant movement offers better occupant protection in side collisions.

Evaluation of New York state's mandatory occupant restraint law : fatalities and injuries among motor vehicle occupants covered by the law

DOT National Transportation Integrated Search

1987-02-01

The report focuses on the ultimate measure of the effectiveness of New York State's Mandatory Occupant Restraint Law: reductions in fatalities and serious injuries among vehicle occupants. All front seat occupants and children under the age of ten, r...

Research study on neck injury lessening with active head restraint using human body FE model.

PubMed

Kitagawa, Yuichi; Yasuki, Tsuyoshi; Hasegawa, Junji

2008-12-01

The objective of this study is to examine the effectiveness of the active head restraint system in reducing neck injury risk of car occupants in low-speed rear impacts. A human body FE model "THUMS" was used to simulate head and neck kinematics of the occupant and to evaluate loading to the neck. Joint capsule strain was calculated to predict neck injury risk as well as NIC. The validity of the model was confirmed comparing its mechanical responses to those in human subjects in the literatures. Seat FE models were also prepared representing one with a fixed head restraint and the other one with an active head restraint system. The active head restraint system was designed to move the head restraint forward and upward when the lower unit was lower unit was loaded by the pelvis. Rear impact simulations were performed assuming a triangular acceleration pulse at a delta-V of 25 km/h. The model reproduced similar head and neck motions to those measured in the human volunteer test, except for active muscular responses. The calculated joint capsule strain also showed a good match with those of PMHS tests in the literature. A rear-impact simulation was conducted using the model with the fixed head restraint. The result revealed that NIC was strongly correlated with the relative acceleration between the head and the torso and that its maximum peak appeared when the head contacted the head restraint. It was also found that joint capsule strain grew in later timing synchronizing with the relative displacement. Another simulation with the active head restraint system showed that both NIC and joint capsule strain were lowered owing to the forward and upward motion of the head restraint. A close investigation of the vertebral motion indicated that the active head restraint reduced the magnitude of shear deformation in the facet joint, which contributed to the strain growth in the fixed head restraint case. Rear-impact simulations were conducted using a human body FE model, THUMS, representing an average-size male occupant. The cervical system including the facet joint capsules was incorporated to the model. The validity of the model was examined comparing its mechanical responses to those in the literature such as the whole body motion of the volunteer subject and the vertebral motion in the PMHS tests. Rear-impact simulations were conducted using the validated THUMS model and two prototype seat models; one had a fixed head restraint and the other one was equipped with an active head restraint system. The active head restraint system works moving the head restraint forward and upward when the lower unit is loaded by the pelvis. The head and neck kinematics and responses were analyzed from the simulation results. The force and acceleration rose at the pelvis first, followed by T1 and the head. The early timing of force rise and its magnitude indicated that the pelvis force was a good trigger for the active head restraint system. The results showed that the head was supported earlier in a case with the active head restraint system, and both NIC and joint capsule strain were lowered. The study also analyzed the mechanism of strain growth in the joint capsules. Relatively greater strain was observed in the direction of the facet joint surface, which was around 45 degrees inclined to the spinal column. The forward and upward motion of the active head restraint were aligned with the direction of the joint deformation and contributed to lower strain in the joint capsules. The results indicated that the active head restraint could help reduce the neck injury risk not only by supporting the head at an early timing but also through its trajectory stopping the joint deformation.

Development and test of a motivational approach and materials for increasing use of restraints.

DOT National Transportation Integrated Search

1982-03-01

The objective of this study was to design and assess the effect of : a motivational approach to modify the riding and driving public's attitudes towards : the perceived risks of driving an automobile and the use of occupant restraint systems. : Two h...

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

Vital signs: restraint use and motor vehicle occupant death rates among children aged 0-12 years - United States, 2002-2011.

PubMed

Sauber-Schatz, Erin K; West, Bethany A; Bergen, Gwen

2014-02-07

Motor vehicle crashes are a leading cause of death among children in the United States. Age- and size-appropriate child restraint use is the most effective method for reducing these deaths. CDC analyzed 2002–2011 data from the Fatality Analysis Reporting System to determine the number and rate of motor-vehicle occupant deaths, and the proportion of unrestrained child deaths among children aged <1 year, 1–3 years , 4–7 years, 8–12 years, and for all children aged 0–12 years. Age group–specific death rates and proportions of unrestrained child motor vehicle deaths for 2009–2010 were further stratified by race/ethnicity. Motor vehicle occupant death rates for children declined significantly from 2002 to 2011. However, one third (33%) of children who died in 2011 were unrestrained. Compared with white children for 2009–2010, black children had significantly higher death rates, and black and Hispanic children both had significantly higher proportions of unrestrained child deaths. Motor vehicle occupant deaths among children in the United States have declined in the past decade, but more deaths could be prevented if restraints were always used. Effective interventions, including child passenger restraint laws (with child safety seat/ booster seat coverage through at least age 8 years) and child safety seat distribution plus education programs, can increase restraint use and reduce child motor vehicle deaths.

Vital Signs: Restraint Use and Motor Vehicle Occupant Death Rates Among Children Aged 0–12 Years — United States, 2002–2011

PubMed Central

Sauber-Schatz, Erin K.; West, Bethany A.; Bergen, Gwen

2014-01-01

Background Motor vehicle crashes are a leading cause of death among children in the United States. Age- and size-appropriate child restraint use is the most effective method for reducing these deaths. Methods CDC analyzed 2002–2011 data from the Fatality Analysis Reporting System to determine the number and rate of motor-vehicle occupant deaths, and the proportion of unrestrained child deaths among children aged <1 year, 1–3 years, 4–7 years, 8–12 years, and for all children aged 0–12 years. Age group–specific death rates and proportions of unrestrained child motor vehicle deaths for 2009–2010 were further stratified by race/ethnicity. Results Motor vehicle occupant death rates for children declined significantly from 2002 to 2011. However, one third (33%) of children who died in 2011 were unrestrained. Compared with white children for 2009–2010, black children had significantly higher death rates, and black and Hispanic children both had significantly higher proportions of unrestrained child deaths. Conclusions Motor vehicle occupant deaths among children in the United States have declined in the past decade, but more deaths could be prevented if restraints were always used. Implications for Public Health Effective interventions, including child passenger restraint laws (with child safety seat/booster seat coverage through at least age 8 years) and child safety seat distribution plus education programs, can increase restraint use and reduce child motor vehicle deaths. PMID:24500292

Structural Design Strategies for Improved Small Overlap Crashworthiness Performance.

PubMed

Mueller, Becky C; Brethwaite, Andrew S; Zuby, David S; Nolan, Joseph M

2014-11-01

In 2012, the Insurance Institute for Highway Safety (IIHS) began a 64 km/h small overlap frontal crash test consumer information test program. Thirteen automakers already have redesigned models to improve test performance. One or more distinct strategies are evident in these redesigns: reinforcement of the occupant compartment, use of energy-absorbing fender structures, and the addition of engagement structures to induce vehicle lateral translation. Each strategy influences vehicle kinematics, posing additional challenges for the restraint systems. The objective of this two-part study was to examine how vehicles were modified to improve small overlap test performance and then to examine how these modifications affect dummy response and restraint system performance. Among eight models tested before and after design changes, occupant compartment intrusion reductions ranged from 6 cm to 45 cm, with the highest reductions observed in models with the largest number of modifications. All redesigns included additional occupant compartment reinforcement, one-third added structures to engage the barrier, and two modified a shotgun load path. Designs with engagement structures produced greater glance-off from the barrier and exhibited lower delta Vs but experienced more lateral outboard motion of the dummy. Designs with heavy reinforcement of the occupant compartment had higher vehicle accelerations and delta V. In three cases, these apparent trade-offs were not well addressed by concurrent changes in restraint systems and resulted in increased injury risk compared with the original tests. Among the 36 models tested after design changes, the extent of design changes correlated to structural performance. Half of the vehicles with the lowest intrusion levels incorporated aspects of all three design strategies. Vehicle kinematics and dummy and restraint system characteristics were similar to those observed in the before/after pairs. Different combinations of structural improvement strategies for improving small overlap test performance were found to be effective in reducing occupant compartment intrusion and improving dummy kinematics in the IIHS small overlap test with modest weight increase.

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.

An In-depth Study of Abdominal Injuries Sustained by Car Occupants in Frontal Crashes

PubMed Central

Frampton, Richard; Lenard, James; Compigne, Sabine

2012-01-01

Currently, neither abdominal injury risk nor rear seat passenger safety is assessed in European frontal crash testing. The objective of this study was to provide real world in-depth analysis of the factors related to abdominal injury for belted front and rear seat occupants in frontal crashes. Rear occupants were significantly more at risk of AIS 2+ and 3+ abdominal injury, followed by front seat passengers and then drivers. This was still the case even after controlling for occupant age. Increasing age was separately identified as a factor related to increased abdominal injury risk in all seating positions. One exception to this trend concerned rear seated 15 to 19 year olds who sustained moderate to serious abdominal injury at almost the same rate as rear occupants aged 65+.No strong association was seen between AIS 2+ abdominal injury rates and gender. The majority of occupant body mass indices ranged from underweight to obese. Across that range, the AIS 2+ abdominal injury rates were very similar but a small number of very obese and extremely obese occupants outside of the range did exhibit noticeably higher rates. An analysis of variance in the rate of AIS 2+ abdominal injury with different restraint systems showed that simple belt systems, as used by most rear seat passengers, were the least protective. Increasing sophistication of the restraint system was related to lower rates of injury. The ANOVA also confirmed occupant age and crash severity as highly associated with abdominal injury risk. The most frequently injured abdominal organs for front seat occupants were the liver and spleen. Abdominal injury patterns for rear seat passengers were very different. While they also sustained significant injuries to solid organs, their rates of injury to the hollow organs (jejunum-ileum, mesentary, colon) were far higher even though the rate of fracture of two or more ribs did not differ significantly between seat positions. These results have implications for the design of restraint systems, particularly in relation to the occurrence of abdominal injury. They also raise issues of crash protection for older occupants as well as the protection afforded in different seating positions. PMID:23169124

High levels of incorrect use of car seat belts and child restraints in Fife--an important and under-recognised road safety issue.

PubMed

Campbell, H; Macdonald, S; Richardson, P

1997-03-01

To pilot data collection instruments and to make a preliminary estimate of the level of incorrect use of car seat belts and child restraints in Fife, Scotland. Cross sectional survey of cars containing adults and children at a number of public sites across Fife in 1995 to assess use of car occupant restraints. Trained road safety officers assessed whether seat restraints were appropriate for the age of the passengers and whether restraints were used correctly. These assessments were based on standards published by the Child Accident Prevention Trust. The survey gathered data from 596 occupants in 180 cars: 327 adults and 269 children. Ten per cent of drivers who were approached refused to participate. Car occupant restraint was assessed in 180 drivers, 151 front seat passengers, and 265 rear seat passengers. Three hundred and sixty one occupants wore seat belts, 68 were restrained by a seat belt and booster cushion, 63 in toddler seats, 25 in two way seats, and 18 in rear facing infant carriers. Ninety seven per cent of drivers, 95% of front seat passengers, and 77% of rear seat passengers were restrained. However, in 98 (52%) vehicles at least one passenger was restrained by a device that was used incorrectly. Seven per cent of adults and 28% of children were secured incorrectly. The commonest errors were loose seat belts and restraint devices not adequately secured to the seat. Rates of incorrect use were highest in child seat restraints, reaching 60% with two way seats and 44% with rear facing infant seats. The incorrect use of car occupant restraints is an under-recognised problem, both by health professionals, and the general public. Incorrect use has been shown to reduce the effectiveness of restraints, can itself result in injury, and is likely to be an important factor in child passenger injuries. The correct use of car seat restraints merits greater attention in strategies aiming to reduce road traffic casualties. Areas of intervention that could be considered include raising public awareness of this problem, improving information and instruction given to those who purchase child restraints, and encouraging increased collaboration between manufacturers of cars and child restraints, in considering safety issues.

High levels of incorrect use of car seat belts and child restraints in Fife--an important and under-recognised road safety issue.

PubMed Central

Campbell, H.; Macdonald, S.; Richardson, P.

1997-01-01

OBJECTIVE: To pilot data collection instruments and to make a preliminary estimate of the level of incorrect use of car seat belts and child restraints in Fife, Scotland. DESIGN: Cross sectional survey of cars containing adults and children at a number of public sites across Fife in 1995 to assess use of car occupant restraints. Trained road safety officers assessed whether seat restraints were appropriate for the age of the passengers and whether restraints were used correctly. These assessments were based on standards published by the Child Accident Prevention Trust. PARTICIPANTS: The survey gathered data from 596 occupants in 180 cars: 327 adults and 269 children. Ten per cent of drivers who were approached refused to participate. Car occupant restraint was assessed in 180 drivers, 151 front seat passengers, and 265 rear seat passengers. MAIN RESULTS: Three hundred and sixty one occupants wore seat belts, 68 were restrained by a seat belt and booster cushion, 63 in toddler seats, 25 in two way seats, and 18 in rear facing infant carriers. Ninety seven per cent of drivers, 95% of front seat passengers, and 77% of rear seat passengers were restrained. However, in 98 (52%) vehicles at least one passenger was restrained by a device that was used incorrectly. Seven per cent of adults and 28% of children were secured incorrectly. The commonest errors were loose seat belts and restraint devices not adequately secured to the seat. Rates of incorrect use were highest in child seat restraints, reaching 60% with two way seats and 44% with rear facing infant seats. CONCLUSIONS: The incorrect use of car occupant restraints is an under-recognised problem, both by health professionals, and the general public. Incorrect use has been shown to reduce the effectiveness of restraints, can itself result in injury, and is likely to be an important factor in child passenger injuries. The correct use of car seat restraints merits greater attention in strategies aiming to reduce road traffic casualties. Areas of intervention that could be considered include raising public awareness of this problem, improving information and instruction given to those who purchase child restraints, and encouraging increased collaboration between manufacturers of cars and child restraints, in considering safety issues. PMID:9113842

Occupant restraint in the rear seat: ATD responses to standard and pre-tensioning, force-limiting belt restraints.

PubMed

Forman, Jason; Michaelson, Jarett; Kent, Richard; Kuppa, Shashi; Bostrom, Ola

2008-10-01

Recent studies have shown that restrained occupants over the age of 50 in frontal crashes have a higher risk of injury in the rear seat than in the front, and have hypothesized that the incorporation of technology such as belt pre-tensioning and force limiting preferentially in the front seat is at least partially responsible for this trend. This study investigates the potential benefits and trade-offs of seat belt pretensioners and force-limiters in the rear seat using a series of frontal impact sled tests at two speeds (48 km/h and 29 km/h DeltaV) with a buck representing the interior of the reat seat occupant compartment of a contemporary mid-sized sedan. Four different dummies were tested: the Hybrid III six year old (in a booster seat, H3 6YO), the Hybrid III 5(th) percentile female (H3 AF05), the Hybrid III 50(th) percentile male (H3 AM50), and the THOR-NT. The restraints consisted of either a standard three point belt, or a 3-point belt with a retractor pretensioner and a progressive force-limiter (FL+PT). Each test condition was repeated in triplicate. The FL+PT restraints (compared to the standard restraints) resulted in a significant (p < or = 0.05) decrease in peak internal chest deflection for each of the Hybrid III dummies at both test speeds (48 km/h: 29% decrease for H3 6YO, 38% decrease for H3 AF05, 30% decrease for H3 AM50), and for the THOR-NT at a DeltaV of 29 km/h. At 48 km/h, the FL+PT restraint qualitatively decreased the average peak internal chest deflection of the THOR-NT, however this decrease was not statistically significant (p=0.06). Furthermore, the FL+PT system allowed little or no increase in forward head excursion, and improved whole-body kinematics for all dummies by restricting pelvic excursion and slightly increasing torso pitch. The results suggest that the FL+PT system studied here may provide injury-reducing benefit to rear seat occupants in moderate to high severity frontal crashes, although more study is needed to evaluate these restraints in other crash scenarios.

Optimizing the passenger air bag of an adaptive restraint system for multiple size occupants.

PubMed

Bai, Zhonghao; Jiang, Binhui; Zhu, Feng; Cao, Libo

2014-01-01

The development of the adaptive occupant restraint system (AORS) has led to an innovative way to optimize such systems for multiple size occupants. An AORS consists of multiple units such as adaptive air bags, seat belts, etc. During a collision, as a supplemental protective device, air bags can provide constraint force and play a role in dissipating the crash energy of the occupants' head and thorax. This article presents an investigation into an adaptive passenger air bag (PAB). The purpose of this study is to develop a base shape of a PAB for different size occupants using an optimization method. Four typical base shapes of a PAB were designed based on geometric data on the passenger side. Then 4 PAB finite element (FE) models and a validated sled with different size dummy models were developed in MADYMO (TNO, Rijswijk, The Netherlands) to conduct the optimization to obtain the best baseline PAB that would be used in the AORS. The objective functions-that is, the minimum total probability of injuries (∑Pcomb) of the 5th percentile female and 50th and 95th percentile male dummies-were adopted to evaluate the optimal configurations. The injury probability (Pcomb) for each dummy was adopted from the U.S. New Car Assessment Program (US-NCAP). The parameters of the AORS were first optimized for different types of PAB base shapes in a frontal impact. Then, contact time duration and force between the PAB and dummy head/chest were optimized by adjusting the parameters of the PAB, such as the number and position of tethers, lower the Pcomb of the 95th percentile male dummy. According to the optimization results, 4 typical PABs could provide effective protection to 5th and 50th percentile dummies. However, due to the heavy and large torsos of the 95th percentile occupants, the current occupant restraint system does not demonstrate satisfactory protective function, particularly for the thorax.

Wheelchair tiedown and occupant restraint practices in paratransit vehicles.

PubMed

Frost, Karen; Bertocci, Gina; Smalley, Craig

2018-01-01

The purpose of this study was to characterize wheelchair tiedown and occupant restraint system (WTORS) usage in paratransit vehicles based on observations of wheelchair and scooter (wheeled mobility devices, collectively, "WhMD") passenger trips. A retrospective review of on-board video monitoring recordings of WhMD trips was conducted. Four hundred seventy-five video recordings were collected for review and analysis. The use of all four tiedowns to secure the WhMD was observed more frequently for power WhMDs (82%) and manual WhMDs (80%) compared to scooters (39%), and this difference was significant (p< 0.01). Nonuse or misuse of the occupant restraint system occurred during 88% of WhMD trips, and was most frequently due to vehicle operator neglect in applying the shoulder belt. Despite the absence of incidents or injuries in this study, misuse and nonuse of WTORS potentially place WhMD seated passengers at higher risk of injury during transit. These findings support the need for improved vehicle operator training and passenger education on the proper use of WTORS and development of WTORS with improved usability and/or alternative technologies that can be automated or used independently.

Wheelchair tiedown and occupant restraint practices in paratransit vehicles

PubMed Central

Smalley, Craig

2018-01-01

The purpose of this study was to characterize wheelchair tiedown and occupant restraint system (WTORS) usage in paratransit vehicles based on observations of wheelchair and scooter (wheeled mobility devices, collectively, “WhMD”) passenger trips. A retrospective review of on-board video monitoring recordings of WhMD trips was conducted. Four hundred seventy-five video recordings were collected for review and analysis. The use of all four tiedowns to secure the WhMD was observed more frequently for power WhMDs (82%) and manual WhMDs (80%) compared to scooters (39%), and this difference was significant (p< 0.01). Nonuse or misuse of the occupant restraint system occurred during 88% of WhMD trips, and was most frequently due to vehicle operator neglect in applying the shoulder belt. Despite the absence of incidents or injuries in this study, misuse and nonuse of WTORS potentially place WhMD seated passengers at higher risk of injury during transit. These findings support the need for improved vehicle operator training and passenger education on the proper use of WTORS and development of WTORS with improved usability and/or alternative technologies that can be automated or used independently. PMID:29304035

Numerical simulation of vehicle crashworthiness and occupant protection

NASA Astrophysics Data System (ADS)

Saha, Nripen K.

1993-08-01

Numerical simulation of vehicle crashworthiness and occupant protection are addressed. The vehicle crashworthiness design objectives are to design the vehicle structure for optimum impact energy absorption, and to design the restraint system (seatbelts, airbags, bolsters, etc.) for optimum occupant protection. The following approaches are taken; a major part of the impact energy is to be absorbed by the vehicle structure; the restraint components will provide protection against the remaining crash energy; certain vehicle components are designed to deform under specific types and speeds of impact in a desired mode for sound energy management; structural components such as front side rails, rear rails, door structure and pillars undergo large amounts of deformation; and with properly designed geometry and material these components assist in mitigating the effects of impact.

Numerical simulation of vehicle crashworthiness and occupant protection

NASA Technical Reports Server (NTRS)

Saha, Nripen K.

1993-01-01

Numerical simulation of vehicle crashworthiness and occupant protection are addressed. The vehicle crashworthiness design objectives are to design the vehicle structure for optimum impact energy absorption, and to design the restraint system (seatbelts, airbags, bolsters, etc.) for optimum occupant protection. The following approaches are taken; a major part of the impact energy is to be absorbed by the vehicle structure; the restraint components will provide protection against the remaining crash energy; certain vehicle components are designed to deform under specific types and speeds of impact in a desired mode for sound energy management; structural components such as front side rails, rear rails, door structure and pillars undergo large amounts of deformation; and with properly designed geometry and material these components assist in mitigating the effects of impact.

Wheelchair securement and occupant restraint system (WTORS) practices in public transit buses.

PubMed

Frost, Karen L; Bertocci, Gina; Salipur, Zdravko

2013-01-01

The purpose of this study was to characterize wheelchair tiedown and occupant restraint system (WTORS) usage in public transit buses based on observations of wheelchair and scooter (wheeled mobility device: WhMD) passenger trips. A retrospective review of on-board video surveillance recordings of WhMD trips on fixed-route, large accessible transit vehicles (LATVs) was performed. Two hundred ninety-five video recordings were collected for review and analysis during the period June 2007-February 2009. Results showed that 73.6% of WhMDs were unsecured during transit. Complete use of all four tiedowns was observed more frequently for manual wheelchairs (14.9%) and power wheelchairs (5.5%), compared to scooters (0.0%), and this difference was significant (p=0.013). Nonuse or misuse (lap belt use only) of the occupant restraint system occurred during 47.5% of WhMD trips. The most frequently observed (52.5%) use of the lap belt consisted of bus operators routing the lap belt around the WhMD seatback in an attempt to secure the WhMD. These findings support the need for development and implementation of WTORS with improved usability and/or WTORS that can be operated independently by WhMD passengers and improved WTORS training for bus operators.

Selective traffic enforcement program for occupant restraints

DOT National Transportation Integrated Search

1987-04-01

Increased compliance with New York's occupant restraint law was the result of two different traffic enforcement and public information and education (PI&E) programs. The police in one community conducted four PI&E campaigns highlighting increased enf...

High-Mobility Multipurpose Wheeled Vehicle Rollover Accidents and Injuries to U.S. Army Soldiers by Reported Occupant Restraint Use, 1992-2013.

PubMed

Lo, Michael C; Giffin, Robert P; Pakulski, Kraig A; Davis, W Sumner; Bernstein, Stephen A; Wise, Daniel V

2017-05-01

The high-mobility multipurpose wheeled vehicle (HMMWV) is a light military tactical vehicle. During Operation Iraqi Freedom and Operation Enduring Freedom, the U.S. Army modified the HMMWV into a combat vehicle by adding vehicle armor, which made the vehicle more difficult to control and more likely to roll over. Consequently, reports of fatal rollover accidents involving up-armored HMMWVs began to accumulate during the up-armoring period (August 2003 to April 2005). Furthermore, the lack of occupant restraint use prevalent in a predominantly young, male, and enlisted military population compounded the injuries resulting from these accidents. In this retrospective case series analysis, we describe the characteristics of U.S. Army HMMWV rollover accidents, occupants, and injuries reported worldwide from fiscal year 1992 to 2013 based on reported occupant restraint use. We conducted all analyses using Microsoft Excel 2010 and SAS version 9.1. Because this analysis does not constitute human subjects research, no institutional review board review was required. First, we obtained U.S. Army HMMWV accident records from the U.S. Army Combat Readiness Center, and selected those records indicating a HMMWV rollover had occurred. Next, we successively deduplicated the records at the accident, vehicle, occupant, and injury levels for descriptive analysis of characteristics at each level. For each occupant position, we calculated relative, attributable, and population attributable risks of nonfatal and fatal injury based on reported occupant restraint use. Finally, we analyzed body part injured and nature of injury to characterize the injury patterns that HMMWV occupants in each position sustained based on restraint use. We performed a χ 2 test of homogeneity to assess differences in injury patterns between restrained and unrestrained occupants. A total of 819 U.S. Army HMMWV rollover accidents worldwide were reported from October 1991 through May 2013 involving 821 HMMWVs and 1,395 occupants (828 nonfatally injured, 151 fatally injured, and 416 noninjured). Thirty-five percent of more severe (class A and B) accidents involved the M1114 up-armored variant, whereas 32% of less severe (class C and D) accidents involved the M998 nonarmored variant. Unrestrained occupants were 20% more likely to be nonfatally injured and 5.6 times more likely to be fatally injured than were restrained occupants. Among unrestrained occupants, restraint use could have potentially saved 82% of lives lost. Among all occupants involved in a HMMWV rollover, an estimated 56% of fatalities could have been prevented by restraint use. Unrestrained drivers and vehicle commanders had greater than expected torso injuries, while restrained vehicle commanders and passengers had greater than expected upper extremity injuries. Unrestrained drivers had greater than expected fractures, whereas restrained drivers and vehicle commanders had greater than expected sprains/strains. While reporting bias may exist, nevertheless these results show that occupant restraint use confers substantial life-saving protection to HMMWV occupants in rollover accidents. Therefore, commanders, safety officers, and peers should continue to promote and enforce restraint use consistently during all Army ground operations and training involving HMMWVs. Doing so will save Soldiers' lives in rollover accidents during the remaining years of the HMMWV program. Reprint & Copyright © 2017 Association of Military Surgeons of the U.S.

Delineating the Ambulatory Care Nursing Activities in the Navy Medical Department. Phase 1. Workload Management System for Nursing Ambulatory Care Project

DTIC Science & Technology

1987-04-01

24 Nasal gastric tube insertion 23 54 ABGs 22 Physical examination 21 Spirometry 20 Occupational health assessment 20 Obtain legal blood/urine samples...restraint Apply wrist/ankle restraint : - Cough and deep breatheC :3 EXtubatton t: :2 Place infant on papoose board :: :2 Incentive spirom•eter t

Restraint use and lower extremity fractures in frontal motor vehicle collisions.

PubMed

Estrada, Lance S; Alonso, Jorge E; McGwin, Gerald; Metzger, Jesse; Rue, Loring W

2004-08-01

Seat belts and air bags have been shown to significantly reduce morbidity and mortality following MVCs. Research suggests that restraint use does not protect against lower extremity fracture; however, no population-based studies of this association exist. The purpose of this study is to compare the effectiveness of combined seat belt and airbag restraint systems with airbag alone, seat belt alone, and no restraints with respect to incidence and location of lower extremity fractures. A retrospective analysis of front seat occupants involved in police-reported, tow-away frontal MVCs was conducted using data from the 1995 through 2000 National Automotive Sampling System (NASS). Incidence and relative risk (RR) of fracture to specific bony regions were measured according to seat belt use and airbag deployment. Compared with unrestrained occupants, occupants restrained with airbag only had significantly higher risk for all types of lower extremity fractures whereas those occupants restrained with either seat belt only or seat belt and airbag had lower risk of fracture. The greatest difference was seen with tibia/fibula fractures in airbag only (RR, 2.14) but this trend continued to be significant with femur and pelvic fractures (RR, 1.13 and 1.23, respectively). While airbags may reduce the risk of death when used alone or in combination with seat belts, the results of this study demonstrate that air bags increase the risk of lower extremity fractures when used as the sole method of passenger protection. Also, they may do so differentially according to skeletal region. This data strongly support the consideration of developing accessory knee bolster airbags to prevent the "submarining" or sliding under the airbag that may be responsible for this finding.

Does knowledge of seat design and whiplash injury mechanisms translate to understanding outcomes?

PubMed

Ivancic, Paul C

2011-12-01

Review of whiplash injury mechanisms and effects of anti-whiplash systems including active head restraint (AHR) and Whiplash Protection System (WHIPS). This article provides an overview of previous biomechanical and epidemiological studies of AHR and WHIPS and investigates whether seat design and biomechanical knowledge of proposed whiplash injury mechanisms translates to understanding outcomes of rear crash occupants. In attempt to reduce whiplash injuries, some newer automobiles incorporate anti-whiplash systems such as AHR or WHIPS. During a rear crash, mechanically based systems activate by occupant momentum pressing into the seatback whereas electronically based systems activate using crash sensors and an electronic control unit linked to the head restraint. To investigate the effects of AHR and WHIPS on occupant responses including head and neck loads and motions, biomechanical studies of simulated rear crashes have been performed using human volunteers, mathematical models, crash dummies, whole cadavers, and hybrid cadaveric/surrogate models. Epidemiological studies have evaluated the effects of AHR and WHIPS on reducing whiplash injury claims and lessening subjective complaints of neck pain after rear crashes. RESULTS.: Biomechanical studies indicate that AHR and WHIPS reduced the potential for some whiplash injuries but did not completely eliminate the injury risk. Epidemiological outcomes indicate reduced whiplash injury claims or subjective complaints of crash-related neck pain between 43 and 75% due to AHR and between 21% and 49% due to WHIPS as compared to conventional seats and head restraints. Yielding energy-absorbing seats aim to reduce occupant loads and accelerations whereas AHRs aim to provide early head support to minimize head and neck motions. Continued objective biomechanical and epidemiological studies of anti-whiplash systems together with industry, governmental, and clinical initiatives will ultimately lead to reduced whiplash injuries through improved prevention strategies.

Restraint of children with additional needs in motor vehicles: knowledge and challenges of paediatric occupational therapists in Victoria, Australia.

PubMed

Baker, Anne; Galvin, Jane; Vale, Lisa; Lindner, Helen

2012-02-01

This research project aimed to understand the challenges faced by occupational therapists when making recommendations regarding the restraint of children with additional needs in motor vehicles in Victoria, Australia. A cross-sectional survey design was used to explore current practice in relation to the prescription of motor vehicle restraints in Victoria, Australia. An electronic survey was sent to occupational therapists working with children aged from birth to 18 years in early intervention services, hospitals, schools, community services or private practice.   Challenges faced by occupational therapists related to a lack of knowledge of relevant standards and legal requirements, issues seating children with behavioural difficulties, families' inability to purchase recommended equipment and constraints as a result of funding issues. Further work is required to develop appropriate resources which support occupational therapists to make car seating recommendations for children with additional needs which comply with Australian legal requirements and standards. © 2011 The Authors. Australian Occupational Therapy Journal © 2011 Occupational Therapy Australia.

14 CFR 25.562 - Emergency landing dynamic conditions.

Code of Federal Regulations, 2014 CFR

2014-01-01

...— (1) Proper use is made of seats, safety belts, and shoulder harnesses provided for in the design; and... likelihood of the upper torso restraint system (where installed) moving off the occupant's shoulder, and with... shoulder during the impact. (4) The lap safety belt must remain on the occupant's pelvis during the impact...

14 CFR 25.562 - Emergency landing dynamic conditions.

Code of Federal Regulations, 2013 CFR

2013-01-01

...— (1) Proper use is made of seats, safety belts, and shoulder harnesses provided for in the design; and... likelihood of the upper torso restraint system (where installed) moving off the occupant's shoulder, and with... shoulder during the impact. (4) The lap safety belt must remain on the occupant's pelvis during the impact...

14 CFR 25.562 - Emergency landing dynamic conditions.

Code of Federal Regulations, 2012 CFR

2012-01-01

...— (1) Proper use is made of seats, safety belts, and shoulder harnesses provided for in the design; and... likelihood of the upper torso restraint system (where installed) moving off the occupant's shoulder, and with... shoulder during the impact. (4) The lap safety belt must remain on the occupant's pelvis during the impact...

14 CFR 25.562 - Emergency landing dynamic conditions.

Code of Federal Regulations, 2011 CFR

2011-01-01

...— (1) Proper use is made of seats, safety belts, and shoulder harnesses provided for in the design; and... likelihood of the upper torso restraint system (where installed) moving off the occupant's shoulder, and with... shoulder during the impact. (4) The lap safety belt must remain on the occupant's pelvis during the impact...

Advanced Air Bag Technology Assessment

NASA Technical Reports Server (NTRS)

Phen, R. L.; Dowdy, M. W.; Ebbeler, D. H.; Kim. E.-H.; Moore, N. R.; VanZandt, T. R.

1998-01-01

As a result of the concern for the growing number of air-bag-induced injuries and fatalities, the administrators of the National Highway Traffic Safety Administration (NHTSA) and the National Aeronautics and Space Administration (NASA) agreed to a cooperative effort that "leverages NHTSA's expertise in motor vehicle safety restraint systems and biomechanics with NASAs position as one of the leaders in advanced technology development... to enable the state of air bag safety technology to advance at a faster pace..." They signed a NASA/NHTSA memorandum of understanding for NASA to "evaluate air bag to assess advanced air bag performance, establish the technological potential for improved technology (smart) air bag systems, and identify key expertise and technology within the agency (i.e., NASA) that can potentially contribute significantly to the improved effectiveness of air bags." NASA is committed to contributing to NHTSAs effort to: (1) understand and define critical parameters affecting air bag performance; (2) systematically assess air bag technology state of the art and its future potential; and (3) identify new concepts for air bag systems. The Jet Propulsion Laboratory (JPL) was selected by NASA to respond to the memorandum of understanding by conducting an advanced air bag technology assessment. JPL analyzed the nature of the need for occupant restraint, how air bags operate alone and with safety belts to provide restraint, and the potential hazards introduced by the technology. This analysis yielded a set of critical parameters for restraint systems. The researchers examined data on the performance of current air bag technology, and searched for and assessed how new technologies could reduce the hazards introduced by air bags while providing the restraint protection that is their primary purpose. The critical parameters which were derived are: (1) the crash severity; (2) the use of seat belts; (3) the physical characteristics of the occupants; (4) the proximity of the occupants to the airbag module; (5) the deployment time, which includes the time to sense the need for deployment, the inflator response parameters, the air bag response, and the reliability of the air bag. The requirements for an advanced air bag technology is discussed. These requirements includes that the system use information related to: (1) the crash severity; (2) the status of belt usage; (3) the occupant category; and (4) the proximity to the air bag to adjust air bag deployment. The parameters for the response of the air bag are: (1) deployment time; (2) inflator parameters; and (3) air bag response and reliability. The state of occupant protection advanced technology is reviewed. This review includes: the current safety restraint systems, and advanced technology characteristics. These characteristics are summarized in a table, which has information regarding the technology item, the potential, and an date of expected utilization. The use of technology and expertise at NASA centers is discussed. NASA expertise relating to sensors, computing, simulation, propellants, propulsion, inflatable systems, systems analysis and engineering is considered most useful. Specific NASA technology developments, which were included in the study are: (1) a capacitive detector; (2) stereoscopic vision system; (3) improved crash sensors; (4) the use of the acoustic signature of the crash to determine crash severity; and (5) the use of radar antenna for pre-crash sensing. Information relating to injury risk assessment is included, as is a summary of the areas of the technology which requires further development.

Evaluation of New York state's mandatory occupant restraint law. Volume 2, Attitudinal surveys of licensed drivers in New York state

DOT National Transportation Integrated Search

1985-12-01

This is the final report on the results of three attitudinal surveys of licensed drivers in New York state conducted as part of the evaluation of New York's Mandatory Occupant Restraint law. The objective of the attitudinal surveys was to provide inf...

Evaluation of New York state's mandatory occupant restraint law. Volume 4, Enforcement and adjudication of violations of the law

DOT National Transportation Integrated Search

1987-01-01

This is the final report on analyses of the available 1985 enforcement and adjudication data relating to New York State's Mandatory Occupant Restraint Law. In the first year of the law there were over 30,000 violations that resulted in conviction. Th...

Feasibility planning study for a behavior database. Volume III Appendix B, Compendium of survey questions on drinking and driving and occupant restraints

DOT National Transportation Integrated Search

1987-04-01

The general objective of the project was to determine the feasibility of and the general requirements for a centralized database on driver behavior and attitudes related to drunk driving and occupant restraints. Volume III is a compendium of question...

Feasibility planning study for a behavior database. Volume 2 Appendix A, Summary information on the drinking and driving and occupant restraint surveys

DOT National Transportation Integrated Search

1987-04-24

The general objective of the project was to determine the feasibility of and the general requirements for a centralized database on driver behavior and attitudes related to drunk driving and occupant restraints. Volume I assesses the extent of pertin...

23 CFR 1215.3 - Definitions.

Code of Federal Regulations, 2012 CFR

2012-04-01

... consisting of a lap belt or a lap belt and a detachable shoulder belt; and with respect to other passenger vehicles, an occupant restraint system consisting of integrated lap shoulder belts. Secretary means the...

23 CFR 1215.3 - Definitions.

Code of Federal Regulations, 2011 CFR

2011-04-01

... consisting of a lap belt or a lap belt and a detachable shoulder belt; and with respect to other passenger vehicles, an occupant restraint system consisting of integrated lap shoulder belts. Secretary means the...

23 CFR 1215.3 - Definitions.

Code of Federal Regulations, 2013 CFR

2013-04-01

... consisting of a lap belt or a lap belt and a detachable shoulder belt; and with respect to other passenger vehicles, an occupant restraint system consisting of integrated lap shoulder belts. Secretary means the...

23 CFR 1215.3 - Definitions.

Code of Federal Regulations, 2014 CFR

2014-04-01

... consisting of a lap belt or a lap belt and a detachable shoulder belt; and with respect to other passenger vehicles, an occupant restraint system consisting of integrated lap shoulder belts. Secretary means the...

23 CFR 1215.3 - Definitions.

Code of Federal Regulations, 2010 CFR

2010-04-01

... consisting of a lap belt or a lap belt and a detachable shoulder belt; and with respect to other passenger vehicles, an occupant restraint system consisting of integrated lap shoulder belts. Secretary means the...

A prospective study of children aged <16 years in motor vehicle collisions in Norway: severe injuries are observed predominantly in older children and are associated with restraint misuse.

PubMed

Skjerven-Martinsen, Marianne; Naess, Paal Aksel; Hansen, Trond Boye; Gaarder, Christine; Lereim, Inggard; Stray-Pedersen, Arne

2014-12-01

The implementation of the compulsory wearing of seat belts (SBs) for children and improvements in child restraint systems have reduced the number of deaths and severe injuries among children involved in motor vehicle (MV) collisions (MVCs). Establishing the characteristics predictive of such injuries may provide the basis for targeted safety campaigns and lead to a further reduction in mortality and morbidity among children involved in MVCs. This study performed a multidisciplinary investigation among child occupants involved in MVCs to elucidate injury mechanisms, evaluate the safety measures used and determine the characteristics that are predictive of injury. A prospective study was conducted of all child occupants aged <16 years involved in severe MVCs in south-eastern Norway during 2009-2013. The exterior and interior of the MVs were investigated and the injured children were medically examined. Supplementary information was obtained from witnesses, the crash victims, police reports, medical records and reconstructions. Each case was reviewed by a multidisciplinary team to assess the mechanism of injury. In total, 158 child occupants involved in 100 MVCs were investigated, of which 27 (17%) exhibited Abbreviated Injury Scale (AIS) scores of 2+ injuries and 15 (9%) exhibited AIS 3+ injuries. None of the children died. Of those with AIS 2+ injuries (n=27), 89% (n=24) were involved in frontal impact collisions and 11% (3/27) were involved in side impacts. Multivariate analysis revealed that restraint misuse, age, the prevailing lighting conditions and ΔV were all independently correlated with AIS 2+ injuries. Safety errors were found in 74% (20/27) of those with AIS 2+ injuries and 93% (14/15) of those with AIS 3+ injuries. The most common safety error was misuse of restraints, and in particular loose and/or improperly positioned SBs. The risk of injury among child occupants is significantly higher when the child occupants are exposed to safety errors within the interior of the vehicle. Future campaigns should focus on the prevention of restraint misuse and unsecured objects in the passenger compartment or boot. Copyright © 2014. Published by Elsevier Ltd.

Characterization of pediatric wheelchair kinematics and wheelchair tiedown and occupant restraint system loading during rear impact.

PubMed

Fuhrman, Susan I; Karg, Patricia; Bertocci, Gina

2010-04-01

This study characterizes pediatric wheelchair kinematic responses and wheelchair tiedown and occupant restraint system (WTORS) loading during rear impact. It also examines the kinematic and loading effects of wheelchair headrest inclusion in rear impact. In two separate rear-impact test scenarios, identical WC19-compliant manual pediatric wheelchairs were tested using a seated Hybrid III 6-year-old anthropomorphic test device (ATD) to evaluate wheelchair kinematics and WTORS loading. Three wheelchairs included no headrests, and three were equipped with slightly modified wheelchair-mounted headrests. Surrogate WTORS properly secured the wheelchairs; three-point occupant restraints properly restrained the ATD. All tests used a 26km/h, 11g rear-impact test pulse. Headrest presence affected wheelchair kinematics and WTORS loading; headrest-equipped wheelchairs had greater mean seatback deflections, mean peak front and rear tiedown loads and decreased mean lap belt loads. Rear-impact tiedown loads differed from previously measured loads in frontal impact, with comparable tiedown load levels reversed in frontal and rear impacts. The front tiedowns in rear impact had the highest mean peak loads despite lower rear-impact severity. These outcomes have implications for wheelchair and tiedown design, highlighting the need for all four tiedowns to have an equally robust design, and have implications in the development of rear-impact wheelchair transportation safety standards. Copyright 2009 IPEM. Published by Elsevier Ltd. All rights reserved.

Locomotive cab occupant protection

DOT National Transportation Integrated Search

2003-11-15

The effectiveness of fitting a locomotive cab with a passive inflatable restraint system utilizing inflatable structures, and interior padding to protect the operator has been evaluated for the in-line collision scenario. It is a challenge to design ...

The effects of airbags and seatbelts on occupant injury in longitudinal barrier crashes.

PubMed

Gabauer, Douglas J; Gabler, Hampton C

2010-02-01

Longitudinal barriers, such as guardrails, are designed to prevent a vehicle that leaves the roadway from impacting a more dangerous object while minimizing the risk of injury to the vehicle occupants. Current full-scale test procedures for these devices do not consider the effect of occupant restraints such as seatbelts and airbags. The purpose of this study was to determine the extent to which restraints are used or deployed in longitudinal barrier collisions and their subsequent effect on occupant injury. Binary logistic regression models were generated to predict occupant injury risk using data from the National Automotive Sampling System / Crashworthiness Data System from 1997 through 2007. In tow-away longitudinal barrier crashes, airbag deployment rates were 70% for airbag-equipped vehicles. Compared with unbelted occupants without an airbag available, seat belt restrained occupants with an airbag available had a dramatically decreased risk of receiving a serious (MAIS 3+) injury (odds-ratio (OR)=0.03; 95% CI: 0.004-0.24). A similar decrease was observed among those restrained by seat belts, but without an airbag available (OR=0.03; 95% CI: 0.001- 0.79). No significant differences in risk of serious injuries were observed between unbelted occupants with an airbag available compared with unbelted occupants without an airbag available (OR=0.53; 95% CI=0.10-2.68). This study refutes the perception in the roadside safety community that airbags rarely deploy in frontal barrier crashes, and suggests that current longitudinal barrier occupant risk criteria may over-estimate injury potential for restrained occupants involved in a longitudinal barrier crash. Copyright 2010 Elsevier Ltd. All rights reserved.

Assessment of a head support system to prevent pediatric out-of-position: an observational study.

PubMed

Lopez-Valdes, Francisco J; Forman, Jason L; Ash, Joseph H; Kent, Richard; Alba, Juan J; Segui-Gomez, Maria

Head injuries are the most common severe injuries sustained by pediatric occupants in road traffic crashes. Preventing children from adopting positions that can result in an increased injury risk due to unfavorable interactions with the restraints is fundamental. The objective of this paper was to assess the effect of a head support system (SS) on the lateral position of the head, the vertical position of the sternum and the shoulder belt fit. Thirty pediatric rear-seat passengers were exposed to two 75-minute trials. Volunteers were restrained by a three-point belt and, if needed, used the appropriate child restraint system for their anthropometry (high-back booster, low-back booster, no booster). A case crossover study was designed in which the volunteers used the head support system (SS) during one of the trials, acting as their own controls (No SS) in the other. Compared to the control group, the head support reduced significantly the 90(th) percentile value of the absolute value of the relative lateral motion of the head, regardless of the restraint used. The system also reduced the maximum downward position of the sternal notch within the low-back booster group. As for the belt fit, the use of the head support improved significantly the position of the shoulder belt on the occupant in the low-back booster and in the no booster groups.

Assessment of a head support system to prevent pediatric out-of-position: an observational study

PubMed Central

Lopez-Valdes, Francisco J.; Forman, Jason L.; Ash, Joseph H.; Kent, Richard; Alba, Juan J.; Segui-Gomez, Maria

2013-01-01

Head injuries are the most common severe injuries sustained by pediatric occupants in road traffic crashes. Preventing children from adopting positions that can result in an increased injury risk due to unfavorable interactions with the restraints is fundamental. The objective of this paper was to assess the effect of a head support system (SS) on the lateral position of the head, the vertical position of the sternum and the shoulder belt fit. Thirty pediatric rear-seat passengers were exposed to two 75-minute trials. Volunteers were restrained by a three-point belt and, if needed, used the appropriate child restraint system for their anthropometry (high-back booster, low-back booster, no booster). A case crossover study was designed in which the volunteers used the head support system (SS) during one of the trials, acting as their own controls (No SS) in the other. Compared to the control group, the head support reduced significantly the 90th percentile value of the absolute value of the relative lateral motion of the head, regardless of the restraint used. The system also reduced the maximum downward position of the sternal notch within the low-back booster group. As for the belt fit, the use of the head support improved significantly the position of the shoulder belt on the occupant in the low-back booster and in the no booster groups. PMID:24406966

Comparison of Thoracic Injury Risk in Frontal Car Crashes for Occupant Restrained without Belt Load Limiters and Those Restrained with 6 kN and 4 kN Belt Load Limiters.

PubMed

Foret-Bruno, J Y; Trosseille, X; Page, Y; Huère, J F; Le Coz, J Y; Bendjellal, F; Diboine, A; Phalempin, T; Villeforceix, D; Baudrit, P; Guillemot, H; Coltat, J C

2001-11-01

In France, as in other countries, accident research studies show that a large proportion of restrained occupants who sustain severe or fatal injuries are involved in frontal impacts (65% and 50%, respectively). In severe frontal impacts with restrained occupants and where intrusion is not preponderant, the oldest occupants very often sustain severe thoracic injuries due to the conventional seat belt. As we have been observing over the last years, we will expect in the coming years developments which include more solidly-built cars, as offset crash test procedures are widely used to evaluate the passive safety of production vehicles. The reduction of intrusion for the most severe frontal impacts, through optimization of car deformation, usually translates into an increase in restraint forces and hence thoracic injury risk with a conventional retractor seat belt for a given impact severity. It is, therefore essential to limit the restraint forces exerted by the seat belt on the thorax in order to reduce the number of road casualties. In order to address thoracic injury risk in frontal impact, Renault cars have been equipped with the Programmed Restraint System (PRS) since 1995. The PRS is a restraint system that combines belt load limitation and pyrotechnic belt pretension. In an initial design of the Programmed Restraint System (PRS1), the belt load limiter was a steel component designed to shear at a given shoulder force, namely 6 kN. It was mounted between the retractor and the lower anchorage point of the belt. The design of the PRS was modified in 1998 (PRS2), but the principle of load limitation was maintained. The threshold was decreased to 4 kN and this lower belt belt-force limiter has been combined with a specially designed airbag. This paper reports on 347 real-world frontal accidents where the EES (Equivalent Energy Speed) ranged from 35 to 75 km/h. One hundred and ninety-eight (198) of these accidents involved cars equipped with the 6 kN load limiter, and 149 involved cars equipped with the 4 kN load limiter. Based on this accident data, the study compares the thoracic injury risk for two occupant populations: belted occupants involved in accidents in which the vehicle was not equipped with a load limiter (378 cases with pyrotechnic pretensioners), and belted occupants involved in accidents in which the vehicles were equipped with 4 or 6 kN load limiters and pyrotechnic pretensioners (347 cases). One observes that a 4 kN load limitation results in a very important reduction of thoracic injury risk for all AIS levels, compared to others samples. 50 to 60% reduction for AIS 2+ was observed, as well as 75 to 85% for AIS 3+. The complete absence of AIS 4+ with a 4 kN load limiter must be stressed, though it remains more than 8% for the other samples (no limiter and 6 kN limiter).

Comparing the effects of age, BMI and gender on severe injury (AIS 3+) in motor-vehicle crashes.

PubMed

Carter, Patrick M; Flannagan, Carol A C; Reed, Matthew P; Cunningham, Rebecca M; Rupp, Jonathan D

2014-11-01

The effects of age, body mass index (BMI) and gender on motor vehicle crash (MVC) injuries are not well understood and current prevention efforts do not effectively address variability in occupant characteristics. (1) Characterize the effects of age, BMI and gender on serious-to-fatal MVC injury. (2) Identify the crash modes and body regions where the effects of occupant characteristics on the numbers of occupants with injury is largest, and thereby aid in prioritizing the need for human surrogates that represent different types of occupant characteristics and adaptive restraint systems that consider these characteristics. Multivariate logistic regression was used to model the effects of occupant characteristics (age, BMI, gender), vehicle and crash characteristics on serious-to-fatal injuries (AIS 3+) by body region and crash mode using the 2000-2010 National Automotive Sampling System (NASS-CDS) dataset. Logistic regression models were applied to weighted crash data to estimate the change in the number of annual injured occupants with AIS 3+ injury that would occur if occupant characteristics were limited to their 5th percentiles (age≤17 years old, BMI≤19kg/m(2)) or male gender. Limiting age was associated with a decrease in the total number of occupants with head [8396, 95% CI 6871-9070] and thorax injuries [17,961, 95% CI 15,960-18,859] across all crash modes, decreased occupants with spine [3843, 95% CI 3065-4242] and upper extremity [3578, 95% CI 1402-4439] injuries in frontal and rollover crashes and decreased abdominal [1368, 95% CI 1062-1417] and lower extremity [4584, 95% CI 4012-4995] injuries in frontal impacts. The age effect was modulated by gender with older females more likely to have thorax and upper extremity injuries than older males. Limiting BMI was associated with 2069 [95% CI 1107-2775] fewer thorax injuries in nearside crashes, and 5304 [95% CI 4279-5688] fewer lower extremity injuries in frontal crashes. Setting gender to male resulted in fewer occupants with head injuries in farside crashes [1999, 95% CI 844-2685] and fewer thorax [5618, 95% CI 4212-6272], upper [3804, 95% CI 1781-4803] and lower extremity [2791, 95% CI 2216-3256] injuries in frontal crashes. Results indicate that age provides the greater relative contribution to injury when compared to gender and BMI, especially for thorax and head injuries. Restraint systems that account for the differential injury risks associated with age, BMI and gender could have a meaningful effect on injury in motor-vehicle crashes. Computational models of humans that represent older, high BMI, and female occupants are needed for use in simulations of particular types of crashes to develop these restraint systems. Copyright © 2014 Elsevier Ltd. All rights reserved.

Validation of a Simulation Process for Assessing the Response of a Vehicle and Its Occupants to an Explosive Threat

DTIC Science & Technology

2010-01-01

gross vehicle response; and the effects of blast mitigation material, restraint system, and seat design to the loads developed on the members of an...occupant. A Blast Event Simulation sysTem (BEST) has been developed for facilitating the easy use of the LS- DYNA solvers for conducting a...et al, 1999] for modeling blast events. In this paper the Eulerian solver of LS- DYNA is employed for simulating the soil – explosive – air

Preliminary evaluation of advanced air bag field performance using event data recorders

DOT National Transportation Integrated Search

2008-08-31

This report describes a preliminary evaluation of the field performance of occupant restraint systems designed with advanced air bag features including those specified in the Federal Motor Vehicle Safety Standard No. 208 for advanced air bags, throug...

Occupant Kinematics in Simulated Autonomous Driving Vehicle Collisions: Influence of Seating Position, Direction and Angle.

PubMed

Kitagawa, Yuichi; Hayashi, Shigeki; Yamada, Katsunori; Gotoh, Mitsuaki

2017-11-01

This two-part study analyzed occupant kinematics in simulated collisions of future automated driving vehicles in terms of seating configuration. In part one, a frontal collision was simulated with four occupants with the front seats reversed. The left front seat occupant was unbelted while the others were belted. In part two of the study, occupant restraint was examined in various seating configurations using a single seat model with a three-point seatbelt. The seat direction with respect to impact was considered as forward, rearward, and lateral facing in 45 degree increments. The effect of seat recline was also studied in the forward-facing and rear-facing cases by assuming three positions: driving position, resting position and relaxed position. Occupants were represented by human body finite element models. The results of part one showed that the front seat (rear-facing) occupants were restrained by the seatback, resulting in T1 forward displacement less than 100 mm; the rear seat occupants were restrained by the seatbelt resulting larger T1 forward displacement more than 500 mm. The results of the part two showed the directional dependence of occupant restraint. Greater T1 displacements were observed when the occupant faced lateral or front oblique. However, the seatbelt provided some restraint in all directions considered. The seatback generated contact force to the occupant when it was in the impact direction, including the lateral directions. The relaxed position allowed increased excursion compared to the driving position when the occupant faced rearward, but the magnitude of this increase was lower with lower impact speed.

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...

Emerging Technologies in Aircraft Crashworthiness

DTIC Science & Technology

1999-05-01

is both lightweight and accommodates the expanding occupant range. Solutions such as EA’s with variable-thickness wire-benders, multiple-stage wire ... bending mechanisms, and energy-absorbing foams have been developed. Another focus will be on restraint-system integration that is designed for a

Occupant Motion Sensors

DOT National Transportation Integrated Search

1971-03-01

An analysis was made of methods for measuring vehicle occupant motion during crash or impact conditions. The purpose of the measurements is to evaluate restraint performance using human, anthropometric dummy, or animal occupants. A detailed Fourier f...

78 FR 10686 - Notice of Receipt of Petition for Decision That Nonconforming Long-Wheel Base 2005 Mercedes-Benz...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-02-14

...; 124 Accelerator Control Systems; 201 Occupant Protection in Interior Impact; 202 Head Restraints; 204... systems. Standard No. 108 Lamps, Reflective Devices and Associated Equipment: Installation of U.S.- model headlamps and front and rear side marker lamps. Standard No. 111 Rearview Mirrors: Replacement of the...

Comparing the Effects of Age, BMI and Gender on Severe Injury (AIS 3+) in Motor-Vehicle Crashes

PubMed Central

Carter, Patrick M.; Flannagan, Carol A.C.; Reed, Matthew P.; Cunningham, Rebecca M.; Rupp, Jonathan D.

2016-01-01

Background The effects of age, body mass index (BMI) and gender on motor vehicle crash (MVC) injuries are not well understood and current prevention efforts do not effectively address variability in occupant characteristics. Objectives 1) Characterize the effects of age, BMI and gender on serious-to-fatal MVC injury 2) Identify the crash modes and body regions where the effects of occupant characteristics onthe numbers of occupants with injuryis largest, and thereby aid in prioritizing the need forhuman surrogates that the represent different types of occupant characteristics and adaptive restraint systems that consider these characteristics. Methods Multivariate logistic regression was used to model the effects of occupant characteristics (age, BMI, gender), vehicle and crash characteristics on serious-to-fatal injuries (AIS 3+) by body region and crash mode using the 2000-2010 National Automotive Sampling System (NASS-CDS) dataset. Logistic regression models were applied to weighted crash data to estimate the change in the number of annual injured occupants with AIS 3+ injury that would occur if occupant characteristics were limited to their 5th percentiles (age ≤ 17 years old, BMI ≤ 19 kg/m2) or male gender. Results Limiting age was associated with a decrease inthe total number of occupants with head [8,396, 95% CI 6,871-9,070] and thorax injuries [17,961, 95% CI 15,960 – 18,859] across all crash modes, decreased occupants with spine [3,843, 95% CI 3,065 – 4,242] and upper extremity [3,578, 95% CI 1,402 – 4,439] injuries in frontal and rollover crashes and decreased abdominal [1,368, 95% CI 1,062 – 1,417] and lower extremity [4,584, 95% CI 4,012 – 4,995] injuries in frontal impacts. The age effect was modulated by gender with older females morelikely to have thorax and upper extremity injuries than older males. Limiting BMI was associated with 2,069 [95% CI 1,107 – 2,775] fewer thorax injuries in nearside crashes, and 5,304 [95% CI 4,279 – 5,688] fewer lower extremity injuries in frontal crashes. Setting gender to male resulted in fewer occupants with head injuries in farside crashes [1,999, 95% CI 844 – 2,685] and fewer thorax [5,618, 95% CI 4,212 – 6,272], upper [3,804, 95% CI 1,781 – 4,803] and lower extremity [2,791, 95% CI 2,216 – 3,256] injuries in frontal crashes. Results indicate that age provides the greater relative contribution to injury when compared to gender and BMI, especially for thorax and head injuries. Conclusions Restraint systems that account for the differential injury risks associated with age, BMI and gender could have a meaningful effect on injury in motor-vehicle crashes. Computational models of humans that represent older, high BMI, and female occupants are needed for use in simulations of particular types of crashes to develop these restraint systems. PMID:25061920

Motor vehicle crash-related injury causation scenarios for spinal injuries in restrained children and adolescents.

PubMed

Zonfrillo, Mark R; Locey, Caitlin M; Scarfone, Steven R; Arbogast, Kristy B

2014-01-01

Motor vehicle crash (MVC)-related spinal injuries result in significant morbidity and mortality in children. The objective was to identify MVC-related injury causation scenarios for spinal injuries in restrained children. This was a case series of occupants in MVCs from the Crash Injury Research and Engineering Network (CIREN) data set. Occupants aged 0-17 years old with at least one Abbreviated Injury Scale (AIS) 2+ severity spinal injury in vehicles model year 1990+ that did not experience a rollover were included. Unrestrained occupants, those not using the shoulder portion of the belt restraint, and those with child restraint gross misuse were excluded. Occupants with preexisting comorbidities contributing to spinal injury and occupants with limited injury information were also excluded. A multidisciplinary team retrospectively reviewed each case to determine injury causation scenarios (ICSs). Crash conditions, occupant and restraint characteristics, and injuries were qualitatively summarized. Fifty-nine cases met the study inclusion criteria and 17 were excluded. The 42 occupants included sustained 97 distinct AIS 2+ spinal injuries (27 cervical, 22 thoracic, and 48 lumbar; 80 AIS-2, 15 AIS-3, 1 AIS-5, and 1 AIS-6), with fracture as the most common injury type (80%). Spinal-injured occupants were most frequently in passenger cars (64%), and crash direction was most often frontal (62%). Mean delta-V was 51.3 km/h±19.4 km/h. The average occupant age was 12.4±5.3 years old, and 48% were 16- to 17-year-olds. Thirty-six percent were right front passengers and 26% were drivers. Most occupants were lap and shoulder belt restrained (88%). Non-spinal AIS 2+ injuries included those of the lower extremity and pelvis (n=56), head (n=43), abdomen (n=39), and thorax (n=36). Spinal injury causation was typically due to flexion or lateral bending over the lap and or shoulder belt or child restraint harness, compression by occupant's own seat back, or axial loading through the seat pan. Nearly all injuries in children<12 years occurred by flexion over a restraint, whereas teenage passengers had flexion, direct contact, and other ICS mechanisms. All of the occupants with frontal flexion mechanism had injuries to the lumbar spine, and most (78%) had associated hollow or solid organ abdominal injuries. Restrained children in nonrollover MVCs with spinal injuries in the CIREN database are most frequently in high-speed frontal crashes, of teenage age, and have vertebral fractures. There are age-specific mechanism patterns that should be further explored. Because even moderate spinal trauma can result in measurable morbidity, future efforts should focus on mitigating these injuries.

Assessing the effectiveness of Montana's vehicle occupant protection program.

DOT National Transportation Integrated Search

2015-02-01

The purpose of this project was to quantitatively evaluate the relationships between MDT's occupant protection program : activities and seat restraint usage throughout Montana, in an effort to clarify how MDT's occupant protection programs may : affe...

Fatal Pediatric Motor Vehicle Crashes on U.S. Native American Indian Lands Compared to Adjacent Non-Indian Lands: Restraint Use and Injury by Driver, Vehicle, Roadway and Crash Characteristics.

PubMed

Oh, Shin Ah; Liu, Chang; Pressley, Joyce C

2017-10-25

There are large disparities in American Indian pediatric motor vehicle (MV) mortality with reports that several factors may contribute. The Fatality Analysis Reporting System for 2000-2014 was used to examine restraint use for occupants aged 0-19 years involved in fatal MV crashes on Indian lands ( n = 1667) and non-Indian lands in adjacent states ( n = 126,080). SAS GLIMMIX logistic regression with random effects was used to generate odds ratios (OR) with 95% confidence intervals (CI). Restraint use increased in both areas over the study period with restraint use on Indian lands being just over half that of non-Indian lands for drivers (36.8% vs. 67.8%, p < 0.0001) and for pediatric passengers (33.1% vs. 59.3%, p < 0.0001). Driver restraint was the strongest predictor of passenger restraint on both Indian and non-Indian lands exerting a stronger effect in ages 13-19 than in 0-12 year olds. Valid licensed driver was a significant predictor of restraint use in ages 0-12 years. Passengers in non-cars (SUVs, vans and pickup trucks) were less likely to be restrained. Restraint use improved over the study period in both areas, but disparities failed to narrow as restraint use remains lower and driver, vehicle and crash risk factors higher for MV mortality on Indian lands.

Fatal Pediatric Motor Vehicle Crashes on U.S. Native American Indian Lands Compared to Adjacent Non-Indian Lands: Restraint Use and Injury by Driver, Vehicle, Roadway and Crash Characteristics

PubMed Central

Oh, Shin Ah; Liu, Chang

2017-01-01

There are large disparities in American Indian pediatric motor vehicle (MV) mortality with reports that several factors may contribute. The Fatality Analysis Reporting System for 2000–2014 was used to examine restraint use for occupants aged 0–19 years involved in fatal MV crashes on Indian lands (n = 1667) and non-Indian lands in adjacent states (n = 126,080). SAS GLIMMIX logistic regression with random effects was used to generate odds ratios (OR) with 95% confidence intervals (CI). Restraint use increased in both areas over the study period with restraint use on Indian lands being just over half that of non-Indian lands for drivers (36.8% vs. 67.8%, p < 0.0001) and for pediatric passengers (33.1% vs. 59.3%, p < 0.0001). Driver restraint was the strongest predictor of passenger restraint on both Indian and non-Indian lands exerting a stronger effect in ages 13–19 than in 0–12 year olds. Valid licensed driver was a significant predictor of restraint use in ages 0–12 years. Passengers in non-cars (SUVs, vans and pickup trucks) were less likely to be restrained. Restraint use improved over the study period in both areas, but disparities failed to narrow as restraint use remains lower and driver, vehicle and crash risk factors higher for MV mortality on Indian lands. PMID:29068393

Evaluation of the First Transport Rotorcraft Airframe Crash Testbed (TRACT 1) Full-Scale Crash Test

NASA Technical Reports Server (NTRS)

Annett, Martin S.; Littell, Justin D.; Jackson, Karen E.; Bark, Lindley W.; DeWeese, Rick L.; McEntire, B. Joseph

2014-01-01

In 2012, the NASA Rotary Wing Crashworthiness Program initiated the Transport Rotorcraft Airframe Crash Testbed (TRACT) research program by obtaining two CH-46E helicopters from the Navy CH-46E Program Office (PMA-226) at the Navy Flight Readiness Center in Cherry Point, North Carolina. Full-scale crash tests were planned to assess dynamic responses of transport-category rotorcraft under combined horizontal and vertical impact loading. The first crash test (TRACT 1) was performed at NASA Langley Research Center's Landing and Impact Research Facility (LandIR), which enables the study of critical interactions between the airframe, seat, and occupant during a controlled crash environment. The CH-46E fuselage is categorized as a medium-lift rotorcraft with fuselage dimensions comparable to a regional jet or business jet. The first TRACT test (TRACT 1) was conducted in August 2013. The primary objectives for TRACT 1 were to: (1) assess improvements to occupant loads and displacement with the use of crashworthy features such as pre-tensioning active restraints and energy absorbing seats, (2) develop novel techniques for photogrammetric data acquisition to measure occupant and airframe kinematics, and (3) provide baseline data for future comparison with a retrofitted airframe configuration. Crash test conditions for TRACT 1 were 33-ft/s forward and 25-ft/s vertical combined velocity onto soft soil, which represent a severe, but potentially survivable impact scenario. The extraordinary value of the TRACT 1 test was reflected by the breadth of meaningful experiments. A total of 8 unique experiments were conducted to evaluate ATD responses, seat and restraint performance, cargo restraint effectiveness, patient litter behavior, and photogrammetric techniques. A combination of Hybrid II, Hybrid III, and ES-2 Anthropomorphic Test Devices (ATDs) were placed in forward and side facing seats and occupant results were compared against injury criteria. Loads from ATDs in energy absorbing seats and restraints were within injury limits. Severe injury was likely for ATDs in forward facing passenger seats, legacy troop bench seats, and a three-tiered patient litter. In addition, two standing ATDs were used to evaluate the benefit of Mobile Aircrew Restraint Systems (MARS) versus a standard gunner's belt. The ATD with the MARS survived the impact, while fatal head blunt trauma occurred for the standing ATD held by the legacy gunner's belt. In addition to occupant loading, the structural response of the airframe was assessed based on accelerometers located throughout the airframe and using three-dimensional photogrammetric techniques. Analysis of the photogrammetric data indicated regions of maximum deflection and permanent deformation.

77 FR 29247 - Federal Motor Vehicle Safety Standards; Occupant Crash Protection

Federal Register 2010, 2011, 2012, 2013, 2014

2012-05-17

...). ACTION: Final rule; technical amendments. SUMMARY: This final rule makes technical amendments to Federal... advanced air bag requirements. As written now, the general warning label requirements contain an explicit... equipment requirements for restraint systems. This document makes technical amendments to several of the...

Occupant restraint legislation handbook : a guide for proponents

DOT National Transportation Integrated Search

1979-02-01

The document is intended to serve as a working guide to individuals and organizations involved in efforts to gain legislative approval of general safety belt usage laws or child restraint laws. The information contained in this handbook falls into tw...

Lost working days, productivity, and restraint use among occupants of motor vehicles that crashed in the United States.

PubMed

Ebel, B E; Mack, C; Diehr, P; Rivara, F P

2004-10-01

In 2001, 6.3 million passengers were involved in motor vehicle crashes. This study aimed to determine the number of work days lost as a result of motor vehicle crashes and factors that influenced people's return to work. This was a retrospective, population based cohort study of occupants in motor vehicles involved in crashes from the 1993-2001 Crashworthiness Data System produced by the National Highway Traffic Safety Administration. The sample population of people aged 18-65 years included two groups: occupants who survived and were working before the crash and occupants who were injured fatally and were estimated to have been working before the crash. Multivariate linear regression was used to analyze the impact of restraint use and injury type on return to work. Overall, 30.1% of occupants of vehicles that crashed missed one or more days of work. A crash resulted in a mean 28.0 (95% confidence interval 15.8 to 40.1) days lost from work, including losses associated with fatalities. The 2.1 million working occupants of vehicles that crashed in 2001 lost a total of 60 million days of work, resulting in annual productivity losses of over $7.5 billion (2964 to 12 075). Unrestrained vehicle occupants accounted for $5.6 billion in lost productivity. Motor vehicle crashes result in large and potentially preventable productive losses that are mostly attributable to fatal injuries.

Motor Vehicle Crash–Related Injury Causation Scenarios for Spinal Injuries in Restrained Children and Adolescents

PubMed Central

ZONFRILLO, MARK R.; LOCEY, CAITLIN M.; SCARFONE, STEVEN R.; ARBOGAST, KRISTY B.

2016-01-01

Objective Motor vehicle crash (MVC)-related spinal injuries result in significant morbidity and mortality in children. The objective was to identify MVC-related injury causation scenarios for spinal injuries in restrained children. Methods This was a case series of occupants in MVCs from the Crash Injury Research and Engineering Network (CIREN) data set. Occupants aged 0–17 years old with at least one Abbreviated Injury Scale (AIS) 2+ severity spinal injury in vehicles model year 1990+ that did not experience a rollover were included. Unrestrained occupants, those not using the shoulder portion of the belt restraint, and those with child restraint gross misuse were excluded. Occupants with preexisting comorbidities contributing to spinal injury and occupants with limited injury information were also excluded. A multidisciplinary team retrospectively reviewed each case to determine injury causation scenarios (ICSs). Crash conditions, occupant and restraint characteristics, and injuries were qualitatively summarized. Results Fifty-nine cases met the study inclusion criteria and 17 were excluded. The 42 occupants included sustained 97 distinct AIS 2+ spinal injuries (27 cervical, 22 thoracic, and 48 lumbar; 80 AIS-2, 15 AIS-3, 1 AIS-5, and 1 AIS-6), with fracture as the most common injury type (80%). Spinal-injured occupants were most frequently in passenger cars (64%), and crash direction was most often frontal (62%). Mean delta-V was 51.3 km/h ± 19.4 km/h. The average occupant age was 12.4 ± 5.3 years old, and 48% were 16- to 17-year-olds. Thirty-six percent were right front passengers and 26% were drivers. Most occupants were lap and shoulder belt restrained (88%). Non-spinal AIS 2+ injuries included those of the lower extremity and pelvis (n = 56), head (n = 43), abdomen (n = 39), and thorax (n = 36). Spinal injury causation was typically due to flexion or lateral bending over the lap and or shoulder belt or child restraint harness, compression by occupant’s own seat back, or axial loading through the seat pan. Nearly all injuries in children <12 years occurred by flexion over a restraint, whereas teenage passengers had flexion, direct contact, and other ICS mechanisms. All of the occupants with frontal flexion mechanism had injuries to the lumbar spine, and most (78%) had associated hollow or solid organ abdominal injuries. Conclusions Restrained children in nonrollover MVCs with spinal injuries in the CIREN database are most frequently in high-speed frontal crashes, of teenage age, and have vertebral fractures. There are age-specific mechanism patterns that should be further explored. Because even moderate spinal trauma can result in measurable morbidity, future efforts should focus on mitigating these injuries. PMID:25307398

ATD Occupant Responses from Three Full-Scale General Aviation Crash Tests

NASA Technical Reports Server (NTRS)

Littell, Justin D.; Annett, Martin S.

2016-01-01

During the summer of 2015, three Cessna 172 General Aviation (GA) aircraft were crash tested at the Landing and Impact Research (LandIR) Facility at NASA Langley Research Center (LaRC). Three different crash scenarios were represented. The first test simulated a flare-to-stall emergency or hard landing onto a rigid surface such as a road or runway. The second test simulated a controlled flight into terrain with a nose down pitch of the aircraft, and the third test simulated a controlled flight into terrain with an attempt to unsuccessfully recover the aircraft immediately prior to impact, resulting in a tail strike condition. An on-board data acquisition system (DAS) captured 64 channels of airframe acceleration, along with accelerations and loads in two onboard Hybrid II 50th percentile Anthropomorphic Test Devices (ATDs) representing the pilot and copilot. Each of the three tests contained different airframe loading conditions and different types of restraints for both the pilot and co-pilot ATDs. The results show large differences in occupant response and restraint performance with varying likelihoods of occupant injury.

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...

23 CFR Appendix D to Part 1200 - CERTIFICATIONS AND ASSURANCES FOR NATIONAL PRIORITY SAFETY PROGRAM GRANTS (23 U.S.C. 405)

Code of Federal Regulations, 2013 CFR

2013-04-01

... seat belt or age appropriate child restraint • Coverage of all passenger motor vehicles • Minimum fine... occupants riding in a passenger motor vehicle to be restrained in a seat belt or a child restraint, was... secured in a seat belt or age-appropriate child restraint while in a passenger motor vehicle and a minimum...

23 CFR Appendix D to Part 1200 - Certifications and Assurances for National Priority Safety Program Grants (23 U.S.C. 405)

Code of Federal Regulations, 2014 CFR

2014-04-01

... seat belt or age appropriate child restraint • Coverage of all passenger motor vehicles • Minimum fine... occupants riding in a passenger motor vehicle to be restrained in a seat belt or a child restraint, was... secured in a seat belt or age-appropriate child restraint while in a passenger motor vehicle and a minimum...

The Effects of Curtain Airbag on Occupant Kinematics and Injury Index in Rollover Crash

PubMed Central

Li, Hongyun; Cui, Dong; Lu, Shuang

2018-01-01

Background Occupant injuries in rollover crashes are associated with vehicle structural performance, as well as the restraint system design. For a better understanding of the occupant kinematics and injury index in certain rollover crash, it is essential to carry out dynamic vehicle rollover simulation with dummy included. Objective This study focused on effects of curtain airbag (CAB) parameters on occupant kinematics and injury indexes in a rollover crash. Besides, optimized parameters of the CAB were proposed for the purpose of decreasing the occupant injuries in such rollover scenario. Method and Material The vehicle motion from the physical test was introduced as the input for the numerical simulation, and the 50% Hybrid III dummy model from the MADYMO database was imported into a simulation model. The restraint system, including a validated CAB module, was introduced for occupant kinematics simulation and injury evaluation. TTF setting, maximum inflator pressure, and protection area of the CAB were analysed. Results After introducing the curtain airbag, the maximum head acceleration was reduced from 91.60 g to 49.52 g, and the neck Mx and neck Fz were reduced significantly. Among these CAB parameters, the TTF setting had the largest effect on the head acceleration which could reduce 8.6 g furthermore after optimization. The neck Fz was decreased from 3766.48 N to 2571.77 N after optimization of CAB protection area. Conclusions Avoiding hard contact is critical for the occupant protection in the rollover crashes. The simulation results indicated that occupant kinematics and certain injury indexes were improved with the help of CAB in such rollover scenario. Appropriate TTF setting and inflator selection could benefit occupant kinematics and injury indexes. Besides, it was advised to optimize the curtain airbag thickness around the head contact area to improve head and neck injury indexes. PMID:29765463

Identification of safety belt restraint usage characteristics related to four- to thirteen-year-olds.

DOT National Transportation Integrated Search

2013-05-01

Involvement in road traffic crashes as vehicle occupants is a leading cause of death and serious injury among children. The : objective of this study was to investigate child safety restraint-use characteristics and crash-severity factors in order to...

Airbags & children: making correct choices in child passenger restraints.

PubMed

Kamerling, Susan Nudelman

2002-01-01

Countless numbers of young lives are lost each year due to motor vehicle crashes. One of the most effective means of reducing the number of children killed and injured as occupants in motor vehicles is through the use of child passenger restraints. Seat belts and child safety seats save lives and reduce the severity of injuries sustained by occupants in motor vehicle crashes. Nurses are in a unique position to educate and influence families on the proper way to safely transport all motor vehicle passengers. Therefore, nurses working with infants, children, and families have a moral and professional obligation to understand the basics of child passenger safety. At the very least, nurses should be able to direct families appropriately for specifics related to child passenger restraints. The intent of this article is to provide an overview of child passenger safety through a historical, theoretical, and clinical approach. Proper child restraint use is reviewed based on current recommendations for age and size. The potential hazards of child restraint misuse, with an in-depth discussion on airbags, is presented. The discussion on airbags serves to dispel any misconceptions that may be held about airbags. The article includes two case studies that illustrate the injury potential of relatively common misuse patterns. The clinical implications for maternal-child nurses include the recognition that child passenger deaths are primarily due to child restraint nonuse and misuse and the realization of nursing's role in the promotion of proper child passenger restraint.

Occupant Crash Protection in Military Air Transport (Protection Contre l’Ecrasement des Occupants des Aeronefs de Transport Militaires)

DTIC Science & Technology

1990-08-01

restraint, used in the Albatros D.V fighter during the first World War , is shown in Figure 1 (taken from the illustrated parts manual for the Albatros...provide effective and safe lower torso restraint.5o t " 5 It was during the first World War , when the belligerents began to recognize that the...during the World War I. In this development the 13w-! ends of the shoulder belts fitted over the tongue of the safety belt buckle so Ih, shoulder belt

Underutilization of occupant restraint systems in motor vehicle injury crashes: A quantitative analysis from Qatar.

PubMed

El-Menyar, Ayman; Consunji, Rafael; Asim, Mohammad; Abdelrahman, Husham; Zarour, Ahmad; Parchani, Ashok; Peralta, Ruben; Al-Thani, Hassan

2016-01-01

Restraint systems (seat belts and airbags) are important tools that improve vehicle occupant safety during motor vehicle crashes (MVCs). We aimed to identify the pattern and impact of the utilization of passenger restraint systems on the outcomes of MVC victims in Qatar. A retrospective study was conducted for all admitted patients who sustained MVC-related injuries between March 2011 and March 2014 inclusive. Out of 2,730 road traffic injury cases, 1,830 (67%) sustained MVC-related injuries, of whom 88% were young males, 70% were expatriates, and 53% were drivers. The use of seat belts and airbags was documented in 26 and 2.5% of cases, respectively. Unrestrained passengers had greater injury severity scores, longer hospital stays, and higher rates of pneumonia and mortality compared to restrained passengers (P = .001 for all). There were 311 (17%) ejected cases. Seat belt use was significantly lower and the mortality rate was 3-fold higher in the ejected group compared to the nonejected group (P = .001). The overall mortality was 8.3%. On multivariate regression analysis, predictors of not using a seat belt were being a front seat passenger, driver, or Qatari national and young age. Unrestrained males had a 3-fold increase in mortality in comparison to unrestrained females. The risk of severe injury (relative risk [RR] = 1.82, 95% confidence interval [CI], 1.49-2.26, P = .001) and death (RR = 4.13, 95% CI, 2.31-7.38, P = .001) was significantly greater among unrestrained passengers. The nonuse of seat belts is associated with worse outcomes during MVCs in Qatar. Our study highlights the lower rate of seat belt compliance in young car occupants that results in more severe injuries, longer hospital stays, and higher mortality rates. Therefore, we recommend more effective seat belt awareness and education campaigns, the enforcement of current seat belt laws, their extension to all vehicle occupants, and the adoption of proven interventions that will assure sustained behavioral changes toward improvements in seat belt use in Qatar.

An inflatable belt system in the rear seat occupant environment: investigating feasibility and benefit in frontal impact sled tests with a 50th percentile male ATD

PubMed Central

Forman, Jason L.; Lopez-Valdes, Francisco J.; Dennis, Nate; Kent, Richard W.; Tanji, Hiromasa; Higuchi, Kazuo

2010-01-01

Frontal-impact airbag systems have the potential to provide a benefit to rear seat occupants by distributing restraining forces over the body in a manner not possible using belts alone. This study sought to investigate the effects of incorporating a belt-integrated airbag (“airbelt”) into a rear seat occupant restraint system. Frontal impact sled tests were performed with a Hybrid III 50th percentile male anthropomorphic test device (ATD) seated in the right-rear passenger position of a 2004 mid-sized sedan buck. Tests were performed at 48 km/h (20 g, 100 ms acceleration pulse) and 29 km/h (11 g, 100 ms). The restraints consisted of a 3-point belt system with a cylindrical airbag integrated into the upper portion of the shoulder belt. The airbag was tapered in shape, with a maximum diameter of 16 cm (at the shoulder) that decreased to 4 cm at the mid-chest. A 2.5 kN force-limiter was integrated into the shoulder-belt retractor, and a 2.3 kN pretensioner was present in the out-board anchor of the lap belt. Six ATD tests (three 48 km/h and three 29 km/h) were performed with the airbelt system. These were compared to previous frontal-impact, rear seat ATD tests with a standard (not-force-limited, not-pretensioned) 3-point belt system and a progressive force-limiting (peak 4.4 kN), pretensioning (FL+PT) 3-point belt system. In the 48 km/h tests, the airbelt resulted in significantly less (p<0.05, two-tailed Student’s t-test) posterior displacement of the sternum towards the spine (chest deflection) than both the standard and FL+PT belt systems (airbelt: average 13±1.1 mm standard deviation; standard belt: 33±2.3 mm; FL+PT belt: 23±2.6 mm). This was consistent with a significant reduction in the peak upper shoulder belt force (airbelt: 2.7±0.1 kN; standard belt: 8.7±0.3 kN; FL+PT belt: 4.4±0.1 kN), and was accompanied by a small increase in forward motion of the head (airbelt: 54±0.4 cm; standard belt: 45±1.3 cm; FL+PT belt: 47±1.1 cm) The airbelt system also significantly reduced the flexion moment in the lower neck (airbelt: 169±3.3 Nm; standard belt: 655±26 Nm; FL+PT belt: 308±19 Nm). Similar results were observed in the 29 km/h tests. These results suggest that this airbelt system may provide some benefit for adult rear seat occupants in frontal collisions, even in relatively low-speed impacts. Further study is needed to evaluate this type of restraint system for different size occupants (e.g., children), for out-of-position occupants, and with other occupant models (e.g., cadavers). PMID:21050596

The use of safety restraint systems in Virginia by occupants under 16 years of age : Summer 1997.

DOT National Transportation Integrated Search

1998-01-01

This series of observational surveys, to determine child safety seat use in Virginia, began in 1993 at the request of DMV officials. During all 4 years (there was no survey in 1995), data in metropolitan areas were collected at the same locations, at...

Real-World Rib Fracture Patterns in Frontal Crashes in Different Restraint Conditions.

PubMed

Lee, Ellen L; Craig, Matthew; Scarboro, Mark

2015-01-01

The purpose of this study was to use the detailed medical injury information in the Crash Injury Research and Engineering Network (CIREN) to evaluate patterns of rib fractures in real-world crash occupants in both belted and unbelted restraint conditions. Fracture patterns binned into rib regional levels were examined to determine normative trends associated with belt use and other possible contributing factors. Front row adult occupants with Abbreviated Injury Scale (AIS) 3+ rib fractures, in frontal crashes with a deployed frontal airbag, were selected from the CIREN database. The circumferential location of each rib fracture (with respect to the sternum) was documented using a previously published method (Ritchie et al. 2006) and digital computed tomography scans. Fracture patterns for different crash and occupant parameters (restraint use, involved physical component, occupant kinematics, crash principal direction of force, and occupant age) were compared qualitatively and quantitatively. There were 158 belted and 44 unbelted occupants included in this study. For belted occupants, fractures were mainly located near the path of the shoulder belt, with the majority of fractures occurring on the inboard (with respect to the vehicle) side of the thorax. For unbelted occupants, fractures were approximately symmetric and distributed across both sides of the thorax. There were negligible differences in fracture patterns between occupants with frontal (0°) and near side (330° to 350° for drivers; 10° to 30° for passengers) crash principal directions of force but substantial differences between groups when occupant kinematics (and contacts within the vehicle) were considered. Age also affected fracture pattern, with fractures tending to occur more anteriorly in older occupants and more laterally in younger occupants (both belted and unbelted). Results of this study confirmed with real-world data that rib fracture patterns in unbelted occupants were more distributed and symmetric across the thorax compared to belted occupants in crashes with a deployed frontal airbag. Other factors, such as occupant kinematics and occupant age, also produced differing patterns of fractures. Normative data on rib fracture patterns in real-world occupants can contribute to understanding injury mechanisms and the role of different causation factors, which can ultimately help prevent fractures and improve vehicle safety.

Summary of vehicle occupant protections laws

DOT National Transportation Integrated Search

2007-08-01

This publication reports the status of State statutes that are concerned with vehicle occupant protection (except off-highway vehicles). Such laws include requiring the use of (1) safety belts, (2) child passenger restraint devices, and (3) motorcycl...

Restraint practices in Australasian emergency departments.

PubMed

Cannon, M E; Sprivulis, P; McCarthy, J

2001-08-01

The objective of this study was to estimate the use of restraint techniques and evaluate restraint policies and training in Australasian emergency departments A survey of 116 Australasian emergency departments was conducted to determine the type, indications/contraindications, training, policies, documentation and audit requirements for restraint. The overall estimated rate of patient restraint is 3.3 episodes per 1000 presentations. The commonest indications for restraint are violence or threatened violence (52%), psychosis (32%) and acute brain syndrome (10%). Major contraindications are medical instability, risk of harm to staff in applying restraint and the availability of alternatives to restraint. Chemical restraint is used in all emergency departments surveyed. The commonest agents used are haloperidol (93%), midazolam (82%) and diazepam (59%). At least one benzodiazepine and one major tranquilliser are used in 97% of emergency departments. Manual restraint (87%) is frequently used as a prelude to chemical or, less frequently, mechanical restraint (69%). Seclusion restraint is used in 23% of Australasian emergency departments. Formal training is most commonly undertaken for chemical restraint, being used in 33% of departments surveyed. Less than half of the departments have written policies guiding the use of restraint, and only 11% audit their use of restraint. A specific form for restraint documentation is used in only one emergency department. Patient restraint is a common procedure in Australasian emergency departments. There is little formal training in, or documentation or audit of, restraint practices in Australasian emergency departments, despite the important clinical, occupational health and medical legal issues associated with the use of restraint.

Glatz Prototype Seat Impact Testing

DTIC Science & Technology

2013-07-03

airbag restraint, H-60A/L, crashworthiness, crashworthy, helicopter, rotorcraft, occupant restraint 16. SECURITY CLASSIFICATION OF: 17...data for Cell C, incorporating the H-60 Comp data, the new Glatz prototype data, and data from the airbag restraint program with a modified H-60A/L seat...1711 GLATZ VDT6290 Glatz 24.37 40.52 YES 922 42.40 1732 AIRBAG VDT6287 H-60A/L w/crotch strap mod 21.39* 40.56 YES 1267 21.27 1373 *Issue with

Deflection measurement system for the hybrid iii six-year-old biofidelic abdomen.

PubMed

Gregory, T Stan; Howes, Meghan K; Rouhana, Stephen W; Hardy, Warren N

2012-01-01

Motor vehicle collisions are the leading cause of death for children ages 5 to 14. Enhancement of child occupant protection is partly dependent on the ability to accurately assess the interaction of child-size occupants with restraint systems. Booster seat design and belt fit are evaluated using child anthropomorphic test devices, such as the Hybrid III 6-year-old dummy., A biofidelic abdomen for the Hybrid III 6-year-old dummy is being developed by the Ford Motor Company to enhance the dummy’s ability to assess injury risk and further quantify submarining risk by measuring abdominal deflection. A practical measurement system for the biofidelic abdominal insert has been developed and demonstrated for three dimensional determination of abdominal deflection. Quantification of insert deflection is achieved via differential signal measurement using electrodes mounted within a conductive medium. Signal amplitude is proportional to the distance between the electrodes. A microcontroller is used to calculate distances between ventral electrodes and a dorsal electrode in three dimensions. This system has been calibrated statically, and its performance demonstrated in a series of sled tests. Deflection measurements from the instrumented abdominal insert indicate performance differences between two booster seat designs, yielding an average peak anterior to posterior displacement of the abdomen of 1.0 ± 3.4 mm and 31.2 ± 7.2 mm for the seats, respectively. Implementation of a 6-year-old abdominal insert with the ability to evaluate submarining potential will likely help safety researchers further enhance booster seat design and interaction with vehicle restraint systems , and help to further understand child occupant injury risk in automobile collisions.

Biodynamic Assessment of the THOR-K Manikin

DTIC Science & Technology

2013-09-01

finite element model, and for optimization of occupant seating systems and restraint system design for the MPCV and USAF aircraft ejection seats and...had the same rigid backrest, a rigid seat pan, a rigid footrest and leg support panel, but also provided side supports that restrict the motion of the... Ejection Seat (Technical Report AFRL-HE-WP-SR-2000-0002). Wright-Patterson AFB OH: Human Effectiveness Directorate, Air Force Research Laboratory

A comparison of the performance of two advanced restraint systems in frontal impacts.

PubMed

Lopez-Valdes, F J; Juste, O; Pipkorn, B; Garcia-Muñoz, I; Sunnevång, C; Dahlgren, M; Alba, J J

2014-01-01

The goal of the study is to compare the kinematics and dynamics of the THOR dummy in a frontal impact under the action of 2 state-of-the-art restraint systems. Ten frontal sled tests were performed with THOR at 2 different impact speeds (35 and 9 km/h). Two advanced restraint systems were used: a pretensioned force-limiting belt (PT+FL) and a pretensioned belt incorporating an inflatable portion (PT+BB). Dummy measurements included upper and lower neck reactions, multipoint thoracic deflection, and rib deformation. Data were acquired at 10,000 Hz. Three-dimensional motion of relevant dummy landmarks was tracked at 1,000 Hz. RESULTS are reported in a local coordinate system moving with the test buck. Average forward displacement of the head was greater when the PT+FL belt was used (35 km/h: 376.3±16.1 mm [PT+BB] vs. 393.6±26.1 mm [PT+FL]; 9 km/h: 82.1±26.0 mm [PT+BB] vs. 98.8±0.2 mm [PT+FL]). The forward displacement of T1 was greater for the PT+FL belt at 35 km/h but smaller at 9 km/h. The forward motion of the pelvis was greater when the PT+BB was used, exhibiting a difference of 82 mm in the 9 km/h tests and 95.5 mm in the 35 km/h test. At 35 km/h, upper shoulder belt forces were similar (PT+FL: 4,756.8±116.6 N; PT+BB: 4,957.7±116.4 N). At 9 km/h, the PT+BB belt force was significantly greater than the PT+FL one. Lower neck flexion moments were higher for the PT+BB at 35 km/h but lower at 9 km/h (PT+FL: 34.2±3.5 Nm; PT+BB: 26.8±2.1 Nm). Maximum chest deflection occurred at the chest upper left region for both belts and regardless of the speed. The comparison of the performance of different restraints requires assessing occupant kinematics and dynamics from a global point of view. Even if the force acting on the chest is similar, kinematics can be substantially different. The 2 advanced belts compared here showed that while the PT+BB significantly reduced peak and resultant chest deflection, the resulting kinematics indicated an increased forward motion of the pelvis and a reduced rotation of the occupant's torso. Further research is needed to understand how these effects can influence the protection of real occupants in more realistic vehicle environments.

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.

The feasibility test of state-of-the-art face detection algorithms for vehicle occupant detection

NASA Astrophysics Data System (ADS)

Makrushin, Andrey; Dittmann, Jana; Vielhauer, Claus; Langnickel, Mirko; Kraetzer, Christian

2010-01-01

Vehicle seat occupancy detection systems are designed to prevent the deployment of airbags at unoccupied seats, thus avoiding the considerable cost imposed by the replacement of airbags. Occupancy detection can also improve passenger comfort, e.g. by activating air-conditioning systems. The most promising development perspectives are seen in optical sensing systems which have become cheaper and smaller in recent years. The most plausible way to check the seat occupancy by occupants is the detection of presence and location of heads, or more precisely, faces. This paper compares the detection performances of the three most commonly used and widely available face detection algorithms: Viola- Jones, Kienzle et al. and Nilsson et al. The main objective of this work is to identify whether one of these systems is suitable for use in a vehicle environment with variable and mostly non-uniform illumination conditions, and whether any one face detection system can be sufficient for seat occupancy detection. The evaluation of detection performance is based on a large database comprising 53,928 video frames containing proprietary data collected from 39 persons of both sexes and different ages and body height as well as different objects such as bags and rearward/forward facing child restraint systems.

A Study of the NASS-CDS System for Injury/Fatality Rates of Occupants in Various Restraints and A Discussion of Alternative Presentation Methods

PubMed Central

Stucki, Sheldon Lee; Biss, David J.

2000-01-01

An analysis was performed using the National Automotive Sampling System Crashworthiness Data System (NASS-CDS) database to compare the injury/fatality rates of variously restrained driver occupants as compared to unrestrained driver occupants in the total database of drivers/frontals, and also by Delta-V. A structured search of the NASS-CDS was done using the SAS® statistical analysis software to extract the data for this analysis and the SUDAAN software package was used to arrive at statistical significance indicators. In addition, this paper goes on to investigate different methods for presenting results of accident database searches including significance results; a risk versus Delta-V format for specific exposures; and, a percent cumulative injury versus Delta-V format to characterize injury trends. These alternative analysis presentation methods are then discussed by example using the present study results. PMID:11558105

Finite element comparison of human and Hybrid III responses in a frontal impact.

PubMed

Danelson, Kerry A; Golman, Adam J; Kemper, Andrew R; Gayzik, F Scott; Clay Gabler, H; Duma, Stefan M; Stitzel, Joel D

2015-12-01

The improvement of finite element (FE) Human Body Models (HBMs) has made them valuable tools for investigating restraint interactions compared to anthropomorphic test devices (ATDs). The objective of this study was to evaluate the effect of various combinations of safety restraint systems on the sensitivity of thoracic injury criteria using matched ATD and Human Body Model (HBM) simulations at two crash severities. A total of seven (7) variables were investigated: 3-point belt with two (2) load limits, frontal airbag, knee bolster airbag, a buckle pretensioner, and two (2) delta-v's - 40kph and 50kph. Twenty four (24) simulations were conducted for the Hybrid III ATD FE model and repeated with a validated HBM for 48 total simulations. Metrics tested in these conditions included sternum deflection, chest acceleration, chest excursion, Viscous Criteria (V*C) criteria, pelvis acceleration, pelvis excursion, and femur forces. Additionally, chest band deflection and rib strain distribution were measured in the HBM for additional restraint condition discrimination. The addition of a frontal airbag had the largest effect on the occupant chest metrics with an increase in chest compression and acceleration but a decrease in excursion. While the THUMS and Hybrid III occupants demonstrated the same trend in the chest compression measurements, there were conflicting results in the V*C, acceleration, and displacement metrics. Similarly, the knee bolster airbag had the largest effect on the pelvis with a decrease in acceleration and excursion. With a knee bolster airbag the simulated occupants gave conflicting results, the THUMS had a decrease in femur force and the ATD had an increase. Preferential use of dummies or HBM's is not debated; however, this study highlights the ability of HBM metrics to capture additional chest response metrics. Copyright © 2015 Elsevier Ltd. All rights reserved.

Homogenization of Vehicle Fleet Frontal Crash Pulses from 2000–2010

PubMed Central

Locey, Caitlin M.; Garcia-Espana, J. Felipe; Toh, Akira; Belwadi, Aditya; Arbogast, Kristy B.; Maltese, Matthew R.

2012-01-01

Full-scale vehicle crash tests are performed globally to assess vehicle structure and restraint system performance. The crash pulse, captured by accelerometers mounted within the occupant compartment, measures the motion of the vehicle during the impact event. From an occupant’s perspective, the crash pulse is the inertial event to which the vehicle’s restraint systems must respond in order to mitigate the forces and accelerations that act on a passenger, and thus reduce injury risk. The objective of this study was to quantify the characteristics of crash pulses for different vehicle types in the contemporary North American fleet, and delineate current trends in crash pulse evolution. NHTSA and Transport Canada crash test databases were queried for full-frontal rigid barrier crash tests of passenger vehicles model year 2000–2010 with impact angle equaling zero degrees. Acceleration-time histories were analyzed for all accelerometers attached to the vehicle structure within the occupant compartment. Custom software calculated the following crash pulse characteristics (CPCs): peak deceleration, time of peak deceleration, onset rate, pulse duration, and change in velocity. Vehicle body types were classified by adapting the Highway Loss Data Institute (HLDI) methodology, and vehicles were assigned a generation start year in place of model year in order to more accurately represent structural change over time. 1094 vehicle crash tests with 2795 individual occupant compartment-mounted accelerometers were analyzed. We found greater peak decelerations and and shorter pulse durations across multiple vehicle types in newer model years as compared to older. For midsize passenger cars, large passenger cars, and large SUVs in 56 km/h rigid barrier tests, maximum deceleration increased by 0.40, 0.96, and 1.57 g/year respectively, and pulse duration decreased by 0.74, 1.87, and 2.51 ms/year. We also found that the crash pulse characteristics are becoming more homogeneous in the modern vehicle fleet; the range of peak deceleration values for all vehicle classes decreased from 17.1 g in 1997–1999 generation start years to 10.7 g in 2009–2010 generation years, and the pulse duration range decreased from 39.5 ms to 13.4 ms for the same generation year groupings. This latter finding suggests that the designs of restraint systems may become more universally applicable across vehicle body types, since the occupant compartment accelerations are not as divergent for newer vehicles. PMID:23169139

Effectiveness and efficiency of safety belt and child restraint usage programs

DOT National Transportation Integrated Search

1982-03-01

Problem: Each year, approximately 34,000 persons are killed and 520,000 receive moderate to severe injuries as occupants of passenger cars, light trucks and vans. Approximately half ofthese deaths and injuries could be avoided if all such occupants w...

Integration of Active and Passive Safety Technologies--A Method to Study and Estimate Field Capability.

PubMed

Hu, Jingwen; Flannagan, Carol A; Bao, Shan; McCoy, Robert W; Siasoco, Kevin M; Barbat, Saeed

2015-11-01

The objective of this study is to develop a method that uses a combination of field data analysis, naturalistic driving data analysis, and computational simulations to explore the potential injury reduction capabilities of integrating passive and active safety systems in frontal impact conditions. For the purposes of this study, the active safety system is actually a driver assist (DA) feature that has the potential to reduce delta-V prior to a crash, in frontal or other crash scenarios. A field data analysis was first conducted to estimate the delta-V distribution change based on an assumption of 20% crash avoidance resulting from a pre-crash braking DA feature. Analysis of changes in driver head location during 470 hard braking events in a naturalistic driving study found that drivers' head positions were mostly in the center position before the braking onset, while the percentage of time drivers leaning forward or backward increased significantly after the braking onset. Parametric studies with a total of 4800 MADYMO simulations showed that both delta-V and occupant pre-crash posture had pronounced effects on occupant injury risks and on the optimal restraint designs. By combining the results for the delta-V and head position distribution changes, a weighted average of injury risk reduction of 17% and 48% was predicted by the 50th percentile Anthropomorphic Test Device (ATD) model and human body model, respectively, with the assumption that the restraint system can adapt to the specific delta-V and pre-crash posture. This study demonstrated the potential for further reducing occupant injury risk in frontal crashes by the integration of a passive safety system with a DA feature. Future analyses considering more vehicle models, various crash conditions, and variations of occupant characteristics, such as age, gender, weight, and height, are necessary to further investigate the potential capability of integrating passive and DA or active safety systems.

The influence of occupant anthropometry and seat position on ejection risk in a rollover.

PubMed

Atkinson, Theresa; Fras, Andrew; Telehowski, Paul

2010-08-01

During rollover crashes, ejection increases an occupant's risk of severe to fatal injury as compared to risks for those retained in the vehicle. The current study examined whether occupant anthropometry might influence ejection risk. Factors such as restraint use/disuse, seating position, vehicle type, and roll direction were also considered in the analysis. The current study examined occupant ejections in 10 years of National Automotive Sampling System (NASS) single-event rollovers of passenger vehicles and light trucks. Statistical analysis of unweighted and weighted ejection data was carried out. No statistically significant differences in ejection rates were found based on occupant height, age, or body mass index. Drivers were ejected significantly more frequently than other occupants: 62 percent of unrestrained drivers were ejected vs. 51 percent unrestrained right front occupants. Second row unrestrained occupants were ejected at rates similar to right front-seated occupants. There were no significant differences in ejection rates for near- vs. far-side occupants. These data suggest that assessment of ejection prevention systems using either a 50th or 5th percentile adult anthropomorphic test dummy (ATD) might provide a reasonable measure of system function for a broad range of occupants. They also support the development of ejection mitigation technologies that extend beyond the first row to protect occupants in rear seat positions. Future studies should consider potential interaction effects (i.e., occupant size and vehicle dimensions) and the influence of occupant size on ejection risk in non-single-event rollovers.

Research in biomechanics of occupant protection.

PubMed

King, A I; Yang, K H

1995-04-01

This paper discusses the biomechanical bases for occupant protection against frontal and side impact. Newton's Laws of Motion are used to illustrate the effect of a crash on restrained and unrestrained occupants, and the concept of ride down is discussed. Occupant protection through the use of energy absorbing materials is described, and the mechanism of injury of some of the more common injuries is explained. The role of the three-point belt and the airbag in frontal protection is discussed along with the potential injuries that can result from the use of these restraint systems. Side impact protection is more difficult to attain but some protection can be derived from the use of padding or a side impact airbag. It is concluded that the front seat occupants are adequately protected against frontal impact if belts are worn in an airbag equipped vehicle. Side impact protection may not be uniform in all vehicles.

Risk of injury for occupants of motor vehicle collisions from unbelted occupants.

PubMed

MacLennan, P A; McGwin, G; Metzger, J; Moran, S G; Rue, L W

2004-12-01

Unbelted occupants may increase the risk of injury for other occupants in a motor vehicle collision (MVC). This study evaluated the association between occupant restraint use and the risk of injury (including death) to other vehicle occupants. A population based cohort study. United States. MVC occupants (n = 152 191 unweighted, n = 18 426 684 weighted) seated between a belted or unbelted occupant and the line of the principal direction of force in frontal, lateral, and rear MVCs were sampled from the 1991-2002 National Automotive Sampling System General Estimates System. Offset MVCs were not included in the study. Risk ratios and 95% confidence intervals for injury (including death) for occupants seated contiguous to unbelted occupants compared to occupants seated contiguous to belted occupants. Risk ratios were adjusted for at risk occupant's sex, age, seating position, vehicle type, collision type, travel speed, crash severity, and at risk occupants' own seat belt use. Exposure to unbelted occupants was associated with a 40% increased risk of any injury. Belted at risk occupants were at a 90% increased risk of injury but unbelted occupants were not at increased risk. Risks were similar for non-incapacitating and capacitating injuries. There was a 4.8-fold increased risk of death for exposed belted occupants but no increased risk of death for unbelted occupants. Belted occupants are at an increased risk of injury and death in the event of a MVC from unbelted occupants.

Risk of injury for occupants of motor vehicle collisions from unbelted occupants

PubMed Central

MacLennan, P; McGwin, G; Metzger, J; Moran, S; Rue, L

2004-01-01

Objective: Unbelted occupants may increase the risk of injury for other occupants in a motor vehicle collision (MVC). This study evaluated the association between occupant restraint use and the risk of injury (including death) to other vehicle occupants. Design: A population based cohort study. Setting: United States. Subjects: MVC occupants (n = 152 191 unweighted, n = 18 426 684 weighted) seated between a belted or unbelted occupant and the line of the principal direction of force in frontal, lateral, and rear MVCs were sampled from the 1991–2002 National Automotive Sampling System General Estimates System. Offset MVCs were not included in the study. Main outcome measure: Risk ratios and 95% confidence intervals for injury (including death) for occupants seated contiguous to unbelted occupants compared to occupants seated contiguous to belted occupants. Risk ratios were adjusted for at risk occupant's sex, age, seating position, vehicle type, collision type, travel speed, crash severity, and at risk occupants' own seat belt use. Results: Exposure to unbelted occupants was associated with a 40% increased risk of any injury. Belted at risk occupants were at a 90% increased risk of injury but unbelted occupants were not at increased risk. Risks were similar for non-incapacitating and capacitating injuries. There was a 4.8-fold increased risk of death for exposed belted occupants but no increased risk of death for unbelted occupants. Conclusions: Belted occupants are at an increased risk of injury and death in the event of a MVC from unbelted occupants. PMID:15583258

Restraint status improves the predictive value of motor vehicle crash criteria for pediatric trauma team activation.

PubMed

Bozeman, Andrew P; Dassinger, Melvin S; Recicar, John F; Smith, Samuel D; Rettiganti, Mallikarjuna R; Nick, Todd G; Maxson, Robert T

2012-12-01

Most trauma centers incorporate mechanistic criteria (MC) into their algorithm for trauma team activation (TTA). We hypothesized that characteristics of the crash are less reliable than restraint status in predicting significant injury and the need for TTA. We identified 271 patients (age, <15 y) admitted with a diagnosis of motor vehicle crash. Mechanistic criteria and restraint status of each patient were recorded. Both MC and MC plus restraint status were evaluated as separate measures for appropriately predicting TTA based on treatment outcomes and injury scores. Improper restraint alone predicted a need for TTA with an odds ratios of 2.69 (P = .002). MC plus improper restraint predicted the need for TTA with an odds ratio of 2.52 (P = .002). In contrast, the odds ratio when using MC alone was 1.65 (P = .16). When the 5 MC were evaluated individually as predictive of TTA, ejection, death of occupant, and intrusion more than 18 inches were statistically significant. Improper restraint is an independent predictor of necessitating TTA in this single-institution study. Copyright © 2012 Elsevier Inc. All rights reserved.

Injuries to Pregnant Occupants in Automotive Crashes

PubMed Central

Klinich, Kathleen DeSantis; Schneider, Lawrence W.; Moore, Jamie L.; Pearlman, Mark D.

1998-01-01

Injuries unique to pregnant occupants involved in motor-vehicle crashes include placental abruption, uterine rupture or laceration, and direct fetal injury. The mechanisms and characteristics of these injuries are discussed using examples from a literature review and from recent investigations of crashes involving pregnant occupants. In addition, a review of the relationship between the pregnant driver and automotive restraints and the steering wheel illustrates how injury potential may differ from the non-pregnant occupant.

Hazards of mountain flying: crashes in the Colorado Rockies.

PubMed

Baker, S P; Lamb, M W

1989-06-01

Between 1964 and 1987, 232 airplanes crashed within 50 nautical miles of Aspen, CO; 90% were general aviation crashes. A total of 202 people died and 69 were seriously injured. The societal cost averaged more than $4 million annually. Most pilots were experienced and many were flight instructors, but 44% had flown less than 100 hours in the type of plane in which they crashed. Forty-one percent of the pilots were out-of-state residents. Crashes in the study area were more likely to be fatal than in the rest of Colorado. Airplanes with three or four occupants and low-powered four-seater aircraft were over-represented among crashes involving failure to outclimb rising terrain. In a subset of crashes examined for restraint use, 50% of the front seat occupants using only lap belts were killed, compared to 13% of those who also wore shoulder restraints. Preventive recommendations include shoulder restraint use and better training in mountain flying, with incentives provided by the FAA and insurance companies.

Vehicle performance evaluation in side impact (MDB) using ES-II dummy

NASA Astrophysics Data System (ADS)

Ganessh, T. S.; Bansode, Praveen; Revankar, Vidyakant; Kumar, Sunil

2018-02-01

Side impact collision is one of the leading causes of death. Protection of people during lateral collision is challenging because of relatively small space available to restraint occupant compared to front. Hence, it is imperative to protect the occupants in side collision. It is a function of vehicle type and restraints for side protection. This paper focuses on evaluation of injury parameters of the ES II dummy during the lateral collision of different vehicles with different spaces, sections and materials. Thus the comparison will enable us to understand the sensitivity of space, B-pillar section and material which affects the injury parameters. This study will help automotive engineers to design side impact crashworthy vehicles.

Injuries in Full-Scale Vehicle Side Impact Moving Deformable Barrier and Pole Tests Using Postmortem Human Subjects.

PubMed

Yoganandan, Narayan; Pintar, Frank; Humm, John; Rudd, Rodney

2015-01-01

To conduct near-side moving deformable barrier (MDB) and pole tests with postmortem human subjects (PMHS) in full-scale modern vehicles, document and score injuries, and examine the potential for angled chest loading in these tests to serve as a data set for dummy biofidelity evaluations and computational modeling. Two PMHS (outboard left front and rear seat occupants) for MDB and one PMHS (outboard left front seat occupant) for pole tests were used. Both tests used sedan-type vehicles from same manufacturer with side airbags. Pretest x-ray and computed tomography (CT) images were obtained. Three-point belt-restrained surrogates were positioned in respective outboard seats. Accelerometers were secured to T1, T6, and T12 spines; sternum and pelvis; seat tracks; floor; center of gravity; and MDB. Load cells were used on the pole. Biomechanical data were gathered at 20 kHz. Outboard and inboard high-speed cameras were used for kinematics. X-rays and CT images were taken and autopsy was done following the test. The Abbreviated Injury Scale (AIS) 2005 scoring scheme was used to score injuries. MDB test: male (front seat) and female (rear seat) PMHS occupant demographics: 52 and 57 years, 177 and 166 cm stature, 78 and 65 kg total body mass. Demographics of the PMHS occupant in the pole test: male, 26 years, 179 cm stature, and 84 kg total body mass. Front seat PMHS in MDB test: 6 near-side rib fractures (AIS = 3): 160-265 mm vertically from suprasternal notch and 40-80 mm circumferentially from center of sternum. Left rear seat PMHS responded with multiple bilateral rib fractures: 9 on the near side and 5 on the contralateral side (AIS = 3). One rib fractured twice. On the near and contralateral sides, fractures were 30-210 and 20-105 mm vertically from the suprasternal notch and 90-200 and 55-135 mm circumferentially from the center of sternum. A fracture of the left intertrochanteric crest occurred (AIS = 3). Pole test PMHS had one near-side third rib fracture. Thoracic accelerations of the 2 occupants were different in the MDB test. Though both occupants sustained positive and negative x-accelerations to the sternum, peak magnitudes and relative changes were greater for the rear than the front seat occupant. Magnitudes of the thoracic and sternum accelerations were lower in the pole test. This is the first study to use PMHS occupants in MDB and pole tests in the same recent model year vehicles with side airbag and head curtain restraints. Injuries to the unilateral thorax for the front seat PMHS in contrast to the bilateral thorax and hip for the rear seat occupant in the MDB test indicate the effects of impact on the seating location and restraint system. Posterolateral locations of fractures to the front seat PMHS are attributed to constrained kinematics of occupant interaction with torso side airbag restraint system. Angled loading to the rear seat occupant from coupled sagittal and coronal accelerations of the sternum representing anterior thorax loading contributed to bilateral fractures. Inward bending initiated by the distal femur complex resulting in adduction of ipsilateral lower extremity resulted in intertrochanteric fracture to the rear seat occupant. These results serve as a data set for evaluating the biofidelity of the WorldSID and federalized side impact dummies and assist in validating human body computational models, which are increasingly used in crashworthiness studies.

Mechanisms and Mitigation of Head and Spinal Injuries Due to Motor Vehicle Crashes.

PubMed

Ivancic, Paul C

2016-10-01

Synopsis Head and spinal injuries commonly occur during motor vehicle crashes (MVCs). The goal of this clinical commentary is to discuss real-life versus simulated MVCs and to present clinical, biomechanical, and epidemiological evidence of MVC-related injury mechanisms. It will also address how this knowledge may guide and inform the design of injury mitigation devices and assist in clinical decision making. Evidence indicates that there exists no universal injury tolerance applicable to the entire population of the occupants of MVCs. Injuries sustained by occupants depend on a number of factors, including occupant characteristics (age, height, weight, sex, bone mineral density, and pre-existing medical and musculoskeletal conditions), pre-MVC factors (awareness of the impending crash, occupant position, usage of and position of the seatbelt and head restraint, and vehicle specifications), and MVC-related factors (crash orientation, vehicle dynamics, type of active or passive safety systems, and occupant kinematic response). Injuries resulting from an MVC occur due to blunt impact and/or inertial loading. An S-shaped curvature of the cervical spine and associated injurious strains have been documented during rear-, frontal-, and side-impact MVCs. Data on the injury mechanism and the quantification of spinal instability guide and inform the emergent and subsequent conservative or surgical care. Such care may require determining optimal patient positioning during transport, which injuries may be treated conservatively, whether reduction should be performed, optimal patient positioning intraoperatively, and whether bracing should be worn prior to and/or following surgery. The continued improvement of traditional injury mitigation systems, such as seats, seatbelts, airbags, and head restraints, together with research of newer collision-avoidance technologies, will lead to safer motor vehicles and ultimately more effective injury management strategies. J Orthop Sports Phys Ther 2016;46(10):826-833. Epub 3 Sep 2016. doi:10.2519/jospt.2016.6716.

NASA technical advances in aircraft occupant safety. [clear air turbulence detectors, fire resistant materials, and crashworthiness

NASA Technical Reports Server (NTRS)

Enders, J. H.

1978-01-01

NASA's aviation safety technology program examines specific safety problems associated with atmospheric hazards, crash-fire survival, control of aircraft on runways, human factors, terminal area operations hazards, and accident factors simulation. While aircraft occupants are ultimately affected by any of these hazards, their well-being is immediately impacted by three specific events: unexpected turbulence encounters, fire and its effects, and crash impact. NASA research in the application of laser technology to the problem of clear air turbulence detection, the development of fire resistant materials for aircraft construction, and to the improvement of seats and restraint systems to reduce crash injuries are reviewed.

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.

WHIPS seat and occupant motions during simulated rear crashes.

PubMed

Xiao, Ming; Ivancic, Paul C

2010-10-01

Objectives of this study were to investigate the motions of Volvo's Whiplash Protection System (WHIPS) seat and occupant during simulated rear crashes of a human model of the neck (HUMON). HUMON consisted of a human neck specimen (n = 6) mounted to the torso of BioRID II and carrying an anthropometric head stabilized with muscle force replication. HUMON was seated and secured in a 2005 Volvo XC90 minivan seat that included WHIPS and a fixed head restraint. Rear crashes of 9.9 g (ΔV 9.2 kph), 12.0 g (ΔV 11.4 kph), and 13.3 g (ΔV 13.4 kph) were simulated and WHIPS and occupant motions were monitored. Linear regression analyses (P < .05) were used to determine relationships between WHIPS and occupant motion peaks using data from all crashes combined. WHIPS motions consisted of simultaneous rearward and downward translations and extension of the seatback and plastic deformation of the bilateral WHIPS energy-absorbing components. Peak WHIPS motions were linearly correlated only with peak rearward occupant translations. Less rearward pelvis translation was required to cause WHIPS activation as compared to T1 translation. WHIPS reduced peak T1 horizontal acceleration by 39 percent compared to sled acceleration. This was within the range previously reported for WHIPS, between 30 and 60 percent, but higher than the 16 percent reduction previously reported due to active head restraint. Absorption of crash energy occurred during the initial 75 ms and the onset of head support occurred at 114 ms. Differential head-torso motions occurred prior to and during head support, indicating the potential for neck injury even with WHIPS.

Characteristics of pregnant women in motor vehicle crashes

PubMed Central

Weiss, H; Strotmeyer, S

2002-01-01

Objectives: Motor vehicle crashes are the leading cause of hospitalized trauma during pregnancy. Maternal injury puts the fetus at great risk, yet little is known about the incidence, risks, and characteristics of pregnant women in crashes. Setting and methods: Police reported crashes were analyzed from the National Automotive Sampling System Crashworthiness Data System. Since 1995, this system recorded pregnancy/trimester status. Pregnant and non-pregnant women 15–39 years of age were compared by age, driver status, seat belt use, and treatment. Belt use and seating position were examined by trimester. Results: There were 427 pregnant occupants identified (weighted n=32 810, 2.6%, SE 12 585, rate 13/1000 person years). The mean age was 24.9 compared with 24.8 years (pregnant v non-pregnant). Cases were distributed by trimester as follows: first 29.8%, second 36.4%, and third 33.8%. Pregnant women were drivers 70% of the time compared with 71% for non-pregnant women. No belt use was 14% compared with 13% (pregnant v non-pregnant). Mean injury severity was lower for pregnant women but they were more likely to transported or hospitalized. Improper belt use decreased after the first trimester and there was little change in driver proportion by trimester. Third trimester hospitalization rates increased. Conclusions: Pregnant occupants in crashes have similar profiles of restraint use, driver status, and seat position but different treatment indicators compared to non-pregnant occupants. Trimester status has relatively little impact on crash risk, seating position or restraint use. Undercounting of pregnant cases was possible, even so, 1% of all births were reported to be involved in utero in crashes. Little research has focused on developmental outcomes to infants and children previously involved in exposure to these crashes. PMID:12226117

MOTOR VEHICLE SAFETY: NHTSA’s Ability to Detect and Recall Defective Replacement Crash Parts Is Limited

DTIC Science & Technology

2001-01-01

incorporate airbags , under the used vehicle provision. NHTSA has not developed such standards because it has not identified significant problems with...might incorporate airbags . NHTSA has not developed such standards because it has not identified significant problems with occupant restraint systems...Appendix I: Scope and Methodology 24 Appendix II: State Legislation Governing Aftermarket Crash Parts and Recycled Airbags 27 Figures Figure 1: Replacement

Occupant Protection during Orion Crew Exploration Vehicle Landings

NASA Technical Reports Server (NTRS)

Gernhardt, Michael L.; Jones, J. A.; Granderson, B. K.; Somers, J. T.

2009-01-01

The constellation program is evaluating current vehicle design capabilities for nominal water landings and contingency land landings of the Orion Crew Exploration vehicle. The Orion Landing Strategy tiger team was formed to lead the technical effort for which associated activities include the current vehicle design, susceptibility to roll control and tip over, reviewing methods for assessing occupant injury during ascent / aborts /landings, developing an alternate seat/attenuation design solution which improves occupant protection and operability, and testing the seat/attenuation system designs to ensure valid results. The EVA physiology, systems and Performance (EPSP) project is leading the effort under the authority of the Tiger Team Steering committee to develop, verify, validate and accredit biodynamics models using a variety of crash and injury databases including NASCAR, Indy Car and military aircraft. The validated biodynamics models will be used by the Constellation program to evaluate a variety of vehicle, seat and restraint designs in the context of multiple nominal and off-nominal landing scenarios. The models will be used in conjunction with Acceptable Injury Risk definitions to provide new occupant protection requirements for the Constellation Program.

Orion Crew Member Injury Predictions during Land and Water Landings

NASA Technical Reports Server (NTRS)

Lawrence, Charles; Littell, Justin D.; Fasanella, Edwin L.; Tabiei, Ala

2008-01-01

A review of astronaut whole body impact tolerance is discussed for land or water landings of the next generation manned space capsule named Orion. LS-DYNA simulations of Orion capsule landings are performed to produce a low, moderate, and high probability of injury. The paper evaluates finite element (FE) seat and occupant simulations for assessing injury risk for the Orion crew and compares these simulations to whole body injury models commonly referred to as the Brinkley criteria. The FE seat and crash dummy models allow for varying the occupant restraint systems, cushion materials, side constraints, flailing of limbs, and detailed seat/occupant interactions to minimize landing injuries to the crew. The FE crash test dummies used in conjunction with the Brinkley criteria provides a useful set of tools for predicting potential crew injuries during vehicle landings.

Driver and front seat passenger fatalities associated with air bag deployment. Part 2: A review of injury patterns and investigative issues.

PubMed

Shkrum, Michael J; McClafferty, Kevin J; Nowak, Edwin S; German, Alan

2002-09-01

Assessment of the role of air bag deployment in injury causation in a crash of any severity requires analysis of occupant, vehicle, and impact data. The potential injurious role of an air bag is independent of crash severity and is more obvious in minor collisions, particularly those involving "out-of-position" occupants. Factors such as occupant height and other constitutional and medical factors, intoxication, age, type, and proper use of other restraint systems, pre-impact braking and multiple impacts can contribute to an occupant being "out-of-position." Two injury mechanisms are described in out-of-position occupants: "punch-out" when the individual covers the air bag module before deployment and "membrane-force" when the occupant contacts a partly deployed air bag. Each mechanism is associated with injury patterns. In adults, "punch-out" can cause thoraco-abdominal trauma and "membrane-force" loading can lead to craniocervical injury. This can also occur in short-statured occupants including children subjected to both types of loading. In more severe collisions, other factors, e.g., intrusion, steering column and seatbelt loading and other occupant compartment contacts, can contribute to trauma.

The effect of precrash velocity reduction on occupant response using a human body finite element model.

PubMed

Guleyupoglu, B; Schap, J; Kusano, K D; Gayzik, F S

2017-07-04

The objective of this study is to use a validated finite element model of the human body and a certified model of an anthropomorphic test dummy (ATD) to evaluate the effect of simulated precrash braking on driver kinematics, restraint loads, body loads, and computed injury criteria in 4 commonly injured body regions. The Global Human Body Models Consortium (GHBMC) 50th percentile male occupant (M50-O) and the Humanetics Hybrid III 50th percentile models were gravity settled in the driver position of a generic interior equipped with an advanced 3-point belt and driver airbag. Fifteen simulations per model (30 total) were conducted, including 4 scenarios at 3 severity levels: median, severe, and the U.S. New Car Assessment Program (U.S.-NCAP) and 3 extra per model with high-intensity braking. The 4 scenarios were no precollision system (no PCS), forward collision warning (FCW), FCW with prebraking assist (FCW+PBA), and FCW and PBA with autonomous precrash braking (FCW + PBA + PB). The baseline ΔV was 17, 34, and 56.4 kph for median, severe, and U.S.-NCAP scenarios, respectively, and were based on crash reconstructions from NASS/CDS. Pulses were then developed based on the assumed precrash systems equipped. Restraint properties and the generic pulse used were based on literature. In median crash severity cases, little to no risk (<10% risk for Abbreviated injury Scale [AIS] 3+) was found for all injury measures for both models. In the severe set of cases, little to no risk for AIS 3+ injury was also found for all injury measures. In NCAP cases, highest risk was typically found with No PCS and lowest with FCW + PBA + PB. In the higher intensity braking cases (1.0-1.4 g), head injury criterion (HIC), brain injury criterion (BrIC), and chest deflection injury measures increased with increased braking intensity. All other measures for these cases tended to decrease. The ATD also predicted and trended similar to the human body models predictions for both the median, severe, and NCAP cases. Forward excursion for both models decreased across median, severe, and NCAP cases and diverged from each other in cases above 1.0 g of braking intensity. The addition of precrash systems simulated through reduced precrash speeds caused reductions in some injury criteria, whereas others (chest deflection, HIC, and BrIC) increased due to a modified occupant position. The human model and ATD models trended similarly in nearly all cases with greater risk indicated in the human model. These results suggest the need for integrated safety systems that have restraints that optimize the occupant's position during precrash braking and prior to impact.

Head impact contact points for restrained child occupants.

PubMed

Arbogast, Kristy B; Wozniak, Samantha; Locey, Caitlin M; Maltese, Matthew R; Zonfrillo, Mark R

2012-01-01

Head injuries are the most common injuries sustained by children in motor vehicle crashes regardless of age, restraint, and crash direction. For rear seat occupants, the interaction of the subject with the seat back and the vehicle side interior structures has been previously highlighted. In order to advance this knowledge to the development of countermeasures, a summary of vehicle components that contributed to these injuries is needed. Therefore, the objective of this study was to create a contact map of the vehicle interior for head and face injuries to rear-seated restrained children in front crashes. The Crash Injury Research and Engineering Network (CIREN) was queried for rear-seated, restrained child occupants (age 0-15 years) in forward-facing child restraints, booster seats, or lap and shoulder belts who sustained an AIS2+ head and/or face injury in a frontal motor vehicle crash. Cases were analyzed to describe injury patterns and injury causation scenarios. A contact point map was developed to summarize the vehicle components related to injury causation of the head/face injury. Twenty-one cases met the combined inclusion and exclusion criteria. Seven of the child occupants were restrained in forward-facing child restraints, 2 in belt-positioning booster seats, and 12 in lap and shoulder belts. There were 28 head and 17 facial injuries. For left rear occupants, the most common contact point was the pillar in front of the occupant's seat row; that is, B-pillar for second-row occupants, indicating a leftward kinematics. For right rear occupants, due to differences in crash dynamics, the most common contact point location was the passenger's seat back, suggesting that these occupants moved predominantly forward. Contact points associated with head/face injury for restrained children 0 to 15 years in frontal crashes have been delineated. In a majority of the cases, the head/face injury was the most severe injury and severe injuries to other body regions were uncommon, suggesting that efforts to mitigate head injuries for these occupants would greatly improve their overall safety. The majority of the head/face contact points were to the first row seat back and B-pillar. In these frontal crashes, the importance of head/face contact with the vehicle side structure suggests that deploying a curtain air bag in frontal impacts may help manage the energy of impact. These data advance the current understanding of injury patterns and causation in frontal crashes involving restrained rear-row occupants and can be used to develop solutions to mitigate the injuries sustained. Copyright © 2012 Taylor & Francis Group, LLC

Design and Test of an Improved Crashworthiness Small Composite Airframe

NASA Technical Reports Server (NTRS)

Terry, James E.; Hooper, Steven J.; Nicholson, Mark

2002-01-01

The purpose of this small business innovative research (SBIR) program was to evaluate the feasibility of developing small composite airplanes with improved crashworthiness. A combination of analysis and half scale component tests were used to develop an energy absorbing airframe. Four full scale crash tests were conducted at the NASA Impact Dynamics Research Facility, two on a hard surface and two onto soft soil, replicating earlier NASA tests of production general aviation airplanes. Several seat designs and restraint systems including both an air bag and load limiting shoulder harnesses were tested. Tests showed that occupant loads were within survivable limits with the improved structural design and the proper combination of seats and restraint systems. There was no loss of cabin volume during the events. The analysis method developed provided design guidance but time did not allow extending the analysis to soft soil impact. This project demonstrated that survivability improvements are possible with modest weight penalties. The design methods can be readily applied by airplane designers using the examples in this report.

Pediatric Anthropometry

NASA Astrophysics Data System (ADS)

Klinich, Kathleen D.; Reed, Matthew P.

Anthropometry is the measurement of human size, shape, and physical capabilities. Most pediatric anthropometry data are gathered to describe child growth patterns, but data on body size, mass distribution, range of motion, and posture are used to develop crash test dummies and computational models of child occupants. Pediatric anthropometry data are also used to determine child restraint dimensions, so they will accommodate the applicable population of child occupants.

Alternatives to seclusion and restraint in psychiatry and in long-term care facilities for the elderly: perspectives of service users and family members.

PubMed

Gagnon, Marie-Pierre; Desmartis, Marie; Dipankui, Mylène Tantchou; Gagnon, Johanne; St-Pierre, Michèle

2013-01-01

There is growing interest in involving patients in decisions regarding healthcare technologies. This research project was conducted in collaboration with decision makers and health technology assessment agents in order to involve healthcare service users (and their loved ones) in the assessment of alternatives to seclusion and restraint in short-term psychiatric wards and long-term care facilities for the elderly. This paper explores the viewpoints and suggestions of service users and service users' families about alternatives to restraint and seclusion, as well as conditions under which they could be used among adults in short-term psychiatric care and residents in long-term care facilities. Using a semi-structured guide, we held eight focus groups: five with mental health service users and three with family members of elderly people in long-term care facilities. Focus group discussions were digitally recorded and transcribed verbatim, and we performed content analysis using NVivo 8 software. In both care environments, participants emphasized the importance of communicating with service users, as well as assessing their needs and their particular situation, for reducing the use of restraint and seclusion. A better welcome and accompaniment of people admitted for short-term psychiatric care emerged also as key approaches to reduce the use of restraint and seclusion. Long-term care facilities could also reduce the need for restraint and seclusion by creating a stimulating home environment and individualized occupational therapy programs. Participants in both groups suggested that caregivers other than healthcare staff could be more involved, especially peer-support workers in the case of psychiatric care and volunteers in the case of long-term care facilities. Participants suggested that changes were needed at a broader and more systemic level than simply replacing current measures of restraint and seclusion with alternative techniques. They favored an approach focused more on the person than on the techniques: they suggested that listening to and communicating with the service user could reduce the use of restraint and seclusion in both healthcare environments.

32 CFR 636.34 - Restraint systems.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 32 National Defense 4 2010-07-01 2010-07-01 true Restraint systems. 636.34 Section 636.34 National... Restraint systems. (a) Restraint systems (seat belts) will be worn by all operators and passengers of U.S. Government vehicles on or off the installations. (b) Restraint systems will be worn by all civilian personnel...

The Importance of Non Struck Side Occupants in Side Collisions

PubMed Central

Frampton, R. J.; Brown, R.; Thomas, P.; Fay, P.

1998-01-01

In a representative sample of tow-away side collisions from the UK Midlands, one third of front seat occupants were alone, on the struck side of the car. The other two thirds were either a non struck side occupant alone or two occupants sitting together. Occupant restraint, especially in perpendicular side impacts, was a notable factor in determining injury outcome for belted non struck side occupants. With both front seats occupied, there was a reduction in AIS 2+ injury to belted non struck side occupants due to a reduction in chest and lower limb injuries. Struck side occupants sustained increased injury rates to the extremities when accompanied by a belted non struck side occupant but no notable increases in moderate to serious injury to the head, chest, abdomen or pelvis.

The Use of a Vehicle Acceleration Exposure Limit Model and a Finite Element Crash Test Dummy Model to Evaluate the Risk of Injuries During Orion Crew Module Landings

NASA Technical Reports Server (NTRS)

Lawrence, Charles; Fasanella, Edwin L.; Tabiei, Ala; Brinkley, James W.; Shemwell, David M.

2008-01-01

A review of astronaut whole body impact tolerance is discussed for land or water landings of the next generation manned space capsule named Orion. LS-DYNA simulations of Orion capsule landings are performed to produce a low, moderate, and high probability of injury. The paper evaluates finite element (FE) seat and occupant simulations for assessing injury risk for the Orion crew and compares these simulations to whole body injury models commonly referred to as the Brinkley criteria. The FE seat and crash dummy models allow for varying the occupant restraint systems, cushion materials, side constraints, flailing of limbs, and detailed seat/occupant interactions to minimize landing injuries to the crew. The FE crash test dummies used in conjunction with the Brinkley criteria provides a useful set of tools for predicting potential crew injuries during vehicle landings.

Injury Patterns and Sources of Non-Ejected Occupants in Trip-Over Crashes: A Survey of NASS-CDS Database from 1997 to 2002

PubMed Central

Hu, Jingwen; Lee, Jong B.; Yang, King H.; King, Albert I.

2005-01-01

The objective of this study was to investigate the main injury patterns and sources of non-ejected occupants (i.e. no full/partial ejection) during trip-over crashes, using the NASS-CDS database. Specific injury types and sources of the head, chest, and neck were identified. Results from this study suggest that cerebrum injuries, especially subarachnoid hemorrhage, rib fractures, lung injuries, and cervical spine fractures need to be emphasized if cadaveric tests or numerical simulations are designed to study rollover injury mechanisms. The roof has been identified as the major source for head and neck injuries. However, changing the roof design alone is not likely to improve rollover safety. Instead, the belt restraint systems, passive airbags, roof structure, and new innovations need to be considered in a systematic manner to provide enhanced rollover occupant protection. PMID:16179144

Safety belt usage attitude study

DOT National Transportation Integrated Search

1979-02-01

Despite increasing evidence that occupant restraint laws are effective in getting people to wear safety belts and an extremely cost-effective measure for reducing highway deaths and injuries, strong opposition at the state-level has prevented passage...

Characterization of deformable materials in the THOR dummy

DOT National Transportation Integrated Search

2000-01-01

Methodologies used to characterize the mechanical behavior of various materials used in the construction of the crash test dummy called THOR (Test device for Human Occupant Restraint) are described. These materials include polyurethane, neoprene, and...

Investigation of crew restraint system biomechanics. Report for May 79-Mar 81

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

Phillips, N.S.; Thomson, R.A.; Fiscus, I.B.

1982-05-01

Experimental data were collected and analyses were performed to study the influence of the dynamic mechanical properties of restraint system components on human response to impact and restraint system haulback. Tests were accomplished to isolate the characteristics of the restraint system and the human body. Three restraint webbing materials were studied at varied strain rates. A pyrotechnically powered inertia reel was tested, but could not be analytically modeled successfully. Analytical models of the human and restraint system were used to study the influence of restraint material properties changes on human response parameters. An analytical model of a rhesus monkey wasmore » also used to study the efficacy of animal tests and scaling techniques to evaluate restraint systems for human use applications.« less

Reduced fatalities related to rear seat shoulder belts

PubMed Central

Robertson, L.

1999-01-01

Methods—During 1988–96, fatalities to rear outboard seat occupants of passenger cars, classified by age of occupant and vehicle curb weight were matched to data on model year in which shoulder belts became standard equipment. The same data were obtained from the same years on back seat occupants in crashes from the Crashworthiness Data System. Weighted regression was performed on death rates per occupants in crashes by belt equipment, occupant age, and vehicle weight for all occupants and occupants who claimed to be restrained. Results—The risk of death is significantly lower in vehicles equipped with shoulder belts, midsized to larger cars, and among children. Claimed child restraint use is higher in cars with shoulder belts and claimed use of shoulder belts is higher among adolescents and young adults but lower among those 35 and older. However, older occupants have lower death rates in shoulder belt equipped cars. Conclusions—Shoulder belts substantially reduce risk of death relative to lap belts at prevalent use rates in each age group. Belt effectiveness when used cannot be estimated precisely because of invalid claimed use, but the lowered rates among vehicles with shoulder belts indicates that effectiveness given prevalent use is far more efficacious than lap belts without shoulder belts. PMID:10323573

Age Appropriate Restraints for the Right Front Passenger

PubMed Central

Augenstein, J; Perdeck, E.; Digges, K.; Bahouth, G.

2007-01-01

This study applies NASS/CDS, GES and FARS data to examine occupant exposure plus injury and fatality rates for belted occupants in frontal crashes by seating position, age and gender. The NASS data was used to examine the distributions by crash severity. The GES data showed that when two elderly occupants (age 65+) were present, the female occupied the right front passenger position 73% of the time. A paired comparison analysis using FARS data showed that, for elderly occupants (age 65+), the fatality risk for elderly right front passengers is 42% higher than for elderly drivers. The NASS/CDS analysis found 74% of the seriously injured vulnerable passengers with MAIS 3+ injuries were in crashes less severe than 26 mph. This group of injured occupants was made up of 43% aged 50 and older and 42% younger females. The injury rates for the older (age 50+) right front passengers were 1.8 times the rates for the elderly drivers. These results suggest the need for more benign safety systems for the right front passenger that are appropriate for the lower injury tolerance of the predominant occupants of that seating position. PMID:18184503

Observed child restraint use in automobiles

PubMed Central

Williams, A.

1998-01-01

Visual observations were made on restraint use in occupants of 5050 automobiles containing at least one passenger less than 10 years of age, and short interviews were conducted with the drivers. Ninety three per cent of passengers less than 10 years old were not restrained. Eighty nine per cent of passengers 10 or older and 78% of the drivers were not restrained. Sixteen per cent of child motor vehicle restraint devices observed were not used, and 73% of those in use were not used correctly. Use of such devices declined sharply after age one. Although child passengers were more likely to be restrained if the driver was restrained, more than 75% of the children were not restrained when the driver was, even if the driver was the child's parent. PMID:9666374

Wheelchair and Occupant Restraint on School Buses

DOT National Transportation Integrated Search

1990-05-01

This report presents the findings of a literature survey, wheelchair hardware survey, wheelchair usage on school buses survey and assessment of current worldwide standards to address securement of wheelchairs on school buses and other modes of public...

76 FR 16472 - Consumer Information; Program for Child Restraint Systems; Correction

Federal Register 2010, 2011, 2012, 2013, 2014

2011-03-23

...-00062] Consumer Information; Program for Child Restraint Systems; Correction AGENCY: National Highway... caregivers find a child restraint system (``child safety seat'') that fits their vehicle. This document...-legal issues related to the Vehicle-Child Restraint System (CRS) Fit program, you may contact Ms...

Air bags: an update.

PubMed

Mikhail, J N; Huelke, D F

1997-10-01

Overwhelming evidence shows that air bags save lives and reduce morbidity associated with MVCs. The resulting benefits far outweigh the risks of air bag injury or death. Emergency nurses play a pivotal role in educating the public about active seat belt use in conjunction with passive restraint systems such as air bags. Air bags cannot be viewed as a single solution or panacea to occupant protection. Air bags are designed as supplemental devices to be used with seat belts and require the active participation of the user for maximum benefit and safety.

The Influence of Environment Geometry on Injury Outcome: I. Cervical Spine

NASA Astrophysics Data System (ADS)

Shaibani, Saami J.

2006-03-01

Previous studies with some 500 patients have indicated that the forces at particular injury sites of occupants in motor-vehicle accidents cannot be simply related to parameters for the occupant or the impact.[1-2] Another factor that might play a role is assessed in this research, namely passenger compartment geometry, which in most low-severity insults involves the seating arrangement and the restraint system. Analysis of the former is achieved here by considering the heights, lengths and angles of the seat cushion and seat back. The separate effect of geometric environment on the potential for neck injury is then found from studying only those cases with isometric occupants in isokinetic impacts. Such stringent constraints require the matching of numerous data fields, thus reducing the number of suitable candidates quite significantly. However, enough cases remain from the large population available for a proper evaluation to be undertaken. 1. Effect of occupant and impact factors on forces within neck, Bull Am Phys Soc, 45, 1018 (2000). 2. within low back, Bull Am Phys Soc, 46, 1174 (2001).

Experimental Injury Biomechanics of the Pediatric Thorax and Abdomen

NASA Astrophysics Data System (ADS)

Kent, Richard; Ivarsson, Johan; Maltese, Matthew R.

Motor vehicle crashes are the leading cause of death and injury for children in the United States. Pediatric anthropomorphic test devices (ATD) and computational models are important tools for the evaluation and optimization of automotive restraint systems for child occupants. The thorax interacts with the restraints within the vehicle, and any thoracic model must mimic this interaction in a biofidelic manner to ensure that restraint designs protect humans as intended. To define thoracic biofidelity for adults, Kroell et al. (1974) conducted blunt impacts to the thoraces of adult postmortem human subjects (PMHS), which have formed the basis for biofidelity standards for modern adult ATD thoraces (Mertz et al. 1989). The paucity of pediatric PMHS for impact research led to the development of pediatric model biofidelity requirements through scaling. Geometric scale factors and elastic moduli of skull and long bone have been used to scale the adult thoracic biofidelity responses to the 3-, 6-, and 10-year-old child (Irwin and Mertz 1997; Mertz et al. 2001; van Ratingen et al. 1997). There is currently a need for data that apply to the child without scaling, both for validation of scaling methods used in the past and to confirm the validity of the specifications currently used to develop models of the child.

Evaluation of advanced air bag deployment algorithm performance using event data recorders.

PubMed

Gabler, Hampton C; Hinch, John

2008-10-01

This paper characterizes the field performance of occupant restraint systems designed with advanced air bag features including those specified in the US Federal Motor Vehicle Safety Standard (FMVSS) No. 208 for advanced air bags, through the use of Event Data Recorders (EDRs). Although advanced restraint systems have been extensively tested in the laboratory, we are only beginning to understand the performance of these systems in the field. Because EDRs record many of the inputs to the advanced air bag control module, these devices can provide unique insights into the characteristics of field performance of air bags. The study was based on 164 advanced air bag cases extracted from NASS/CDS 2002-2006 with associated EDR data. In this dataset, advanced driver air bags were observed to deploy with a 50% probability at a longitudinal delta-V of 9 mph for the first stage, and at 26 mph for both inflator stages. In general, advanced air bag performance was as expected, however, the study identified cases of air bag deployments at delta-Vs as low as 3-4 mph, non-deployments at delta-Vs over 26 mph, and possible delayed air bag deployments.

Evaluation of Advanced Air Bag Deployment Algorithm Performance using Event Data Recorders

PubMed Central

Gabler, Hampton C.; Hinch, John

2008-01-01

This paper characterizes the field performance of occupant restraint systems designed with advanced air bag features including those specified in the US Federal Motor Vehicle Safety Standard (FMVSS) No. 208 for advanced air bags, through the use of Event Data Recorders (EDRs). Although advanced restraint systems have been extensively tested in the laboratory, we are only beginning to understand the performance of these systems in the field. Because EDRs record many of the inputs to the advanced air bag control module, these devices can provide unique insights into the characteristics of field performance of air bags. The study was based on 164 advanced air bag cases extracted from NASS/CDS 2002-2006 with associated EDR data. In this dataset, advanced driver air bags were observed to deploy with a 50% probability at a longitudinal delta-V of 9 mph for the first stage, and at 26 mph for both inflator stages. In general, advanced air bag performance was as expected, however, the study identified cases of air bag deployments at delta-Vs as low as 3-4 mph, non-deployments at delta-Vs over 26 mph, and possible delayed air bag deployments. PMID:19026234

Laboratory Reconstructions of Real World Frontal Crash Configurations using the Hybrid III and THOR Dummies and PMHS.

PubMed

Petitjean, Audrey; Lebarbe, Matthieu; Potier, Pascal; Trosseille, Xavier; Lassau, Jean-Pierre

2002-11-01

Load-limiting belt restraints have been present in French cars since 1995. An accident study showed the greater effectiveness in thorax injury prevention using a 4 kN load limiter belt with an airbag than using a 6 kN load limiter belt without airbag. The criteria for thoracic tolerance used in regulatory testing is the sternal deflection for all restraint types, belt and/or airbag restraint. This criterion does not assess the effectiveness of the restraint 4 kN load limiter belt with airbag observed in accidentology. To improve the understanding of thoracic tolerance, frontal sled crashes were performed using the Hybrid III and THOR dummies and PMHS. The sled configuration and the deceleration law correspond to those observed in the accident study. Restraint conditions evaluated are the 6 kN load-limiting belt and the 4 kN load-limiting belt with an airbag. Loads between the occupant and the sled environment were recorded. Various measurements (including thoracic deflections and head, thorax and pelvis accelerations and angular velocities on the dummies) characterize the dummy and PMHS behavior. PMHS anthropometry and injuries were noted. This study presents the test methodology and the results used to evaluate dummy ability to discriminate both restraint types and dummy measurement ability to be representative of thoracic injury risk for all restraint types. The injury results of the PMHS tests showed the same tendency as the accident study. Some of the criteria proposed in the literature did not show a better protection of the 4 kN load limiter belt with airbag restraint, in particular thoracic deflection maxima for both dummies. The four thoracic deflections measured on the THOR and Hybrid III dummies may allow more accurate analysis of the loading pattern and therefore of injury risk.

Evaluation of kinematics and injuries to restrained occupants in far-side crashes using full-scale vehicle and human body models.

PubMed

Arun, Mike W J; Umale, Sagar; Humm, John R; Yoganandan, Narayan; Hadagali, Prasanaah; Pintar, Frank A

2016-09-01

The objective of the current study was to perform a parametric study with different impact objects, impact locations, and impact speeds by analyzing occupant kinematics and injury estimations using a whole-vehicle and whole-body finite element-human body model (FE-HBM). To confirm the HBM responses, the biofidelity of the model was validated using data from postmortem human surrogate (PMHS) sled tests. The biofidelity of the model was validated using data from sled experiments and correlational analysis (CORA). Full-scale simulations were performed using a restrained Global Human Body Model Consortium (GHBMC) model seated on a 2001 Ford Taurus model using a far-side lateral impact condition. The driver seat was placed in the center position to represent a nominal initial impact condition. A 3-point seat belt with pretensioner and retractor was used to restrain the GHBMC model. A parametric study was performed using 12 simulations by varying impact locations, impacting object, and impact speed using the full-scale models. In all 12 simulations, the principal direction of force (PDOF) was selected as 90°. The impacting objects were a 10-in.-diameter rigid vertical pole and a movable deformable barrier. The impact location of the pole was at the C-pillar in the first case, at the B-pillar in the second case, and, finally, at the A-pillar in the third case. The vehicle and the GHBMC models were defined an initial velocity of 35 km/h (high speed) and 15 km/h (low speed). Excursion of the head center of gravity (CG), T6, and pelvis were measured from the simulations. In addition, injury risk estimations were performed on head, rib cage, lungs, kidneys, liver, spleen, and pelvis. The average CORA rating was 0.7. The shoulder belt slipped in B- and C-pillar impacts but somewhat engaged in the A-pillar case. In the B-pillar case, the head contacted the intruding struck-side structures, indicating higher risk of injury. Occupant kinematics depended on interaction with restraints and internal structures-especially the passenger seat. Risk analysis indicated that the head had the highest risk of sustaining an injury in the B-pillar case compared to the other 2 cases. Higher lap belt load (3.4 kN) may correspond to the Abbreviated Injury Scale (AIS) 2 pelvic injury observed in the B-pillar case. Risk of injury to other soft anatomical structures varied with impact configuration and restraint interaction. The average CORA rating was 0.7. In general, the results indicated that the high-speed impacts against the pole resulted in severe injuries, higher excursions followed by low-speed pole, high-speed moving deformable barrier (MDB), and low-speed MDB impacts. The vehicle and occupant kinematics varied with different impact setups and the latter kinematics were likely influenced by restraint effectiveness. Increased restraint engagement increased the injury risk to the corresponding anatomic structure, whereas ineffective restraint engagement increased the occupant excursion, resulting in a direct impact to the struck-side interior structures.

Results of Transport Canada's July 2001 survey of seat belt use in Canada

DOT National Transportation Integrated Search

2001-10-01

The National Occupant Restraint Program is an important element of Road Safety Vision 2010--an ambitious partnership approved by federal, provincial and territorial Ministers of Transport to make Canada's roads the safest in the world. The objective ...

The appropriate and inappropriate use of child restraint seats in Manitoba.

PubMed

Blair, John; Perdios, Angeliki; Babul, Shelina; Young, Kevin; Beckles, Janice; Pike, Ian; Cripton, Peter; Sasges, Debbie; Mulpuri, Krishore; Desapriya, Ediriweera

2008-09-01

The objective of this research was to describe the use and incorrect use of child restraint systems in Manitoba, Canada. In 2004, a team of inspectors made up of Royal Canadian Mounted Police officers and trained car seat technicians from the Manitoba child seat coalition conducted a descriptive survey of types and frequency of child restraint systems' incorrect use. The setting was 10 roadside inspection sites located around the city of Winnipeg, Manitoba. The subjects were parents and primary caregivers of children using child restraint systems. The main outcome measured was the reported appropriate use rate as determined by the compliance to safety standards for correct installation and use of child restraints. A total of 340 child restraint systems were assessed. The overall rate of incorrect use was 70%. The errors present in stage III systems (booster seats) are much lower than the errors present in stage I systems (rear-facing child safety seats) and stage II systems (forward-facing child safety seats). The data presented illustrate that incorrect use of child restraint systems in the province of Manitoba is a large problem and must be dealt with immediately in order to ensure child safety now and in the future. Community-wide information and enhanced enforcement campaigns, consisting of activities such as mass media, information and publicity, child restraint systems displays and special enforcement strategies (check points, dedicated law enforcement officials, alternative penalties) should be used to increase the correct use of child restraint systems. Failure to use child restraint systems properly can contribute to serious injury or death of a child.

Investigations of Crashes Involving Pregnant Occupants

PubMed Central

Klinich, Kathleen DeSantis; Schneider, Lawrence W.; Moore, Jamie L.; Pearlman, Mark D.

2000-01-01

Case reports of 16 crashes involving pregnant occupants are presented that illustrate the main conclusions of a crash-investigation program that includes 42 crashes investigated to date. Some unusual cases that are exceptions to the overall trends are also described. The study indicates a strong association between adverse fetal outcome and both crash severity and maternal injury. Proper restraint use, with and without airbag deployment, generally leads to acceptable fetal outcomes in lower severity crashes, while it does not affect fetal outcome in high-severity crashes. Compared to properly restrained pregnant occupants, improperly restrained occupants have a higher risk of adverse fetal outcome in lower severity crashes, which comprise the majority of all motor-vehicle collisions. PMID:11558095

Protection of children restrained in child safety seats in side impact crashes.

PubMed

Arbogast, Kristy B; Locey, Caitlin M; Zonfrillo, Mark R; Maltese, Matthew R

2010-10-01

The performance of child restraint systems (CRS) in side impact motor vehicle crashes has been under study due to the injury and fatality burden of these events. Although previous research has quantified injury risk or described injured body regions, safety advances require an understanding of injury causation. Therefore, the objective was to delineate injury causation scenarios for CRS-restrained children in side impacts and document probable contact points in the vehicle interior. Two in-depth crash investigation databases, the Crash Injury Research and Engineering Network and the Partners for Child Passenger Safety Study, were queried for rear-seated, CRS-restrained children in side impact crashes who sustained Abbreviated Injury Scale 2+ injury. These cases were reviewed by a multidisciplinary team of physicians and engineers to describe injury patterns, injury causation, and vehicle components that contributed to the injuries. Forty-one occupants (average age, 2.6 years) met the inclusion criteria. Twenty-four were near side to the crash, 7 were far side, and 10 were center seated. The most common injuries were to the skull and brain with an increasing proportion of skull fracture as age increased. Head and spine injuries without evidence of head contact were rare but present. All thoracic injuries were lung contusions and no rib fractures occurred. Near-side head and face contacts points were along the rear vertical plane of the window and the horizontal plane of the window sill. Head and face contact points for center- and far-side occupants were along the edges of the front seat back and front seat head restraint. Head injuries are the target for injury prevention for children in CRS in side impact crashes. Most of these injuries are due to the contact; for near-side occupants, contact with the CRS structure and the door interior, for far- or center-seated occupants, contact with the front seat back. These data are useful in developing both educational and technological interventions to reduce the burden of injury to these children.

Head impact mechanisms of a child occupant seated in a child restraint system as determined by impact testing.

PubMed

Yoshida, Ryoichi; Okada, Hiroshi; Nomura, Mitsunori; Mizuno, Koji; Tanaka, Yoshinori; Hosokawa, Naruyuki

2011-11-01

In side collision accidents, the head is the most frequently injured body region for child occupants seated in a child restraint system (CRS). Accident analyses show that a child's head can move out of the CRS shell, make hard contact with the vehicle interior, and thus sustain serious injuries. In order to improve child head protection in side collisions, it is necessary to understand the injury mechanism of a child in the CRS whose head makes contact with the vehicle interior. In this research, an SUV-to-car oblique side crash test was conducted to reconstruct such head contacts. A Q3s child dummy was seated in a CRS in the rear seat of the target car. The Q3s child dummy's head moved out beyond the CRS side wing, moved laterally, and made contact with the side window glass and the doorsill. It was demonstrated that the hard head contact, which produced a high HIC value, could occur in side collisions. A series of sled tests was carried out to reproduce the dummy kinematic behavior observed in the SUV-to-car crash test, and the sled test conditions such as sled angle, ECE seat slant angle and velocity-time history that duplicated the kinematic behavior were determined. A parametric study also was conducted with the sled tests; and it was found that the impact angle, harness slack, chest clip, and the CRS side wing shape affected the torso motion and head contact with the vehicle interior.

Occupant thorax response variations due to arm position and restraint systems in side impact crash scenarios.

PubMed

Gierczycka, Donata; Cronin, Duane S

2017-09-01

Recent epidemiological studies have identified that thoracic side airbags may vary in efficacy to reduce injury severity in side impact crash scenarios, while previous experimental and epidemiological studies have presented contrasting results. This study aimed to quantify the variations in occupant response in side impact conditions using a human body computational model integrated with a full vehicle model. The model was analyzed for a Moving Deformable Barrier side impact at 61km/h to assess two pre-crash arm positions, the incorporation of a seatbelt, and a thorax air bag on thorax response. The occupant response was evaluated using chest compression, the viscous criterion and thoracic spinal curvature. The arm position accounted for largest changes in the thorax response (106%) compared to the presence of the airbag and seatbelt systems (75%). It was also noted that the results were dependant on the method and location of thorax response measurement and this should be investigated further. Assessment using lateral displacement of the thoracic spine correlated positively with chest compression and Viscous Criterion, with the benefit of evaluating whole thorax response and provides a useful metric to compare occupant response for different side impact safety systems. The thoracic side airbag was found to increase the chest compression for the driving arm position (+70%), and reduced the injury metrics for the vertical arm position (-17%). This study demonstrated the importance of occupant arm position on variability in thoracic response, and provides insight for future design and optimization of side impact safety systems. Copyright © 2017 Elsevier Ltd. All rights reserved.

High mobility work station restraint support

NASA Technical Reports Server (NTRS)

Schermerhorn, R. S.

1971-01-01

Chair holds man in semistanding posture enabling astronauts to work comfortably with minimum restriction in weightless environment. Seat, angled at 130 deg to back support, twists and swivels up to 20 deg in all directions but forward. Two flexible thigh clips prevent occupant from slipping off.

American Academy of Pediatrics. Restraint use on aircraft. Committee on Injury and Poison Prevention.

PubMed

2001-11-01

Occupant protection policies for children younger than 2 years on aircraft are inconsistent with all other national policies on safe transportation. Children younger than 2 years are not required to be restrained or secured on aircraft during takeoff, landing, and conditions of turbulence. They are permitted to be held on the lap of an adult. Preventable injuries and deaths have occurred in children younger than 2 years who were unrestrained in aircraft during survivable crashes and conditions of turbulence. The American Academy of Pediatrics recommends a mandatory federal requirement for restraint use for children on aircraft. The Academy further recommends that parents ensure that a seat is available for all children during aircraft transport and follow current recommendations for restraint use for all children. Physicians play a significant role in counseling families, advocating for public policy mandates, and encouraging technologic research that will improve protection of children in aircraft.

Safely transporting children with autism spectrum disorder: evaluation and intervention.

PubMed

Yonkman, Janell; Lawler, Bryanna; Talty, Judith; O'Neil, Joseph; Bull, Marilyn

2013-01-01

The purpose of this study was to investigate transportation practices of caregivers who transport children diagnosed with autism spectrum disorders (ASD). We reviewed documented transportation evaluations of children with ASD. The evaluations were conducted by pediatric occupational therapists at an outpatient center of a large children's hospital. A review of 82 charts of patients diagnosed with ASD revealed that 74% of children with ASD were escaping their child safety restraint. More than 20% of parents reported that their child demonstrated aggressive or self-injurious behavior during travel, affecting not only their own safety but also that of others in the vehicle, including the driver. Escaping from a child restraint can be a life-threatening problem among children with ASD. Parents, caregivers, and health care professionals should be aware of services available from trained therapists, certified child passenger safety technicians, or both to maximize safety during personal travel in the family vehicle. Copyright © 2013 by the American Occupational Therapy Association, Inc.

Occupant kinematics of the Hybrid III, THOR-M, and postmortem human surrogates under various restraint conditions in full-scale frontal sled tests.

PubMed

Albert, Devon L; Beeman, Stephanie M; Kemper, Andrew R

2018-02-28

The objective of this research was to compare the occupant kinematics of the Hybrid III (HIII), THOR-M, and postmortem human surrogates (PMHS) during full-scale frontal sled tests under 3 safety restraint conditions: knee bolster (KB), knee bolster and steering wheel airbag (KB/SWAB), and knee bolster airbag and steering wheel airbag (KBAB/SWAB). A total of 20 frontal sled tests were performed with at least 2 tests performed per restraint condition per surrogate. The tests were designed to match the 2012 Toyota Camry New Car Assessment Program (NCAP) full-scale crash test. Rigid polyurethane foam surrogates with compressive strength ratings of 65 and 19 psi were used to simulate the KB and KBAB, respectively. The excursions of the head, shoulders, hips, knees, and ankles were collected using motion capture. Linear acceleration and angular velocity data were also collected from the head, thorax, and pelvis of each surrogate. Time histories were compared between surrogates and restraint conditions using ISO/TS 18571. All surrogates showed some degree of sensitivity to changes in restraint condition. For example, the use of a KBAB decreased the pelvis accelerations and the forward excursions of the knees and hips for all surrogates. However, these trends were not observed for the thorax, shoulders, and head, which showed more sensitivity to the presence of a SWAB. The average scores computed using ISO/TS 18571 for the HIII/PMHS and THOR-M/PMHS comparisons were 0.527 and 0.518, respectively. The HIII had slightly higher scores than the THOR-M for the excursions (HIII average = 0.574; THOR average = 0.520). However, the THOR-M had slightly higher scores for the accelerations and angular rates (HIII average = 0.471; THOR average = 0.516). The data from the current study showed that both KBABs and SWABs affected the kinematics of all surrogates during frontal sled tests. The results of the objective rating analysis indicated that the HIII and THOR-M had comparable overall biofidelity scores. The THOR-M slightly outperformed the HIII for the acceleration and angular velocity data. However, the HIII scored slightly better than the THOR-M for the excursion data. The most notable difference in biofidelity was for the knee excursions, where the HIII had a much higher average ISO score. Only the biofidelity of the HIII and THOR-M with regard to occupant kinematics was evaluated in this study; therefore, future work will evaluate the biofidelity of the ATDs in terms of lower extremity loading, thoracic response, and neck loading.

Prevalence of Exercise Addiction Symptomology and Disordered Eating in Australian Students Studying Nutrition and Dietetics.

PubMed

Rocks, Tetyana; Pelly, Fiona; Slater, Gary; Martin, Lisa Anne

2017-10-01

Previous research has reported the existence of disordered eating in students studying nutrition and dietetics. However, the occurrence of exercise addiction, previously linked to disordered eating, is poorly understood in this group. The main objective of this study was to explore the prevalence of self-reported symptoms of exercise addiction and the association with disordered eating in a sample of students studying nutrition and dietetics. A secondary objective was to compare the prevalence of exercise addiction to students enrolled in another health-related degree. We conducted a cross-sectional study in 165 undergraduate students. Participants were students of both sexes enrolled in nutrition and dietetics and occupational therapy degree programs at an Australian university in August 2013. Participants completed four validated questionnaires for assessment of exercise- and eating-related attitudes and behaviors measuring scores for exercise addiction, weekly volume of physical activity (PA), eating disorder symptoms, and cognitive restraint. Stretch stature and body mass were measured and body composition was assessed using dual energy x-ray absorptiometry. Independent t test, Mann-Whitney U test, and χ 2 test were completed to compare groups of students based on sex, degree, or eating attitudes. Spearman's correlation was performed to explore associations between continuous variables (exercise addiction scores, PA volume, and scores for eating attitudes and cognitive restraint). Approximately 23% of nutrition and dietetics students were found to be at risk of exercise addiction (20% females and 35% males; P=0.205), while the majority demonstrated some symptoms of exercise addiction. A similar proportion of at risk individuals was found in the female occupational therapy group (19%; P=1.000). In females (nutrition and dietetics and occupational therapy combined), the exercise addiction scores were associated with three other outcome measures: PA volume (r s =0.41; P<0.001), eating attitudes scores (r s =0.24; P=0.008), and cognitive restraint (r s =0.32; P<0.001). Comparative analysis indicated that female students with high cognitive restraint had greater exercise addiction scores than those with low cognitive restraint (20.3 [4.8] compared to 17.8 [4.2]; P=0.003). Results suggest high prevalence of exercise addiction in this sample of undergraduate health-related degree students and its link to amount of PA and disordered eating in females. Future research should include larger samples of both sexes to build the existing understanding on these maladaptive behaviors. Copyright © 2017 Academy of Nutrition and Dietetics. Published by Elsevier Inc. All rights reserved.

Parental practice of child car safety in Enugu, Southeast Nigeria.

PubMed

Ndu, K I; Ekwochi, U; Osuorah, D C; Ifediora, O C; Amadi, F O; Asinobi, I N; Okenwa, O W; Orjioke, J C; Ogbuka, F N; Ulasi, T O

2016-01-01

Child safety restraints and seat belts are regarded as the most successful safety and cost-effective protective devices available to vehicle occupants, which have saved millions of lives. This cross-sectional descriptive study evaluated the practice and use of child car restraints (CCRs) among 458 purposively selected respondents resident in two local government areas in Enugu State, Nigeria. Self-administered questionnaires were sent to parents of children attending private schools who owned a car. Chi-square and multivariate analyses were used to assess the determinants of the use of car restraints in children among respondents. In all, 56% and 45% of adults and children, respectively, used car restraints regularly. The awareness of child safety laws and actual use of age-appropriate CCRs among respondents was negatively and weakly correlated ( r =-0.121, P =0.310). Only respondent's use of seat belt during driving ( P =0.001) and having being cautioned for non-use of CCRs ( P =0.005) maintained significance as determinants of the use of CCRs in cars on multivariate analysis. The most frequent reasons given for the non-use of CCRs included the child being uncomfortable, 64 (31%); restraints not being important, 53 (26%), and restraints being too expensive, 32 (15%). Similarly, for irregular users, exceptions for non-use included the child being asleep (29%), inadequate number of CCRs (22%), and the child being sick (18%). There is a need for a strategy change to enforce the use of CCRs in Nigeria.

Protection of children in forward-facing child restraint systems during oblique side impact sled tests: Intrusion and tether effects.

PubMed

Hauschild, Hans W; Humm, John R; Pintar, Frank A; Yoganandan, Narayan; Kaufman, Bruce; Kim, Jinyong; Maltese, Matthew R; Arbogast, Kristy B

2016-09-01

Testing was conducted to quantify the kinematics, potential for head impact, and influence on head injury metrics for a center-seated Q3s in a forward-facing child restraint system (FFCRS) in oblique impacts. The influences of a tether and intruded door on these measures were explored. Nine lateral oblique sled tests were conducted on a convertible forward-facing child restraint seat (FFCRS). The FFCRSs were secured to a bench seat from a popular production small SUV at the center seating position utilizing the lower anchor and tether for children (LATCH). The vehicle seat was fixed on the sled carriage at 60° and 80° from full frontal (30° and 10° forward rotation from pure lateral) providing an oblique lateral acceleration to the Q3s and FFCRS. A structure simulating an intruded door was mounted to the near (left) side of vehicle seat. The sled input acceleration was the proposed FMVSS 213 lateral pulse scaled to a 35 km/h delta-V. Tests were conducted with and without the tether attached to the FFCRS. Results indicate the influence of the tether on kinematics and injury measures in oblique side impact crashes for a center- or far-side-seated child occupant. All tests without a tether resulted in head contact with the simulated door, and 2 tests at the less oblique angle (80°) with a tether also resulted in head contact. No head-to-door contact was observed in 2 tests utilizing a tether. High-speed video analysis showed that the head moved beyond the CRS head side wings and made contact with the simulated intruded door. Head injury criterion (HIC) 15 median values were 589 without the tether vs. 332 with the tether attached. Tests utilizing a tether had less lateral head excursion than tests without a tether (median 400 vs. 442 mm). These tests demonstrate the important role of the tether in controlling head excursion for center- or far-side-seated child occupants in oblique side impact crashes and limiting the head injury potential with an intruded door. The tether may not influence the kinematics of a near-side-seated occupant as strongly where the vehicle door or side structure interacts with the CRS and influences its motion. The results indicate that there may be an opportunity to improve child head kinematics and head protection in oblique side impacts through different CRS attachment methods and/or alternative vehicle side structure protection or padding.

Use of a pitch adjustable foot restraint system: Operator strength capability and load requirements

NASA Technical Reports Server (NTRS)

Wilmington, Robert P.; Poliner, Jeffrey; Klute, Glenn K.

1994-01-01

The zero-gravity environment creates a need for a proper human body restraint system to maintain a comfortable posture with less fatigue and to maximize productivity. In addition, restraint systems must be able to meet the loading demands of maintenance and assembly tasks performed on orbit. The shuttle's primary intravehicular astronaut restraint system is currently a foot loop design that attaches to flat surfaces on the shuttle, allowing for varying mounting locations and easy egress and ingress. However, this design does not allow for elevation, pitch, or foot loop length adjustment. Several prototype foot restraint systems are being evaluated for use aboard the space station and the space shuttle. The JSC Anthropometry and Biomechanics Laboratory initiated this study to quantify the maximum axial forces and moments that would be induced on a foot loop type of restraint while operators performed a torque wrench task, also allowing for angling the restraint pitch angle to study yet another effect. Results indicate that the greatest forces into the torque wrench and into the foot restraint system occur while the operator performs an upward effort. This study did not see any significant difference in the operators' force due to pitch orientation. Thus, in a work environment in which hand holds are available, no significant influence of the pitch angle on forces imparted to the restraint system existed.

The Role of Parents and Caregivers in Providing Safe Transportation for Occupants Seated in Wheelchairs

ERIC Educational Resources Information Center

Schneider, Lawrence W.; Manary, Miriam; Bertocci, Gina

2007-01-01

The responsibility for providing safe transportation for travelers seated in wheelchairs is shared by many stakeholders, including wheelchair and tiedown/restraint manufacturers, vehicle modifiers and equipment installers, transit providers, rehabilitation technology suppliers, wheelchair/seating clinicians, and even informed and responsible…

Crash protection of stock car racing drivers--application of biomechanical analysis of Indy car crash research.

PubMed

Melvin, John W; Begeman, Paul C; Faller, Ronald K; Sicking, Dean L; McClellan, Scott B; Maynard, Edwin; Donegan, Michael W; Mallott, Annette M; Gideon, Thomas W

2006-11-01

Biomechanical analysis of Indy car crashes using on-board impact recorders (Melvin et al. 1998, Melvin et al. 2001) indicates that Indy car driver protection in high-energy crashes can be achieved in frontal, side, and rear crashes with severities in the range of 100 to 135 G peak deceleration and velocity changes in the range of 50 to 70 mph. These crashes were predominantly single-car impacts with the rigid concrete walls of oval tracks. This impressive level of protection was found to be due to the unique combination of a very supportive and tight-fitting cockpit-seating package, a six-point belt restraint system, and effective head padding with an extremely strong chassis that defines the seat and cockpit of a modern Indy car. In 2000 and 2001, a series of fatal crashes in stock car racing created great concern for improving the crash protection for drivers in those racecars. Unlike the Indy car, the typical racing stock car features a more spacious driver cockpit due to its resemblance to the shape of a passenger car. The typical racing seat used in stock cars did not have the same configuration or support characteristics of the Indy car seat, and five-point belt restraints were used. The tubular steel space frame chassis of a stock car also differs from an Indy car's composite chassis structure in both form and mechanical behavior. This paper describes the application of results of the biomechanical analysis of the Indy car crash studies to the unique requirements of stock car racing driver crash protection. Sled test and full-scale crash test data using both Hybrid III frontal crash anthropomorphic test devices (ATDs) and BioSID side crash ATDs for the purpose of evaluating countermeasures involving restraint systems, seats and head/neck restraints has been instrumental in guiding these developments. In addition, the development of deformable walls for oval tracks (the SAFER Barrier) is described as an adjunct to improved occupant restraint through control of the crash forces acting on a racing car. NASCAR (National Association for Stock Car Auto Racing, Inc) implemented crash recording in stock car racing in its three national series in 2002. Data from 2925 crashes from 2002 through the 2005 season are summarized in terms of crash severity, crash direction, injury outcome, and protective system performance.

Automobile Collisions, Kinematics and Related Injury Patterns

PubMed Central

Siegel, A. W.

1972-01-01

It has been determined clinically that fatalities and injury severity resulting from automobile collisions have decreased during the last five years for low impact speeds. This reduction is a direct result of the application of biomechanics and occupant kinematics, as well as changes in automobile design. The paper defines terminology used in the field of mechanics and develops examples and illustrations of the physical concepts of acceleration, force strength, magnitude duration, rate of onset and others, as they apply to collision phenomena and injury. The mechanism of injury pattern reduction through the use of restraint systems is illustrated. PMID:5059661

Identification of safety belt restraint usage characteristics related to four- to thirteen-year-olds : [technical summary].

DOT National Transportation Integrated Search

2013-05-01

Even though overall level of safety on United Sates roadways has improved over the last few decades because of significant vehicle and occupant safety regulations and programs, further improvement is needed. In 2009, 33,808 fatalities and another 2.2...

Overview of the Transport Rotorcraft Airframe Crash Testbed (TRACT) Full Scale Crash Tests

NASA Technical Reports Server (NTRS)

Annett, Martin; Littell, Justin

2015-01-01

The Transport Rotorcraft Airframe Crash Testbed (TRACT) full-scale tests were performed at NASA Langley Research Center's Landing and Impact Research Facility in 2013 and 2014. Two CH-46E airframes were impacted at 33-ft/s forward and 25-ft/s vertical combined velocities onto soft soil, which represents a severe, but potentially survivable impact scenario. TRACT 1 provided a baseline set of responses, while TRACT 2 included retrofits with composite subfloors and other crash system improvements based on TRACT 1. For TRACT 2, a total of 18 unique experiments were conducted to evaluate Anthropomorphic Test Devices (ATD) responses, seat and restraint performance, cargo restraint effectiveness, patient litter behavior, and activation of emergency locator transmitters and crash sensors. Combinations of Hybrid II, Hybrid III, and ES-2 ATDs were placed in forward and side facing seats and occupant results were compared against injury criteria. The structural response of the airframe was assessed based on accelerometers located throughout the airframe and using three-dimensional photogrammetric techniques. Analysis of the photogrammetric data indicated regions of maximum deflection and permanent deformation. The response of TRACT 2 was noticeably different in the horizontal direction due to changes in the cabin configuration and soil surface, with higher acceleration and damage occurring in the cabin. Loads from ATDs in energy absorbing seats and restraints were within injury limits. Severe injury was likely for ATDs in forward facing passenger seats.

Occupant injury protection in automobile collisions.

PubMed

Peters, G A; Peters, B J

1999-12-01

Modern technology has produced automotive vehicles that have become both a luxury and a necessity in modern civilization. They have become highly useful, even more varied in form and function, and capable of high speeds on crowded roadways. One unfortunate consequence is the high frequency of accidents and the greater severity of injuries when collisions do occur. In response, modern technology has produced a variety of safety and health features, devices and designs intended for better occupant protection on in high speed vehicles. Injury reduction has become a prime design objective, but there are residual risks, which, as technology evolves, require effective communication to those risk. There can be little risk avoidance behavior without awareness of the hazards and effective communication to the vehicle occupant, as to what could and should be done for self-protection. For example, one out of three drivers apparently fails to understand the function of head restraints, few understand the 'safe zone' posture required for air bags and many believe safety features should be adjusted only for comfort. Some of the current residual injury producing problems in occupant systems are specifically described here in order to illustrate what is needed in terms of both design remedies and health promotion activities.

Kinematics and Shoulder Belt Position of Child Rear Seat Passengers during Vehicle Maneuvers

PubMed Central

Bohman, Katarina; Stockman, Isabelle; Jakobsson, Lotta; Osvalder, Anna-Lisa; Bostrom, Ola; Arbogast, Kristy B.

2011-01-01

Head impact to the seat back has been identified as one important injury causation scenario for seat belt restrained, head-injured children and previous research highlighted vehicle maneuvers prior to impact as possible contributing factors. The aim was to quantify kinematics of child occupants during swerving maneuvers focusing on the child’s lateral movement and seat belt position relative to the child’s shoulder. A study was conducted on a closed-circuit test track with 16 children aged 4–12, restrained in the rear seat of a modern passenger vehicle. A professional driving instructor drove at 50 km/h making sharp turns in a repeatable fashion, resulting in inboard motion of the children. The children were exposed to two turns in each of two restraint systems. Shorter children were on a booster or highback booster cushion. The taller children were seated on a booster cushion or with only a lap and shoulder seat belt. Four film cameras were fixed in the vehicle monitoring the child. Vehicle data were also collected. The seat belt slipped off the shoulder in 1 of 5 turns, varying by age and restraint type. Among shorter children, the belt slipped off in a majority of turns when seated on a booster cushion while the belt remained on the shoulder when seated on the highback booster cushion. Among taller children, the shoulder belt moved far laterally on the shoulder in half of the turns. This data provides valuable knowledge on possible pre-impact postures of children as a result of vehicle swerving maneuvers for a variety of restraint systems. PMID:22105379

Perception and biodynamics in unalerted precrash response.

PubMed

McGehee, Daniel V; Carsten, Oliver M J

2010-01-01

This research seeks to better understand unalerted driver response just prior to a serious vehicle crash. Few studies have been able to view a crash from the inside-with a camera focused on the driver and occupants. Four studies are examined: 1) a high-fidelity simulator study with an unalerted intersection incursion crash among 107 drivers; 2) four crashes from the Virginia Tech Transportation Institute (VTTI) 100 car study; 3) 58 crashes from vehicles equipped with an event triggered video recorder; and 4) a custom-designed high-fidelity simulator experiment that examined unalerted driver response to a head-on crash with a heavy truck. Analyses concentrate on decomposing driver perception, action, facial and postural changes with a focus on describing the neurophysiologic mechanisms designed to respond to danger. Results indicate that drivers involved in severe crashes generally have preview that an impact is about to occur. They respond first with vehicle control inputs (accelerator pedal release) along with facial state changes and withdrawal of the head back towards the head restraint. These responses frequently occur almost simultaneously, providing safety system designers with a number of reliable driver performance measures to monitor. Understanding such mechanisms may assist future advanced driver assistance systems (ADAS), advanced restraints, model development of advanced anthropomorphic test dummies (ATDs), injury prediction and the integration of active and passive safety systems.

Time to death analysis of road traffic accidents in relation to delta V, drunk driving, and restraint systems.

PubMed

Ju, Yonghan; Sohn, So Young

2014-01-01

The main goal of this research is to identify variables related to the expected time to death due to road traffic accidents (RTAs). Such research is expected to be useful in improving safety laws and regulations and developing new safety systems. The resulting information is crucial not only for reducing accident fatalities but for assessing related insurance policies. In this article, we analyze factors that are potentially associated with variation in the expected survival time after a road traffic accident using Weibull regression. In particular, we consider the association with alcohol involvement, delta V, and restraint systems. Our empirical results, obtained based on the NASS-CDS, indicate that the expected survival time for non-alcohol-impaired drivers is 3.23 times longer at a delta V of 50 km/h than that for alcohol-impaired drivers under the same conditions. In addition, it was observed that, even when occupants were alcohol-impaired, if they were protected by both air bags and seat belts, their expected survival time after an RTA increased 2.59-fold compared to alcohol-impaired drivers who used only seat belts. Our findings may be useful in improving road traffic safety and insurance policies by offering insights into the factors that reduce fatalities.

An investigation of child restraint/seatbelt usage in motor vehicles by Maori in Northland New Zealand.

PubMed

Brewin, M; Peters, T

2003-03-01

To investigate child restraint/seatbelt use by the indigenous (Maori) population in Northland New Zealand. Observational surveys were conducted at the two main car parks (McDonald's and the largest supermarket) to determine the number of passengers restrained, the type of restraints, and correct use. Observations were restricted to those who were obviously Maori, based upon the local knowledge of the observer. In addition, face to face questionnaires were administered to Maori whanau/caregivers involved in the care of two or more children for more than three days a week. A total of 788 participants were observed. Babies were those most likely to have all occupants restrained correctly (97%), followed by toddlers (66%), adults (56%), and school age children (48%); 138 interviews were conducted. Females (86%) were significantly more likely to ensure that all passengers were restrained on short journeys compared to males (67%; p<0.05). Respondents under 45 (80%) were significantly less likely to restrain child passengers compared to people aged 45 or older (91%; p<0.05). This study highlights the problem that larger families in this study had in providing correct child restraints for all their children.

32 CFR 636.34 - Restraint systems.

Code of Federal Regulations, 2014 CFR

2014-07-01

... ensuring the use of seat belts, shoulder restraints, and child restraining systems when applicable and may... for ensuring that their seat belts/shoulder restraints are used when applicable and may be cited for...

32 CFR 636.34 - Restraint systems.

Code of Federal Regulations, 2012 CFR

2012-07-01

... ensuring the use of seat belts, shoulder restraints, and child restraining systems when applicable and may... for ensuring that their seat belts/shoulder restraints are used when applicable and may be cited for...

Vertical Drop Testing and Analysis of the WASP Helicopter Skid Gear

NASA Technical Reports Server (NTRS)

Fuchs, Yvonne T.; Jackson, Karen E.

2008-01-01

Human occupant modeling and injury risk assessment have been identified as areas of research for improved prediction of rotorcraft crashworthiness within the NASA Aeronautics Program's Subsonic Rotary Wing Project. As part of this effort, an experimental program was conducted to assess the impact performance of a skid gear for use on the WASP kit-built helicopter, which is marketed by HeloWerks, Inc. of Hampton, Virginia. Test data from a drop test at an impact velocity of 8.4 feet-per-second were used to assess a finite element model of the skid gear test article. This assessment included human occupant analytic models developed for execution in LS-DYNA. The test article consisted of an aluminum skid gear mounted beneath a steel plate. A seating platform was attached to the upper surface of the steel plate, and two 95th percentile Hybrid III male Aerospace Anthropomorphic Test Devices (ATDs) were seated on the platform and secured using a four-point restraint system. The goal of the test-analysis correlation is to further the understanding of LS-DYNA ATD occupant models and responses in the vertical (or spinal) direction. By correlating human occupant experimental test data for a purely vertical impact with the LS-DYNA occupant responses, improved confidence in the use of these tools and better understanding of the limitations of the automotive-based occupant models for aerospace application can begin to be developed.

Vertical Drop Testing and Analysis of the WASP Helicopter Skid Gear

NASA Technical Reports Server (NTRS)

Fuchs, Yvonne T.; Jackson, Karen E.

2008-01-01

Human occupant modeling and injury risk assessment have been identified as areas of research for improved prediction of rotorcraft crashworthiness within the NASA Aeronautics Program s Subsonic Rotary Wing Project. As part of this effort, an experimental program was conducted to assess the impact performance of a skid gear for use on the WASP kit-built helicopter, which is marketed by HeloWerks, Inc. of Hampton, Virginia. Test data from a drop test at an impact velocity of 8.4 feet-per-second were used to assess a finite element model of the skid gear test article. This assessment included human occupant analytic models developed for execution in LS-DYNA. The test article consisted of an aluminum skid gear mounted beneath a steel plate. A seating platform was attached to the upper surface of the steel plate, and two 95th percentile Hybrid III male Aerospace Anthropomorphic Test Devices (ATDs) were seated on the platform and secured using a four-point restraint system. The goal of the test-analysis correlation is to further the understanding of LS-DYNA ATD occupant models and responses in the vertical (or spinal) direction. By correlating human occupant experimental test data for a purely vertical impact with the LS-DYNA occupant responses, improved confidence in the use of these tools and better understanding of the limitations of the automotive-based occupant models for aerospace application can begin to be developed.

The relationship between dietary intake and energy availability, eating attitudes and cognitive restraint in students enrolled in undergraduate nutrition degrees.

PubMed

Rocks, Tetyana; Pelly, Fiona; Slater, Gary; Martin, Lisa Anne

2016-12-01

The aim of this research was to explore the relationship of total energy and macronutrient intake, energy balance and energy availability to eating attitudes and cognitive restraint in students enrolled in undergraduate nutrition degrees. Energy and micronutrient intake was assessed in 63 students (n = 50 nutrition, and n = 13 occupation therapy degrees; n = 51 females, n = 12 males) using three 24-h dietary recalls. Energy requirements were calculated based on measured resting metabolic rate, estimated exercise energy expenditure, and dietary induced thermogenesis. Body composition was assessed using dual energy x-ray absorptiometry. Eating attitudes and cognitive restraint were measured using previously validated tools. Eighteen percent of nutrition students were classified as having low energy availability (<30 kcal kgFFM -1 d -1 ) and 38% were in negative energy balance. Eating attitudes and cognitive restraint were not associated with total energy or macronutrient intake. However, female nutrition students with high cognitive restraint had greater exercise energy expenditure and thus lower energy availability than those with low cognitive restraint (371 (302) kcal d -1 compared to 145 (206) kcal d -1 , P < 0.01, and 35 (7) kcal d -1 compared to 41 (10) kcal d -1 of fat free mass, P = 0.005). Additionally, in females, disordered eating attitudes and cognitive restraint negatively correlated with energy availability (r s  = -0.37, P = 0.02 and r s  = -0.51, P < 0.01 respectively). There were no differences in outcomes between nutrition and non-nutrition students. The current study suggests that those students with disordered eating attitudes and cognitive restraint may be controlling their energy balance through exercise, as opposed to restricting food intake. Copyright © 2016 Elsevier Ltd. All rights reserved.

An Injury Severity-, Time Sensitivity-, and Predictability-Based Advanced Automatic Crash Notification Algorithm Improves Motor Vehicle Crash Occupant Triage.

PubMed

Stitzel, Joel D; Weaver, Ashley A; Talton, Jennifer W; Barnard, Ryan T; Schoell, Samantha L; Doud, Andrea N; Martin, R Shayn; Meredith, J Wayne

2016-06-01

Advanced Automatic Crash Notification algorithms use vehicle telemetry measurements to predict risk of serious motor vehicle crash injury. The objective of the study was to develop an Advanced Automatic Crash Notification algorithm to reduce response time, increase triage efficiency, and improve patient outcomes by minimizing undertriage (<5%) and overtriage (<50%), as recommended by the American College of Surgeons. A list of injuries associated with a patient's need for Level I/II trauma center treatment known as the Target Injury List was determined using an approach based on 3 facets of injury: severity, time sensitivity, and predictability. Multivariable logistic regression was used to predict an occupant's risk of sustaining an injury on the Target Injury List based on crash severity and restraint factors for occupants in the National Automotive Sampling System - Crashworthiness Data System 2000-2011. The Advanced Automatic Crash Notification algorithm was optimized and evaluated to minimize triage rates, per American College of Surgeons recommendations. The following rates were achieved: <50% overtriage and <5% undertriage in side impacts and 6% to 16% undertriage in other crash modes. Nationwide implementation of our algorithm is estimated to improve triage decisions for 44% of undertriaged and 38% of overtriaged occupants. Annually, this translates to more appropriate care for >2,700 seriously injured occupants and reduces unnecessary use of trauma center resources for >162,000 minimally injured occupants. The algorithm could be incorporated into vehicles to inform emergency personnel of recommended motor vehicle crash triage decisions. Lower under- and overtriage was achieved, and nationwide implementation of the algorithm would yield improved triage decision making for an estimated 165,000 occupants annually. Copyright © 2016. Published by Elsevier Inc.

78 FR 77554 - Reports, Forms and Record Keeping Requirements; Agency Information Collection Activity Under OMB...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-12-23

... information described is the ``Consolidated Child Restraint System Registration, Labeling and Defect...: National Highway Traffic Safety Administration Title: Consolidated Child Restraint System Registration... the Federal motor vehicle safety standard for child restraint systems (CRSs) to expand its...

45 CFR 1310.11 - Child Restraint Systems.

Code of Federal Regulations, 2014 CFR

2014-10-01

... 45 Public Welfare 4 2014-10-01 2014-10-01 false Child Restraint Systems. 1310.11 Section 1310.11..., DEPARTMENT OF HEALTH AND HUMAN SERVICES THE ADMINISTRATION FOR CHILDREN, YOUTH AND FAMILIES, HEAD START PROGRAM HEAD START TRANSPORTATION Transportation Requirements § 1310.11 Child Restraint Systems. (a...

45 CFR 1310.11 - Child Restraint Systems.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 45 Public Welfare 4 2010-10-01 2010-10-01 false Child Restraint Systems. 1310.11 Section 1310.11..., DEPARTMENT OF HEALTH AND HUMAN SERVICES THE ADMINISTRATION FOR CHILDREN, YOUTH AND FAMILIES, HEAD START PROGRAM HEAD START TRANSPORTATION Transportation Requirements § 1310.11 Child Restraint Systems. (a...

45 CFR 1310.11 - Child Restraint Systems.

Code of Federal Regulations, 2013 CFR

2013-10-01

... 45 Public Welfare 4 2013-10-01 2013-10-01 false Child Restraint Systems. 1310.11 Section 1310.11..., DEPARTMENT OF HEALTH AND HUMAN SERVICES THE ADMINISTRATION FOR CHILDREN, YOUTH AND FAMILIES, HEAD START PROGRAM HEAD START TRANSPORTATION Transportation Requirements § 1310.11 Child Restraint Systems. (a...

45 CFR 1310.11 - Child Restraint Systems.

Code of Federal Regulations, 2011 CFR

2011-10-01

... 45 Public Welfare 4 2011-10-01 2011-10-01 false Child Restraint Systems. 1310.11 Section 1310.11..., DEPARTMENT OF HEALTH AND HUMAN SERVICES THE ADMINISTRATION FOR CHILDREN, YOUTH AND FAMILIES, HEAD START PROGRAM HEAD START TRANSPORTATION Transportation Requirements § 1310.11 Child Restraint Systems. (a...

45 CFR 1310.11 - Child Restraint Systems.

Code of Federal Regulations, 2012 CFR

2012-10-01

... 45 Public Welfare 4 2012-10-01 2012-10-01 false Child Restraint Systems. 1310.11 Section 1310.11..., DEPARTMENT OF HEALTH AND HUMAN SERVICES THE ADMINISTRATION FOR CHILDREN, YOUTH AND FAMILIES, HEAD START PROGRAM HEAD START TRANSPORTATION Transportation Requirements § 1310.11 Child Restraint Systems. (a...

Factors affecting consumer acceptance and use of child restraint systems

DOT National Transportation Integrated Search

1982-01-01

The causes of consumer satisfaction or dissatisfaction with child restraint systems were studied, and factors contributing to non-use and misuse were identified. Thirty-two families used several different child restraint models for extended periods, ...

Keeping our children safe in motor vehicles: knowledge, attitudes and practice among parents in Kuwait regarding child car safety.

PubMed

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

2013-01-01

Child safety restraints can reduce risk of death and decrease injury severity from road traffic crashes; however, knowledge about restraints and their use in Kuwait is limited. A cross-sectional, self-administered survey about child car safety was used among a convenience sample of parents of children aged 18 years or younger at five Kuwaiti university campuses. Of 552 respondents, over 44% have seated a child in the front seat and 41.5% have seated a child in their lap while driving. Few parents are aware of and fewer report using the appropriate child restraint; e.g., 36% of parents of infants recognised an infant seat and 26% reported using one. Over 70% reported wearing seat belts either "all of the time" (33%) or "most of the time" (41%). This new information about parents' knowledge and practice regarding child car seat use in Kuwait can inform interventions to prevent child occupant injury and death.

Evaluation of Vehicle-Based Crash Severity Metrics.

PubMed

Tsoi, Ada H; Gabler, Hampton C

2015-01-01

Vehicle change in velocity (delta-v) is a widely used crash severity metric used to estimate occupant injury risk. Despite its widespread use, delta-v has several limitations. Of most concern, delta-v is a vehicle-based metric which does not consider the crash pulse or the performance of occupant restraints, e.g. seatbelts and airbags. Such criticisms have prompted the search for alternative impact severity metrics based upon vehicle kinematics. The purpose of this study was to assess the ability of the occupant impact velocity (OIV), acceleration severity index (ASI), vehicle pulse index (VPI), and maximum delta-v (delta-v) to predict serious injury in real world crashes. The study was based on the analysis of event data recorders (EDRs) downloaded from the National Automotive Sampling System / Crashworthiness Data System (NASS-CDS) 2000-2013 cases. All vehicles in the sample were GM passenger cars and light trucks involved in a frontal collision. Rollover crashes were excluded. Vehicles were restricted to single-event crashes that caused an airbag deployment. All EDR data were checked for a successful, completed recording of the event and that the crash pulse was complete. The maximum abbreviated injury scale (MAIS) was used to describe occupant injury outcome. Drivers were categorized into either non-seriously injured group (MAIS2-) or seriously injured group (MAIS3+), based on the severity of any injuries to the thorax, abdomen, and spine. ASI and OIV were calculated according to the Manual for Assessing Safety Hardware. VPI was calculated according to ISO/TR 12353-3, with vehicle-specific parameters determined from U.S. New Car Assessment Program crash tests. Using binary logistic regression, the cumulative probability of injury risk was determined for each metric and assessed for statistical significance, goodness-of-fit, and prediction accuracy. The dataset included 102,744 vehicles. A Wald chi-square test showed each vehicle-based crash severity metric estimate to be a significant predictor in the model (p < 0.05). For the belted drivers, both OIV and VPI were significantly better predictors of serious injury than delta-v (p < 0.05). For the unbelted drivers, there was no statistically significant difference between delta-v, OIV, VPI, and ASI. The broad findings of this study suggest it is feasible to improve injury prediction if we consider adding restraint performance to classic measures, e.g. delta-v. Applications, such as advanced automatic crash notification, should consider the use of different metrics for belted versus unbelted occupants.

Quantifying the relationship between vehicle interior geometry and child restraint systems.

PubMed

Sherwood, C P; Abdelilah, Y; Crandall, J R

2006-01-01

The prevention of interactions of children or child restraints with other vehicle structures is critical to child passenger safety. Fifteen current vehicles and seven rear and forward facing child restraint systems were measured in an attempt to quantify the available distance between child restraints and these vehicle structures. Rear facing child restraints exhibited such small amounts of clearance that contact would be expected in the majority of frontal crashes. Upper tethers are critical in the prevention of head contact, while head contact is likely when the upper tether is not used.

Reducing Motor Vehicle-Related Injuries at an Arizona Indian Reservation: Ten Years of Application of Evidence-Based Strategies

PubMed Central

Piontkowski, Stephen R; Peabody, Jon S; Reede, Christine; Velascosoltero, José; Tsatoke, Gordon; Shelhamer, Timothy; Hicks, Kenny R

2015-01-01

Unintentional injury is a significant public health burden for American Indians and Alaska Natives and was the leading cause of death among those aged 1 to 44 years between 1999 and 2004. Of those deaths, motor vehicle-related deaths cause the most mortality, justifying the need for intervention at an American Indian Reservation in Arizona (United States). We describe motor vehicle injury prevention program operations from 2004 through 2013. This community-based approach led by a multidisciplinary team primarily comprised of environmental public health and law enforcement personnel implemented evidence-based strategies to reduce the impact of motor vehicle-related injuries and deaths, focusing on reducing impaired driving and increasing occupant restraint use. Strategies included: mass media campaigns to enhance awareness and outreach; high-visibility sobriety checkpoints; passing and enforcing 0.08% blood alcohol concentration limits for drivers and primary occupant restraint laws; and child car seat distribution and education. Routine monitoring and evaluation data showed a significant 5% to 7% annual reduction of motor vehicle crashes (MVCs), nighttime MVCs, MVCs with injuries/fatalities, and nighttime MVCs with injuries/fatalities between 2004 and 2013, but the annual percent change in arrests for driving under the influence (DUI) was not significant. There was also a 144% increase in driver/front seat passenger seat belt use, from 19% in 2011 before the primary occupant restraint law was enacted to 47% during the first full year of enforcement (2013). Car seat checkpoint data also suggested a 160% increase in car seat use, from less than 20% to 52% in 2013. Implementation of evidence-based strategies in injury prevention, along with employment of key program approaches such as strong partnership building, community engagement, and consistent staffing and funding, can narrow the public health disparity gap experienced among American Indian and Alaska Native communities. PMID:26681708

Full body restraint system

NASA Technical Reports Server (NTRS)

Ryder, Susan (Inventor)

1990-01-01

A body restraint system (30) allows the user's body (10) to be in the zero gravity neutral posture. The system (30) includes a waist restraint (32) in the form of a curved, padded unit (34) containing a retractable belt (36) coiled on a spring loaded capstan (38) with a buckle (40) extending from front (42) of the unit (34). A second belt (44) is fastened around the user's waist (16). A clasp (46) is configured to engage the buckle (40). The waist restraint (32) is positioned near foot restraints (52). The foot restraints (52) have foot platforms (59) with pads (60) of a suitable two part attaching material, such as the fasteners available from Minnesota Mining and Manufacturing Company under the trademark Scotchmate Duallock. A mating pad (62) of the material is provided on soles (64) of cotton net shoes (66).

Evaluation of the five-year Bloomberg Philanthropies Global Road Safety Program in the Russian Federation.

PubMed

Gupta, S; Paichadze, N; Gritsenko, E; Klyavin, V; Yurasova, E; Hyder, A A

2017-03-01

Road traffic injuries are a leading cause of morbidity and mortality in the world. In Russia, a road safety program was implemented in Lipetskaya and Ivanovskaya oblasts (regions) as part of a 10-country effort funded by Bloomberg Philanthropies. The program was focused on increasing seat belt and child restraint use and reducing speeding. The primary goals of this monitoring and evaluation study are to assess trends in seat belt use, child restraint use, and speed compliance in the two oblasts over the 5 years and to explore the overall impact of the program on road traffic injury and death rates. Primary data via roadside observations and interviews, and secondary data from official government sources were collected and analyzed for this study. Our results indicate significant improvements in seat belt wearing and child seat use rates and in prevalence of speeding in both intervention oblasts. The observations were consistent with the results from the roadside interviews. In Lipetskaya, restraint use by all occupants increased from 52.4% (baseline, October 2010) to 77.4% (final round, October 2014) and child restraint use increased from 20.9% to 54.1% during the same period. In Ivanovskaya, restraint use by all occupants increased from 48% (baseline, April 2012) to 88.7% (final round, October 2014) and child restraint use increased from 20.6% to 89.4% during the same period. In Lipetskaya, the overall prevalence of speeding (vehicles driving above speed limit) declined from 47.0% (baseline, July 2011) to 30.4% (final round, October 2014) and a similar pattern was observed in Ivanovskaya where the prevalence of speeding decreased from 54.6% (baseline, March 2012) to 46.6% (final round, October 2014). Through 2010-2014, the road traffic crash and injury rates per 100,000 population decreased in Lipetskaya oblast (191.5 and 246.9 in 2010 and 170.4 and 208.6 in 2014, respectively) and slightly increased in Ivanovskaya oblast (184.4 and 236.0 in 2010 and 186.7 and 243.4 in 2014, respectively). These road safety improvements are associated with the program that enabled a combined focus on policy reform, legislation, enforcement, advocacy, education, and data collection and use. However, the existence of other road safety efforts, lack of data from comparable regions, and unavailability of risk factor-specific data make it difficult to attribute these changes to the program. Copyright © 2016. Published by Elsevier Ltd.

Evaluation of restraint system concepts for the Japanese Experiment Module flight demonstration

NASA Technical Reports Server (NTRS)

Sampaio, Carlos E.; Fleming, Terence F.; Stuart, Mark A.; Backemeyer, Lynn A.

1995-01-01

The current International Space Station configuration includes a Japanese Experiment Module which relies on a large manipulator and a smaller dexterous manipulator to operate outside the pressurized environment of the experiment module. The module's flight demonstration is a payload that will be mounted in the aft flight deck on STS-87 to evaluate a prototype of the dexterous manipulator. Since the payload operations entail two 8-hour scenarios on consecutive days, adequate operator restraint at the workstation will be critical to the perceived success or failure of the payload. Simulations in reduced gravity environment on the KC-135A were the only way to evaluate the restraint systems and workstation configuration. Two astronaut and two non-astronaut operators evaluated the Advanced Lower Body Extremities Restraint Test and a foot loop restraint system by performing representative tasks at the workstation in each of the two restraint systems; at the end of each flight they gave their impressions of each system and the workstation. Results indicated that access to the workstation switch panels was difficult and manipulation of the hand controllers forced operators too low for optimal viewing of the aft flight deck monitors. The workstation panel should be angled for better visibility, and infrequently used switches should be on the aft flight deck panel. Pitch angle and placement of the hand controllers should optimize the operator's eye position with respect to the monitors. The lower body restraint was preferred over the foot loops because it allowed operators to maintain a more relaxed posture during long-duration tasks, its height adjustability allowed better viewing of aft flight deck monitors, and it provided better restraint for reacting forces imparted on the operator at the workstation. The foot loops provide adequate restraint for the flight demonstration tasks identified. Since results will impact the design of the workstation, both restraints should be flown and used during operation of the flight demonstration payload to evaluate the effect of restraint during long-duration tasks.

The impact of safety belt use on liver injuries in motor vehicle crashes: the importance of motor vehicle safety systems.

PubMed

Holbrook, Troy Lisa; Hoyt, David B; Eastman, A Brent; Sise, Michael J; Kennedy, Frank; Velky, Tom; Conroy, Carol; Pacyna, Sharon; Erwin, Steve

2007-08-01

Liver injuries (LIs) are one of the most serious and common consequences of motor vehicle crashes (MVCs). In the unstable patient, early detection of LI based on clinical suspicion will improve acute trauma care and outcomes. The specific objectives of this analysis are to identify crash scene and occupant risk factors for LI from MVC. Crash Injury Research and Engineering Network data were used to identify risk factors for LI; age, sex, safety belt use, air bag deployment, DeltaV (change in velocity), principal direction of force, vehicle crush, and intrusion. Occupants with LI were compared with four control groups without LI; (1) no abdominal (ABD) injury (NO_ABD), (2) any ABD (ANY_ABD), (3) ABD Abbreviated Injury Scale score of 1 to 2 (ABD_1-2), and (4) ABD Abbreviated Injury Scale score of 3 or more (ABD_3+). LI occupants were compared with each control group and odds ratios (OR) for risk of LI were computed. There were 311 Crash Injury Research and Engineering Network subjects aged 5 or more years with LI. The total mean Injury Severity Score was 37.6. LI was strongly and significantly associated with safety belt restraint use without air bag deployment, compared with each control group: Liver injury - restrained + air bag not deployed versus (1) NO_ABD, N = 1,519; OR = 4.4, (2) ANY_ABD, N = 317; OR = 2.6, (3) ABD_1 to 2, N = 155; OR = 3.1, (4) ABD_3+, N = 217; OR = 2.4 (p < 0.001). This association was independent of driver or passenger status and principal direction of force. LIs were also strongly and significantly associated with greater vehicle interior intrusion. LIs were strongly associated with a safety belt restraint in use in the absence of air bag deployment during MVC. This data may have profound importance to the trauma surgeon as an early indicator for LI during resuscitation. These findings also have important implications for future research efforts to improve safety systems in motor vehicles and reduce morbidity and mortality from MVCs in the United States.

Evaluation of the Second Transport Rotorcraft Airframe Crash Testbed (TRACT 2) Full Scale Crash Test

NASA Technical Reports Server (NTRS)

Annett, Martin; Littell, Justin

2015-01-01

Two Transport Rotorcraft Airframe Crash Testbed (TRACT) full-scale tests were performed at NASA Langley Research Center's Landing and Impact Research Facility in 2013 and 2014. Two CH-46E airframes were impacted at 33-ft/s forward and 25-ft/s vertical combined velocities onto soft soil, which represents a severe, but potentially survivable impact scenario. TRACT 1 provided a baseline set of responses, while TRACT 2 included retrofits with composite subfloors and other crash system improvements based on TRACT 1. For TRACT 2, a total of 18 unique experiments were conducted to evaluate ATD responses, seat and restraint performance, cargo restraint effectiveness, patient litter behavior, and activation of emergency locator transmitters and crash sensors. Combinations of Hybrid II, Hybrid III, and ES-2 Anthropomorphic Test Devices (ATDs) were placed in forward and side facing seats and occupant results were compared against injury criteria. The structural response of the airframe was assessed based on accelerometers located throughout the airframe and using three-dimensional photogrammetric techniques. Analysis of the photogrammetric data indicated regions of maximum deflection and permanent deformation. The response of TRACT 2 was noticeably different in the longitudinal direction due to changes in the cabin configuration and soil surface, with higher acceleration and damage occurring in the cabin. Loads from ATDs in energy absorbing seats and restraints were within injury limits. Severe injury was likely for ATDs in forward facing passenger seats.

76 FR 35266 - Reports, Forms and Record Keeping Requirements; Agency Information Collection Activity Under OMB...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-06-16

... ``Consolidated Child Restraint System Registration, Labeling and Defect Notification.'' (OMB Control Number: 2127... Traffic Safety Administration. Title: Consolidated Child Restraint System Registration, Labeling and... collection. Abstract: Child restraint manufacturers are required to provide an owner's registration card for...

Injury risk among children in motor vehicle crashes: older versus younger drivers.

PubMed

Bromfield, Samantha G; McGwin, Gerald

2014-11-01

To explore the relationship between injury risk among child occupants involved in motor vehicle collisions according to the age of the vehicle driver. The National Automotive Sampling System Crashworthiness Data System 2000-2009 (n = 10 797) was used to identify demographic, vehicle-, collision- and injury-related characteristics among motor vehicle collision occupants ≤15 years of age. The association between the age of the driver (older vs. younger, defined as individuals <50 years of age vs. individuals ≥50 years of age, respectively) and injury occurrence was estimated using logistic regression adjusting for the potentially confounding effect of occupant, vehicle and collision characteristics. Of the child occupants in motor vehicle collisions, 2.9% were driving with an older driver, and approximately 2.9% were injured while driving with a younger driver (odds ratio 1.03; 95% confidence interval 0.55-1.91). After adjusting for child occupant age, gender, restraint use, seat position and vehicle type, there remained no significant association between the age of the driver (older vs. younger) and the risk of injury (odds ratio 0.92; 95% confidence interval 0.49-1.74). These findings add to the body of literature indicating no difference in injury risk found among children when considering the age of the driver. Research is needed to ascertain the association and further evaluate characteristics more specific to the relationship being explored in this study. © 2014 The Authors. Journal of Paediatrics and Child Health © 2014 Paediatrics and Child Health Division (Royal Australasian College of Physicians).

Evaluation of a community-wide incentive program to promote safety restraint use.

PubMed

Foss, R D

1989-03-01

A program was designed and evaluated to determine the feasibility of implementing an incentive campaign to promote safety restraint use, primarily among children up to age 13. During a five-month period, community residents were eligible to win monthly prizes and a grand prize by buckling up all automobile occupants when driving. Systematic monitoring of traffic and a telephone survey indicate that the program was minimally effective, reaching the attention of only about half the families with children in the community despite extensive advertising. Effects of the program on seat belt use closely paralleled airing of radio announcements, appear to have been confined primarily to children under age four, and tailed off somewhat after the initial response.

[Awareness of the risk of air bag-associated injuries essential].

PubMed

Björnstig, Ulf; Haraldsson, Per-Olle; Polland, Werner; Sandström, Thomas

2002-07-11

Restraint systems, such as air bags and seat belts with pretensioners, reduce effectively the risk of serious injuries of car occupants. However, this equipment may have some adverse effects. In a frontal air bag deployment the cushion expands with a speed of about 200 km/h towards the driver. A person within the expansion zone, i.e. within 20 centimetres from the steering wheel hub, may experience a considerable injury risk. Short people, pregnant women and people "out of normal position" are especially at risk, as well as paramedics exposed for accidentally deployed air bags during rescue work. The gas generator in the air bag produces nitrogen in a chemical process. However, small amounts of NaOH (caustic soda) may leak out of the gas generator and may contaminate eyes and wounds and cause injuries and delay healing. The air bag gases may provoke an asthmatic attack in sensible individuals and a few will experience a hearing loss, often in the range of 4,000-6,000 Hz, from the sound impulse that may reach a level of 170 dB. Correct handling, based on a familiarity of the effects and side effects of modern restraint systems, would minimise the risk of adverse effects of this safety equipment.

Biomechanical analysis of occupant kinematics in rollover motor vehicle accidents: dynamic spit test.

PubMed

Sances, Anthony; Kumaresan, Srirangam; Clarke, Richard; Herbst, Brian; Meyer, Steve

2005-01-01

A better understanding of occupant kinematics in rollover accidents helps to advance biomechanical knowledge and to enhance the safety features of motor vehicles. While many rollover accident simulation studies have adopted the static approach to delineate the occupant kinematics in rollover accidents, very few studies have attempted the dynamic approach. The present work was designed to study the biomechanics of restrained occupants during rollover accidents using the steady-state dynamic spit test and to address the importance of keeping the lap belt fastened. Experimental tests were conducted using an anthropometric 50% Hybrid III dummy in a vehicle. The vehicle was rotated at 180 degrees/second and the dummy was restrained using a standard three-point restraint system. The lap belt of the dummy was fastened either by using the cinching latch plate or by locking the retractor. Three configurations of shoulder belt harness were simulated: shoulder belt loose on chest with cinch plate, shoulder belt under the left arm and shoulder belt behind the chest. In all tests, the dummy stayed within the confinement of the vehicle indicating that the securely fastened lap belt holds the dummy with dynamic movement of 3 1/2" to 4". The results show that occupant movement in rollover accidents is least affected by various shoulder harness positions with a securely fastened lap belt. The present study forms a first step in delineating the biomechanics of occupants in rollover accidents.

Parametric analysis of occupant ankle and tibia injuries in frontal impact

PubMed Central

Mo, Fuhao; Jiang, Xiaoqing; Duan, Shuyong; Xiao, Zhi; Shi, Wei

2017-01-01

Objective Non-fatal tibia and ankle injuries without proper protection from the restraint system has gotten wide attention from researchers. This study aimed to investigate occupant tibia and ankle injuries under realistic frontal impact environment that is rarely considered in previous experimental and simulant studies. Methods An integrated occupant-vehicle model was established by coupling an isolated car cab model and a hybrid occupant model with a biofidelic pelvis-lower limb model, while its loading conditions were extracted from the realistic full-frontal impact test. A parametric study was implemented concerning instrument panel (IP) design and pedal intrusion/rotation parameters. Results The significant influences of the IP angle, pedal intrusion and pedal rotation on tibia axial force, tibia bending moment and ankle dorsiflexion angle are noted. By coupling their effects, a new evaluation index named CAIEI (Combined Ankle Injury Evaluation Index) is established to evaluate ankle injury (including tibia fractures in ankle region) risk and severity in robustness. Conclusions Overall results and analysis indicate that ankle dorsiflexion angle should be considered when judging the injury in lower limb under frontal impact. Meanwhile, the current index with coupling effects of tibia axial force, bending moment and ankle dorsiflexion angle is in a good correlation with the simulation injury outcomes. PMID:28910377

Perception and Biodynamics in Unalerted Precrash Response

PubMed Central

McGehee, Daniel V.; Carsten, Oliver M.J.

2010-01-01

This research seeks to better understand unalerted driver response just prior to a serious vehicle crash. Few studies have been able to view a crash from the inside—with a camera focused on the driver and occupants. Four studies are examined: 1) a high-fidelity simulator study with an unalerted intersection incursion crash among 107 drivers; 2) four crashes from the Virginia Tech Transportation Institute (VTTI) 100 car study; 3) 58 crashes from vehicles equipped with an event triggered video recorder; and 4) a custom-designed high-fidelity simulator experiment that examined unalerted driver response to a head-on crash with a heavy truck. Analyses concentrate on decomposing driver perception, action, facial and postural changes with a focus on describing the neurophysiologic mechanisms designed to respond to danger. Results indicate that drivers involved in severe crashes generally have preview that an impact is about to occur. They respond first with vehicle control inputs (accelerator pedal release) along with facial state changes and withdrawal of the head back towards the head restraint. These responses frequently occur almost simultaneously, providing safety system designers with a number of reliable driver performance measures to monitor. Understanding such mechanisms may assist future advanced driver assistance systems (ADAS), advanced restraints, model development of advanced anthropomorphic test dummies (ATDs), injury prediction and the integration of active and passive safety systems. PMID:21050614

Motor vehicle seat belt restraint system analysis during rollover.

PubMed

Meyer, Steven E; Hock, Davis; Forrest, Stephen; Herbst, Brian; Sances, Anthony; Kumaresan, Srirangam

2003-01-01

The multi-planar and multiple impact long duration accident sequence of a real world rollover results in multidirectional vehicle acceleration pulses and multiplanar occupant motions not typically seen in a planar crash sequence. Various researchers have documented that, while contemporary production emergency locking seatbelt retractors (ELRs) have been found to be extremely effective in the planar crashes in which they are extensively evaluated, when subjected to multi-planar acceleration environments their response may be different than expected. Specifically, accelerations in the vertical plane have been shown to substantially affect the timeliness of the retractors inertial sensor moving out of its neutral position and locking the seat belt. An analysis of the vehicle occupant motions relative to the acceleration pulses sensed at the retractor location indicates a time phase shift that, under certain circumstances, can result in unexpected seat belt spool out and occupant excursions in these multi-planar, multiple impact crash sequences. This paper will review the various previous studies focusing on the retractors response to these multidirectional, including vertical, acceleration environments and review statistical studies based upon U.S. government collected data indicating a significant difference in belt usage rates in rollover accidents as compared to all other planar accident modes. A significant number of real world accident case studies will be reviewed wherein the performance of ELR equipped seatbelt systems spooled out. Finally, the typical occupant injury and the associated mechanism due to belt spool out in real world accidents will be delineated.

Good Enough for the X-38, but Made for Commercial Aircraft

NASA Technical Reports Server (NTRS)

2001-01-01

Aircraft Belts, Inc. (ABI), of Kemah, Texas, was looking for a way to ensure the safety of its customers by developing a thorough test system for aviation restraint systems. Previous safety restraint test methods did not properly measure the load distribution placed on the restraints, leaving an unknown factor in meeting safety standards. ABI needed to improve its testing methods and update its test equipment. Through a partnership with NASA's Johnson Space Center Technical Outreach Program, the need was met. With the assistance of NASA engineers, ABI developed a hydraulic test system that provides the consumer with in-depth data about the load placed on the restraint system throughout the duration of the test. The old systems were only able to detect if the belts could sustain the applied force and could not target the problem of providing load data. In comparison, the new system modeled after the one used by NASA, can collect data that tells exactly what went wrong with belts that break and why. Depending on the test requirements of various restraint components, the system can exert a subjected force ranging from merely a few pounds to thousands. The test force can be applied to an entire safety restraint system or to its individual parts, including, stitching, webbing, and hardware.

32 CFR 636.34 - Restraint systems.

Code of Federal Regulations, 2011 CFR

2011-07-01

... vehicle is responsible for ensuring the use of seat belts, shoulder restraints, and child restraining... age of 16) are responsible for ensuring that their seat belts/shoulder restraints are used when...

32 CFR 636.34 - Restraint systems.

Code of Federal Regulations, 2013 CFR

2013-07-01

... vehicle is responsible for ensuring the use of seat belts, shoulder restraints, and child restraining... age of 16) are responsible for ensuring that their seat belts/shoulder restraints are used when...

75 FR 53734 - Reports, Forms, and Recordkeeping Requirements; Agency Information Collection Activity Under OMB...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-09-01

... Restraint Anchorage Systems), in order to provide another, easier method of attaching a child restraint to... take to improve child passenger safety. In addition, NTHSA will publish the findings of this research... observational data on correct and incorrect use of child restraint systems in passenger vehicles, as well as...

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...

Whole-body kinematic and dynamic response of restrained PMHS in frontal sled tests.

PubMed

Forman, Jason; Lessley, David; Kent, Richard; Bostrom, Ola; Pipkorn, Bengt

2006-11-01

The literature contains a wide range of response data describing the biomechanics of isolated body regions. Current data for the validation of frontal anthropomorphic test devices and human body computational models lack, however, a detailed description of the whole-body response to loading with contemporary restraints in automobile crashes. This study presents data from 14 frontal sled tests describing the physical response of postmortem human surrogates (PMHS) in the following frontal crash environments: A) (5 tests) driver position, force-limited 3-point belt plus airbag restraint (FLB+AB), 48 km/h deltaV. B) (3 tests) passenger position, FLB+AB restraint, 48 km/h deltaV. C) (3 tests) passenger position, standard (not force-limited) 3-point belt plus air bag restraint (SB+AB), 48 km/h deltaV. D) (3 tests) passenger position, standard 3-point belt restraint (SB), 29 km/h deltaV. Reported data include x-axis and z-axis (SAE occupant reference frame) accelerations of the head, spine (upper, middle, and lower), and pelvis; rate of angular rotation of the head about y-axis; displacements of the head, upper spine, pelvis and knee relative to the vehicle buck; and deformation contours of the upper and lower chest. A variety of kinematic trends are identified across the different test conditions, including a decrease in head and thorax excursion and a change in the nature of the excursion in the driver position compared to the passenger position. Despite this increase in forward excursion when compared to the driver's side FLB+AB tests, the passenger's side FLB+AB tests resulted in greater peak thoracic (T8) x-axis accelerations (passenger's side -29 g; driver's side -22 g;) and comparable maximum chest deflection (passenger's side - 23+/-3.1% of the undeformed chest depth; driver's side - 23+/-5.6%; ). In the 48 km/h passenger's side tests, the head excursion associated with the force-limiting belt system was approximately 15% greater than that for a standard belt system in tests that were otherwise identical. This was accompanied by a decrease in chest deflection of approximately 20% with the force-limiting system. Despite the decrease in test speed, the 29 km/h passenger's side tests with standard (not force-limiting) 3-point belt restraints resulted in maximum chest deflection (16+/-5.6% average) comparable to that observed in the 48 km/h, FLB+AB, driver's side tests (21+/-3.1% average). Finally, forward head excursion was slightly higher in the 29 km/h passenger's side tests (33+/-1.1 cm average) than in the 48 km/h driver's side tests (27+/-3.7 cm average), and was lower than that in the 48 km/h FLB+AB (58+/-4.4 cm average) and SB+AB (46+/-2.1 cm average) passenger's side tests.

Backset and cervical retraction capacity among occupants in a modern car.

PubMed

Jonsson, Bertil; Stenlund, Hans; Svensson, Mats Y; Björnstig, Ulf

2007-03-01

The horizontal distance between the back of the head and the frontal of the head restraint (backset) and rearward head movement relative to the torso (cervical retraction) were studied in different occupant postures and positions in a modern car. A stratified randomized population of 154 test subjects was studied in a Volvo V70 year model 2003 car, in driver, front passenger, and rear passenger position. In each position, the subjects adopted (i) a self-selected posture, (ii) a sagging posture, and (iii) an erect posture. Cervical retraction, backset, and vertical distance from the top of the head restraint to the occipital protuberance in the back of the head of the test subject were measured. These data were analyzed using repeated measures ANOVA and linear regression analysis with a significance level set to p < 0.05. In the self-selected posture, the average backset was 61 mm for drivers, 29 mm for front passengers, and 103 mm for rear passengers (p < 0.001). Women had lower mean backset (40 mm) than men (81 mm), particularly in the self-selected driving position. Backset was larger and cervical retraction capacity lower in the sagging posture than in the self-selected posture for occupants in all three occupant positions. Rear passengers had the largest backset values. Backset values decreased with increased age. The average cervical retraction capacity in self-selected posture was 35 mm for drivers, 30 mm for front passengers, and 33 mm for rear passengers (p < 0.001). Future design of rear-end impact protection may take these study results into account when trying to reduce backset before impact. Our results might be used for future development and use of BioRID manikins and rear-end tests in consumer rating test programs such as Euro-NCAP.

Human Kinematics During Non-Collinear Low Velocity Rear End Collisions

PubMed Central

McConnell, Whitman E.; Guzman, Herbert M.; Krenrich, Scott W.; Bomar, John B.; Harding, Richard M.; Raddin, James H.; Funk, James R.; Smith, Darrin A.

2003-01-01

Non-collinear low velocity rear end (LVRE) collision human kinematics have not previously been studied. Occupant head and neck motions during twenty similar non-collinear (15 and 30 degree angle) left rear end collisions were analyzed for five male test subjects alternately positioned in the left and right front seats of the struck vehicle. Displacement-time and acceleration data for occupant, seat, and vehicles were determined by 3D motion analyses and linear accelerometer outputs. The dynamics of the struck vehicle at 6.0 to 9.3 kph (3.8 to 5.8 mph) delta-V showed an initial period of yaw, even when the rear tires did not lose traction with the pavement. The brief yaw seen during the 15 degree impacts was accompanied by early relative rightward movement of the vehicle’s seat and seatback behind the stationary test subject: the subjects subsequently engaged the left region of the seatback and head restraint. A more pronounced yaw accompanied the loss of rear tire traction during the 30 degree tests, and resulted in occupant contact/loading further toward the left edge of the seat back and head restraint. For a given striking vehicle velocity, the impact severity in terms of head acceleration and changes in head velocity were significantly lower (p<0.05) at vehicle impact angles of 30 degrees compared with 15 degrees. Clinically, there were only minor short-term symptoms and no long-term symptoms observed in these angled impacts. PMID:12941242

Comfort and convenience analysis of advanced restraint systems

DOT National Transportation Integrated Search

1975-08-25

Five restraint systems were evaluated in terms of comfort and convenience by ten subjects. Statistical analysis of particular questions and system comparisons uncovered potential problems. The standard lap and shoulder belt system (1974 Chevrolet Imp...

The Eastern European experience on occupational skin diseases. Make underreporting an issue?

PubMed

Moldovan, H R; Voidazan, S T; John, S M; Weinert, P; Moldovan, G; Vlasiu, M A; Szasz, Z A; Tiplica, G S; Szasz, S; Marin, A C; Salavastru, C M

2017-06-01

While legislation in most of the Eastern European countries is nowadays widely harmonized with the legal safety and health provisions of Western countries, there is still a sustained resistance to the notification of occupational skin diseases (OSD). The aim of the study was to identify the main barriers in notification and recognition of OSD in 22 Eastern European countries. An online survey was administered to key persons in the field of occupational safety and health in 22 Eastern European countries. Multiple variables of the notification system were studied, including clinical, organizational and educational issues. The main causes of underreporting OSD are ineffective enforcement of occupational safety and health legislation, contractual relationship employer-employee, long duration of the notifying process, restrictions of the notification systems in terms of who is entitled to notify an OSD, ineffective regulations in regards to the pre-employment and periodical medical examination, ineffective compensation schemes, restraints and hesitations, mainly from the doctors, inappropriate mentalities - fear of losing the jobs, fining of the employers by the authorities, stigmatization of the workers with OSD, additional costs for employers, stakeholders' lack of interest in notifying, lack of guidelines and protocols and lack of preventive programmes. The most valuable method for a proper recognition of OSD is to increase the awareness of physicians involved in the management of OSD (occupational physicians, GPs, dermatologists), as well as employers and workers. There is an urgent need to improve national legislation, to develop and promote adequate preventive programmes, emphasizing ethical, legal, economical and psychological aspects in order to achieve an increased recognition and a real reporting of OSD, and to enforce an international action plan for Eastern Europe in order to improve the notification of OSD. © 2017 European Academy of Dermatology and Venereology.

Establishment and validation for the theoretical model of the vehicle airbag

NASA Astrophysics Data System (ADS)

Zhang, Junyuan; Jin, Yang; Xie, Lizhe; Chen, Chao

2015-05-01

The current design and optimization of the occupant restraint system (ORS) are based on numerous actual tests and mathematic simulations. These two methods are overly time-consuming and complex for the concept design phase of the ORS, though they're quite effective and accurate. Therefore, a fast and directive method of the design and optimization is needed in the concept design phase of the ORS. Since the airbag system is a crucial part of the ORS, in this paper, a theoretical model for the vehicle airbag is established in order to clarify the interaction between occupants and airbags, and further a fast design and optimization method of airbags in the concept design phase is made based on the proposed theoretical model. First, the theoretical expression of the simplified mechanical relationship between the airbag's design parameters and the occupant response is developed based on classical mechanics, then the momentum theorem and the ideal gas state equation are adopted to illustrate the relationship between airbag's design parameters and occupant response. By using MATLAB software, the iterative algorithm method and discrete variables are applied to the solution of the proposed theoretical model with a random input in a certain scope. And validations by MADYMO software prove the validity and accuracy of this theoretical model in two principal design parameters, the inflated gas mass and vent diameter, within a regular range. This research contributes to a deeper comprehension of the relation between occupants and airbags, further a fast design and optimization method for airbags' principal parameters in the concept design phase, and provides the range of the airbag's initial design parameters for the subsequent CAE simulations and actual tests.

Driver kinematic and muscle responses in braking events with standard and reversible pre-tensioned restraints: validation data for human models.

PubMed

Osth, Jonas; Olafsdóttir, Jóna Marín; Davidsson, Johan; Brolin, Karin

2013-11-01

The objectives of this study are to generate validation data for human models intended for simulation of occupant kinematics in a pre-crash phase, and to evaluate the effect of an integrated safety system on driver kinematics and muscle responses. Eleven male and nine female volunteers, driving a passenger car on ordinary roads, performed maximum voluntary braking; they were also subjected to autonomous braking events with both standard and reversible pre-tensioned restraints. Kinematic data was acquired through film analysis, and surface electromyography (EMG) was recorded bilaterally for muscles in the neck, the upper extremities, and lumbar region. Maximum voluntary contractions (MVCs) were carried out in a driving posture for normalization of the EMG. Seat belt positions, interaction forces, and seat indentions were measured. During normal driving, all muscle activity was below 5% of MVC for females and 9% for males. The range of activity during steady state braking for males and females was 13-44% in the cervical and lumbar extensors, while antagonistic muscles showed a co-contraction of 2.3-19%. Seat belt pre-tension affects both the kinematic and muscle responses of drivers. In autonomous braking with standard restraints, muscle activation occurred in response to the inertial load. With pre-tensioned seat belts, EMG onset occurred earlier; between 71 ms and 176 ms after belt pre-tension. The EMG onset times decreased with repeated trials and were shorter for females than for males. With the results from this study, further improvement and validation of human models that incorporate active musculature will be made possible.

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.

Child restraint systems for civil aircraft.

DOT National Transportation Integrated Search

1978-03-01

Child restraint systems have been developed to provide protection to children involved in automobile crashes. These systems are not yet approved for use in civil aircraft. Six typical systems were exposed to controlled impacts on a test sled to simul...

Children restraint systems for civil aircraft.

DOT National Transportation Integrated Search

1978-03-01

Child restraint systems have been developed to provide protection to children involved in automobile crashes. These systems are not yet approved for use in civil aircraft. Six typical systems were exposed to controlled impacts on a test sled to simul...

PubMed Central

1988-01-01

To help reduce the number of deaths and injuries caused by vehicle accidents on Canadian roads, the CMA has for several years made recommendations on a wide range of vehicle safety standards. Since the 1960s the association has urged the provinces to enact mandatory seatbelt legislation, although it was not until 1976 that the first two provinces (Ontario and Quebec) did so. The CMA believes that the nonuse of restraint systems should be considered contributory negligence in the event of an accident producing injury to vehicle occupants. It has urged governments to approve and promote appropriate child restraint systems and to require the legislated provision of suitable and standardized tether anchorage. To increase the conspicuousness of motor vehicles the association has advocated the introduction of daytime running lights in all new vehicles. In 1965 the CMA recommended that motorcyclists wear approved helmets; indeed, it believes that there is no medical reason that would justify exemption from wearing a helmet. The CMA has also made several recommendations on safety standards for mopeds, all-terrain vehicles, minivans and light trucks and has encouraged its provincial divisions to form highway safety committees. As well as recognizing the importance of appropriate and enforced vehicle safety standards in reducing the rates of death and injury, the CMA has recommended and supported legislation aimed at decreasing the incidence of drinking and driving (Can Med Assoc J 1985; 133:806A).

Effectiveness of child safety seats vs seat belts in reducing risk for death in children in passenger vehicle crashes.

PubMed

Elliott, Michael R; Kallan, Michael J; Durbin, Dennis R; Winston, Flaura K

2006-06-01

To provide an estimate of benefit, if any, of child restraint systems over seat belts alone for children aged from 2 through 6 years. Cohort study. A sample of children in US passenger vehicle crashes was obtained from the National Highway Transportation Safety Administration by combining cases involving a fatality from the US Department of Transportation Fatality Analysis Reporting System with a probability sample of cases without a fatality from the National Automotive Sampling System. Children in tow-away [corrected] crashes occurring between 1998 and 2003. Use of child restraint systems (rear-facing and forward-facing car seats, and shield and belt-positioning booster seats) vs seat belts. Potentially confounding variables included seating position, vehicle type, model year, driver and passenger ages, and driver survival status. Death of child passengers from injuries incurred during the crash. Compared with seat belts, child restraints, when not seriously misused (eg, unattached restraint, child restraint system harness not used, 2 children restrained with 1 seat belt) were associated with a 28% reduction in risk for death (relative risk, 0.72; 95% confidence interval, 0.54-0.97) in children aged 2 through 6 years after adjusting for seating position, vehicle type, model year, driver and passenger ages, and driver survival status. When including cases of serious misuse, the effectiveness estimate was slightly lower (21%) (relative risk, 0.79; 95% confidence interval, 0.59-1.05). Based on these findings as well as previous epidemiological and biomechanical evidence for child restraint system effectiveness in reducing nonfatal injury risk, efforts should continue to promote use of child restraint systems through improved laws and with education and disbursement programs.

Crash safety concerns for out-of-position occupant postures: A look toward safety in highly automated vehicles.

PubMed

McMurry, Timothy L; Poplin, Gerald S; Shaw, Greg; Panzer, Matthew B

2018-04-09

Highly automated vehicle occupants will all be passengers and may be free to ride while in postures for which existing occupant safety systems such as seat belts and airbags were not originally designed. These occupants could therefore face increased risk of injury when a crash occurs. Given that current vehicles are capable of supporting a variety of occupant postures outside of the normal design position, such as reclined or turned passengers, an evaluation of current field data was performed to better understand the risks of being out of position. We investigated the frequency, demographics, and injury outcomes for out-of-position occupants using NASS-CDS. A matched analysis was performed to compare injury outcomes for out-of-position passengers with in-position drivers involved in similar crashes. Finally, case studies for out-of-position occupants were examined in the Crash Injury Research (CIREN) database. Only 0.5% of occupants in NASS-CDS with a coded posture were out of position at the time of crash. Of the out-of-position occupants, being turned or seated sideways was almost as likely as being reclined. Out-of-position occupants were younger and less likely to be belted than their in-position counterparts. Analysis of the injury data indicated a trend that being out of position was associated with an elevated risk for serious injury. However, the number of out-of-position occupants was too small to provide a definitive or statistically significant conclusion on injury outcome. Though highly automated vehicles may eventually reduce the number of crashes and traffic fatalities in the future, there will be a transition period when these vehicles remain at risk from collisions with human-driven vehicles. These crashes could cause higher than anticipated rates of injury if occupants are less likely to be belted or tend to be in positions for which restraints are not optimized. This study highlights the need for future research on occupant response and countermeasure design for out-of-position occupants.

An Examination of the U.S. Regional Airline Policies Regarding Child Restraint Systems

NASA Technical Reports Server (NTRS)

Carstenson, Larry; Sluti, Donald; Luedtke, Jacqueline

2000-01-01

A prior study examined the policies of U.S. air carriers with regard to the use of infant restraint systems on board commercial aircraft. This study expands on that earlier study by examining the policies of commuter air carriers in the United States regarding the use of infant restraint systems. The management policy of the commuter air carriers has been investigated and officials of the commuter air carriers were surveyed to determine how the carriage of infants onboard their aircraft varied among commuter airlines. The topics investigated included seat space for infants, restraint systems for infants, and amenities for infant passengers. The results of this study have been analyzed to ascertain if any recommendations can be made to the commuter airlines regarding the carriage of infants onboard their aircraft.

Adjustable, physiological ventricular restraint improves left ventricular mechanics and reduces dilatation in an ovine model of chronic heart failure.

PubMed

Ghanta, Ravi K; Rangaraj, Aravind; Umakanthan, Ramanan; Lee, Lawrence; Laurence, Rita G; Fox, John A; Bolman, R Morton; Cohn, Lawrence H; Chen, Frederick Y

2007-03-13

Ventricular restraint is a nontransplantation surgical treatment for heart failure. The effect of varying restraint level on left ventricular (LV) mechanics and remodeling is not known. We hypothesized that restraint level may affect therapy efficacy. We studied the immediate effect of varying restraint levels in an ovine heart failure model. We then studied the long-term effect of restraint applied over a 2-month period. Restraint level was quantified by use of fluid-filled epicardial balloons placed around the ventricles and measurement of balloon luminal pressure at end diastole. At 4 different restraint levels (0, 3, 5, and 8 mm Hg), transmural myocardial pressure (P(tm)) and indices of myocardial oxygen consumption (MVO2) were determined in control (n=5) and ovine heart failure (n=5). Ventricular restraint therapy decreased P(tm) and MVO2, and improved mechanical efficiency. An optimal physiological restraint level of 3 mm Hg was identified to maximize improvement without an adverse affect on systemic hemodynamics. At this optimal level, end-diastolic P(tm) and MVO2 indices decreased by 27% and 20%, respectively. The serial longitudinal effects of optimized ventricular restraint were then evaluated in ovine heart failure with (n=3) and without (n=3) restraint over 2 months. Optimized ventricular restraint prevented and reversed pathological LV dilatation (130+/-22 mL to 91+/-18 mL) and improved LV ejection fraction (27+/-3% to 43+/-5%). Measured restraint level decreased over time as the LV became smaller, and reverse remodeling slowed. Ventricular restraint level affects the degree of decrease in P(tm), the degree of decrease in MVO2, and the rate of LV reverse remodeling. Periodic physiological adjustments of restraint level may be required for optimal restraint therapy efficacy.

Development of an Inflatable Head/Neck Restraint System for Ejection Seats (Update)

DTIC Science & Technology

1978-12-19

REPORT NO. NADC-78213-60 DEVELOPMENT OF AN INFLATABLE HEAD /NECK RESTRAINT SYSTEM FOR EJECTION SEATS (UPD ATE) Thomas J. Zenobi Aircraft and Crew...olde if necsesey anid dentlif hr bl0ck ma11,0s.) t Inflatable neck collar Inflatable neck ring Neck injury Head rotation ý2 .AeSSRACT (Continus on...toenes side It nec~essary mod identl)_* by block naob..) F1 A ring-shaped inflatable head /neck restraint system for ejection seats is be- ing developed at

Crew Medical Restraint System Inspection

NASA Image and Video Library

2013-05-22

ISS036-E-003301 (22 May 2013) --- In the Destiny lab aboard the International Space Station, NASA astronaut Chris Cassidy, Expedition 36 flight engineer, participates in a Crew Medical Restraint System (CMRS) checkout.

Gage restraint measurement system comparison tests : railbound and hi-rail vehicles

DOT National Transportation Integrated Search

2003-12-01

Comparative tests were conducted to evaluate the gage restraint measurement system (GRMS) testing capabilities of a railbound GRMS vehicle, Federal Railroad Administration's (FRA's) T-6, and a hi-rail vehicle, Holland Company's TrackStar GRMS system....

Head Excursion of Restrained Human Volunteers and Hybrid III Dummies in Steady State Rollover Tests

PubMed Central

Moffatt, Edward; Hare, Barry; Hughes, Raymond; Lewis, Lance; Iiyama, Hiroshi; Curzon, Anne; Cooper, Eddie

2003-01-01

Seatbelts provide substantial benefits in rollover crashes, yet occupants still receive head and neck injuries from contacting the vehicle roof interior when the roof exterior strikes the ground. Prior research has evaluated rollover restraint performance utilizing anthropomorphic test devices (dummies), but little dynamic testing has been done with human volunteers to learn how they move during rollovers. In this study, the vertical excursion of the head of restrained dummies and human subjects was measured in a vehicle being rotated about its longitudinal roll axis at roll rates from 180-to-360 deg/sec and under static inversion conditions. The vehicle’s restraint design was the commonly used 3-point seatbelt with continuous loop webbing and a sliding latch plate. This paper presents an analysis of the observed occupant motion and provides a comparison of dummy and human motion under similar test conditions. Thirty-five tests (eighteen static and seventeen dynamic) were completed using two different sizes of dummies and human subjects in both near and far-side roll directions. The research indicates that far-side rollovers cause the restrained test subjects to have greater head excursion than near-side rollovers, and that static inversion testing underestimates head excursion for far-side occupants. Human vertical head excursion of up to 200 mm was found at a roll rate of 220 deg/sec. Humans exhibit greater variability in head excursion in comparison to dummies. Transfer of seatbelt webbing through the latch plate did not correlate directly with differences in head excursion. PMID:12941241

Cellular resolution functional imaging in behaving rats using voluntary head restraint

PubMed Central

Scott, Benjamin B.; Brody, Carlos D.; Tank, David W.

2013-01-01

SUMMARY High-throughput operant conditioning systems for rodents provide efficient training on sophisticated behavioral tasks. Combining these systems with technologies for cellular resolution functional imaging would provide a powerful approach to study neural dynamics during behavior. Here we describe an integrated two-photon microscope and behavioral apparatus that allows cellular resolution functional imaging of cortical regions during epochs of voluntary head restraint. Rats were trained to initiate periods of restraint up to 8 seconds in duration, which provided the mechanical stability necessary for in vivo imaging while allowing free movement between behavioral trials. A mechanical registration system repositioned the head to within a few microns, allowing the same neuronal populations to be imaged on each trial. In proof-of-principle experiments, calcium dependent fluorescence transients were recorded from GCaMP-labeled cortical neurons. In contrast to previous methods for head restraint, this system can also be incorporated into high-throughput operant conditioning systems. PMID:24055015

Sensory approaches in mental health: A scoping review.

PubMed

Scanlan, Justin Newton; Novak, Theresa

2015-10-01

Sensory approaches in mental health are designed to assist consumers to regulate physiological and emotional arousal. They have been highlighted as non-invasive, self-directed and empowering interventions that may support recovery-oriented and trauma-informed mental health practice and may assist in efforts to reduce the use of seclusion and restraint. Over recent years, there has been a substantial increase in research in this area. However, there has not yet been any attempt to map and summarise this literature. A five-stage scoping review was conducted. Four databases were searched for literature evaluating sensory interventions implemented in mental health settings. A total of 17 studies were included in the final review. A range of sensory approaches was evaluated and a range of outcomes measured. In general, consumers reported reductions in distress associated with engaging in sensory interventions. Results in terms of reduction of seclusion and restraint were mixed, with some studies reporting a decrease, others reporting no change and one reporting an increase. Methodological limitations in the studies reviewed mean that results should be interpreted with caution. Although there is emerging evidence for the usefulness of sensory approaches in supporting consumers' self-management of distress, there is less evidence for sensory approaches supporting reductions in seclusion and restraint when used in isolation. More research is necessary, but sensory approaches do appear safe and effective. Services wishing to reduce seclusion and restraint should implement sensory approaches in conjunction with other strategies to achieve this important outcome. © 2015 Occupational Therapy Australia.

Frontal sled tests comparing rear and forward facing child restraints with 1-3 year old dummies.

PubMed

Sherwood, C P; Crandall, J R

2007-01-01

Although most countries recommend transitioning children from rear facing (RF) to forward facing (FF) child restraints at one year of age, Swedish data suggests that RF restraints are more effective. The objective of this study was to compare RF and FF orientations in frontal sled tests. Four dummies (CRABI 12 mo, Q1.5, Hybrid III 3 yr, and Q3) were used to represent children from 1 to 3 years of age. Restraint systems tested included both 1) LATCH and 2) rigid ISOFIX with support leg designs. Rear facing restraints with support legs provided the best results for all injury measures, while RF restraints in general provided the lowest chest displacements and neck loads.

Component restraint system

DOEpatents

Blake, John C.

1983-05-24

An object restraint system is provided with a collar for gripping the object and a plurality of struts attached to the collar and to anchor means by universal-type joints, the struts being arranged in tangential relation about the collar.

Automated recognition of rear seat occupants' head position using Kinect™ 3D point cloud.

PubMed

Loeb, Helen; Kim, Jinyong; Arbogast, Kristy; Kuo, Jonny; Koppel, Sjaan; Cross, Suzanne; Charlton, Judith

2017-12-01

Child occupant safety in motor-vehicle crashes is evaluated using Anthropomorphic Test Devices (ATD) seated in optimal positions. However, child occupants often assume suboptimal positions during real-world driving trips. Head impact to the seat back has been identified as one important injury causation scenario for seat belt restrained, head-injured children (Bohman et al., 2011). There is therefore a need to understand the interaction of children with the Child Restraint System to optimize protection. Naturalistic driving studies (NDS) will improve understanding of out-of-position (OOP) trends. To quantify OOP positions, an NDS was conducted. Families used a study vehicle for two weeks during their everyday driving trips. The positions of rear-seated child occupants, representing 22 families, were evaluated. The study vehicle - instrumented with data acquisition systems, including Microsoft Kinect™ V1 - recorded rear seat occupants in 1120 driving 26 trips. Three novel analytical methods were used to analyze data. To assess skeletal tracking accuracy, analysts recorded occurrences where Kinect™ exhibited invalid head recognition among a randomly-selected subset (81 trips). Errors included incorrect target detection (e.g., vehicle headrest) or environmental interference (e.g., sunlight). When head data was present, Kinect™ was correct 41% of the time; two other algorithms - filtering for extreme motion, and background subtraction/head-based depth detection are described in this paper and preliminary results are presented. Accuracy estimates were not possible because of their experimental nature and the difficulty to use a ground truth for this large database. This NDS tested methods to quantify the frequency and magnitude of head positions for rear-seated child occupants utilizing Kinect™ motion-tracking. This study's results informed recent ATD sled tests that replicated observed positions (most common and most extreme), and assessed the validity of child occupant protection on these typical CRS uses. Optimal protection in vehicles requires an understanding of how child occupants use the rear seat space. This study explored the feasibility of using Kinect™ to log positions of rear seated child occupants. Initial analysis used the Kinect™ system's skeleton recognition and two novel analytical algorithms to log head location. This research will lead to further analysis leveraging Kinect™ raw data - and other NDS data - to quantify the frequency/magnitude of OOP situations, ATD sled tests that replicate observed positions, and advances in the design and testing of child occupant protection technology. Copyright © 2017 National Safety Council and Elsevier Ltd. All rights reserved.

Vertical Drop Testing and Analysis of the Wasp Helicopter Skid Gear

NASA Technical Reports Server (NTRS)

Jackson, Karen E.; Fuchs, Yvonne T.

2007-01-01

This report describes an experimental program to assess the impact performance of a skid gear for use on the Wasp kit-built helicopter, which is marketed by HeloWerks, Inc. of Hampton, Virginia. In total, five vertical drop tests were performed. The test article consisted of a skid gear mounted beneath a steel plate. A seating platform was attached to the upper surface of the steel plate, and two 95th percentile Hybrid III male Anthropomorphic Test Devices (ATDs) were seated on the platform and secured using a four-point restraint system. The test article also included ballast weights to ensure the correct position of the Center-of-Gravity (CG). Twenty-six channels of acceleration data were collected per test at 50,000 samples per second. The five drop tests were conducted on two different gear configurations. The details of these test programs are presented, as well as an occupant injury assessment. Finally, a finite element model of the skid gear test article was developed for execution in LS-DYNA, an explicit nonlinear transient dynamic code, for predicting the skid gear and occupant dynamic responses due to impact.

A functional comparison of basic restraint systems.

DOT National Transportation Integrated Search

1967-06-01

The availability of information necessary to provide realistic solutions for personal safety problems in public and private transportation systems is found to be inadequate and incomplete. The problem of body restraint during the accident event is pu...

Biomechanical evaluation of occupant anthropometry during frontal collisions.

PubMed

Frieder, Russell; Kumar, Sri; Sances, Anthony

2007-01-01

The present study examines the biomechanical implications of 3-point lap/shoulder seat belts and frontal air bags to the injury probabilities for occupants of varying anthropometry, during frontal collisions. Using Mathematical Dynamic Modeling (MADYMO) software, a variety of simulated frontal crash tests were conducted to evaluate the effectiveness of seat belts and air bags in reducing probability of injury to different sized occupants. The simulations included virtual models of the 5th percentile female, 50th percentile male, and 95th percentile male to represent three occupant size classes. The test matrix paired each of these dummy sizes with four restraint system configurations. The configurations examined were seat belt only, air bag only, both seat belt and air bag, and none. Each of the simulated crashes was modeled to replicate a direct (12 O'clock) frontal collision with a total change in velocity of 56.3kph. Likelihood of serious injury was determined through the calculation of Head Injury Criteria (HIC,36ms), angular acceleration of the head center of gravity, and the Nij neck injury criteria. The results generally suggested that air bags produce a more significant reduction in HIC for larger belted occupants than they do for smaller belted occupants, and that whether belted or not, smaller occupants received the largest reduction in head CG angular acceleration due to the existence of an air bag. Though clear trends were not noted in the neck injury values, it was noted that the simulations with out air bags produced two results that failed the injury criterion, while no serious neck injuries would be expected based on the values produced in the simulations with air bags. The study suggested that a properly timed air bag deployment can reduce injury potential for all occupants of all sizes, but that the magnitude of this benefit is dependent on anthropometry.

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

The Effects of Soldier Gear Encumbrance on Restraints in a Frontal Crash Environment

DTIC Science & Technology

2015-08-31

their gear poses a challenge in restraint system design that is not typical in the automotive world. •The weight of the gear encumbrance may have a...Distribution Statement A. Approved for public release. TEST METHODOLOGY •A modified rigid steel seat similar to the type used for ECE R16 compliance testing...structure were non-deformable. 6 Shoulder Restraints Steel Non Deformable D-Rings 5th Point Restraint 5th Point Exiting Through the Seat

Microgravity Workstation and Restraint Evaluations

NASA Technical Reports Server (NTRS)

Chmielewski, C.; Whitmore, M.; Mount, F.

1999-01-01

Confined workstations, where the operator has limited visibility and physical access to the work area, may cause prolonged periods of unnatural posture. Impacts on performance, in terms of fatigue and posture, may occur especially if the task is tedious and repetitive or requires static muscle loading. The glovebox design is a good example of the confined workstation concept. Within the scope of the 'Microgravity Workstation and Restraint Evaluation' project, funded by the NASA Headquarters Life Sciences Division, it was proposed to conduct a series of evaluations in ground, KC-135 and Shuttle environments to investigate the human factors issues concerning confined/unique workstations, such as gloveboxes, and also including crew restraint requirements. As part of the proposed integrated evaluations, two Shuttle Detailed Supplementary Objectives (DSOs) were manifested; one on Space Transportation System (STS)-90 and one on STS-88. The DSO on STS-90 evaluated use of the General Purpose Workstation (GPWS). The STS-88 mission was planned to evaluate a restraint system at the Remote Manipulator System (RMS). In addition, KC- 1 35 flights were conducted to investigate user/workstation/restraint integration for long-duration microgravity use. The scope of these evaluations included workstations and restraints to be utilized in the ISS environment, but also incorporated other workstations/ restraints in an attempt to provide findings/requirements with broader applications across multiple programs (e.g., Shuttle, ISS, and future Lunar-Mars programs). In addition, a comprehensive electronic questionnaire has been prepared and is under review by the Astronaut Office which will compile crewmembers' lessons learned information concerning glovebox and restraint use following their missions. These evaluations were intended to be complementary and were coordinated with hardware developers, users (crewmembers), and researchers. This report is intended to provide a summary of the findings from each of the evaluations.

Modeling occupants in far-side impacts.

PubMed

Douglas, Clay; Fildes, Brian; Gibson, Tom

2011-10-01

Far-side impacts are not part of any regulated NCAP, FMVSS, or similar test regime despite accounting for 43 percent of the seriously injured persons and 30 percent of the harm in U.S. side impact crashes. Furthermore, injuries to the head and thorax account for over half of the serious injuries sustained by occupants in far-side crashes. Despite this, there is no regulated or well-accepted anthropomorphic test device (ATD) or computer model available to investigate far-side impacts. As such, this presents an opportunity to assess a computer model that can be used to measure the effect of varying restraint parameters on occupant biomechanics in far-side impacts. This study sets out to demonstrate the modified TASS human facet model's (MOTHMO) capabilities in modeling whole-body response in far-side impacts. MOTHMO's dynamic response was compared to that of postmortem human subjects (PMHS), WorldSID, and Thor-NT in a series of far-side sled tests. The advantages, disadvantages, and differences of using MOTHMO compared to ATDs were highlighted and described in terms of model design and instrumentation. Potential applications and improvements for MOTHMO were also recommended. The results showed that MOTHMO is capable of replicating the seat belt-to-shoulder complex interaction, pelvis impacts, head displacement, neck and shoulder belt loading from inboard mounted belts, and impacts from multiple directions. Overall, the model performed better than Thor-NT and at least as well as WorldSID when compared to PMHS results. Though WorldSID and Thor-NT ATDs were capable of reproducing many of these impact loads, measuring the seat belt-to-shoulder complex interaction and thoracic deflection at multiple sites and directions was less accurately handled. This study demonstrated that MOTHMO is capable of modeling whole-body response in far-side impacts. Furthermore, MOTHMO can be used as a virtual design tool to explore the effect of varying restraint parameters on occupant kinematics in far-side crash configurations.

49 CFR 571.213 - Standard No. 213; Child restraint systems.

Code of Federal Regulations, 2011 CFR

2011-10-01

..., the floor pan, adjacent pillars (e.g., the B and C pillars), and the ceiling. If the built-in system... in S7. (c) Each child restraint system manufactured for use in aircraft shall meet the requirements... contactable surface of any structural element of the system. (b)(1) If adjustable to different positions...

49 CFR 571.213 - Standard No. 213; Child restraint systems.

Code of Federal Regulations, 2010 CFR

2010-10-01

..., the floor pan, adjacent pillars (e.g., the B and C pillars), and the ceiling. If the built-in system... in S7. (c) Each child restraint system manufactured for use in aircraft shall meet the requirements... contactable surface of any structural element of the system. (b)(1) If adjustable to different positions...

Work-related nonfatal injuries in Alaska’s aviation industry, 2000–2013

PubMed Central

Case, Samantha L.; Moller, Kyle M.; Nix, Nancy A.; Lucas, Devin L.; Snyder, Elizabeth H.; O’Connor, Mary B.

2018-01-01

Aviation is a critical component of life in Alaska, connecting communities off the road system across the state. Crash-related fatalities in the state are well understood and many intervention efforts have been aimed at reducing aircraft crashes and resulting fatalities; however, nonfatal injuries among workers who perform aviation-related duties have not been studied in Alaska. This study aimed to characterize hospitalized nonfatal injuries among these workers using data from the Alaska Trauma Registry. During 2000–2013, 28 crash-related and 89 non-crash injuries were identified, spanning various occupational groups. Falls were a major cause of injuries, accounting for over half of non-crash injuries. Based on the study findings, aviation stakeholders should review existing policies and procedures regarding aircraft restraint systems, fall protection, and other injury prevention strategies. To supplement these findings, further study describing injuries that did not result in hospitalization is recommended. PMID:29606800

Work-related nonfatal injuries in Alaska's aviation industry, 2000-2013.

PubMed

Case, Samantha L; Moller, Kyle M; Nix, Nancy A; Lucas, Devin L; Snyder, Elizabeth H; O'Connor, Mary B

2018-04-01

Aviation is a critical component of life in Alaska, connecting communities off the road system across the state. Crash-related fatalities in the state are well understood and many intervention efforts have been aimed at reducing aircraft crashes and resulting fatalities; however, nonfatal injuries among workers who perform aviation-related duties have not been studied in Alaska. This study aimed to characterize hospitalized nonfatal injuries among these workers using data from the Alaska Trauma Registry. During 2000-2013, 28 crash-related and 89 non-crash injuries were identified, spanning various occupational groups. Falls were a major cause of injuries, accounting for over half of non-crash injuries. Based on the study findings, aviation stakeholders should review existing policies and procedures regarding aircraft restraint systems, fall protection, and other injury prevention strategies. To supplement these findings, further study describing injuries that did not result in hospitalization is recommended.

Mood- and restraint-based antecedents to binge episodes in bulimia nervosa: possible influences of the serotonin system.

PubMed

Steiger, Howard; Gauvin, Lise; Engelberg, Marla J; Ying Kin, N M K Ng; Israel, Mimi; Wonderlich, Stephen A; Richardson, Jodie

2005-11-01

In bulimic syndromes, binge episodes are thought to be caused by dietary restraint and negative moods. However, as central serotonin (5-hydroxytryptamine: 5-HT) mechanisms regulate appetite and mood, the 5-HT system could be implicated in diet- and mood-based binge antecedents. We used hand-held computers to obtain repeated "online" measurements of eating behaviors, moods, and self-concepts in 21 women with bulimic syndromes, and modeled 5-HT system activity with a measure of platelet [3H]paroxetine-binding density. Mood and self-concept ratings were found to be worse before binge episodes (than at other moments), and cognitive restraint was increased. After binges, mood and self-concept deteriorated further, and thoughts of dieting became more intense. Intriguingly, lower paroxetine-binding density predicted poorer mood and self-concept before a binge, larger post-binge decrements in mood and self-concept, and larger post-binge increases in dietary restraint. Paroxetine binding thus seemed to reflect processes that impacted upon mood-related antecedents to binge episodes, and consequences implicating mood and dietary restraint.

Determination of Entrapment Victim Extrication Forces with and without Use of a Grain Rescue Tube.

PubMed

Roberts, M J; Field, W E; Maier, D E; Stroshine, R L

2015-04-01

The forces required to extricate a test mannequin from a grain mass when buried at different depths with and without a grain restraint system were determined. When there was no grain restraint system in place, the vertical force required to pull the mannequin from the grain when it was buried waist deep and to the underarms was 1259 and 1766 N (283 and 397 lb(f)), respectively. It increased to 1584 N (356 lb(f)) (+26%) and 2153 N (484 lb(f)) (+22%), respectively, with the restraint in place due to the changes in grain properties brought about by the insertion of the rescue tube. It was concluded that the use of a grain restraint during extrication of a victim does not reduce the forces required and that forcefully pulling an entrapped victim, especially with mechanical assistance, with or without a grain restraint system could result in severe injuries and possible death due to the forces exerted on the victim. The authors recommend that these findings be incorporated into current grain extrication training for emergency first responders.

Reference governors for controlled belt restraint systems

NASA Astrophysics Data System (ADS)

van der Laan, E. P.; Heemels, W. P. M. H.; Luijten, H.; Veldpaus, F. E.; Steinbuch, M.

2010-07-01

Today's restraint systems typically include a number of airbags, and a three-point seat belt with load limiter and pretensioner. For the class of real-time controlled restraint systems, the restraint actuator settings are continuously manipulated during the crash. This paper presents a novel control strategy for these systems. The control strategy developed here is based on a combination of model predictive control and reference management, in which a non-linear device - a reference governor (RG) - is added to a primal closed-loop controlled system. This RG determines an optimal setpoint in terms of injury reduction and constraint satisfaction by solving a constrained optimisation problem. Prediction of the vehicle motion, required to predict future constraint violation, is included in the design and is based on past crash data, using linear regression techniques. Simulation results with MADYMO models show that, with ideal sensors and actuators, a significant reduction (45%) of the peak chest acceleration can be achieved, without prior knowledge of the crash. Furthermore, it is shown that the algorithms are sufficiently fast to be implemented online.

Investigation of a relationship between external force to shoulder and chest injury of WorldSID and THUMS in 32 km/h oblique pole side impact.

PubMed

Tanaka, Shinobu; Hayashi, Shigeki; Fukushima, Satoshi; Yasuki, Tsuyoshi

2013-01-01

This article describes the chest injury risk reduction effect of shoulder restraints using finite element (FE) models of the worldwide harmonized side impact dummy (WorldSID) and Total Human Model for Safety (THUMS) in an FE model 32 km/h oblique pole side impact. This research used an FE model of a mid-sized vehicle equipped with various combinations of curtain shield air bags, torso air bags, and shoulder restraint air bags. As occupant models, AM50 WorldSID and THUMS AM50 Version 4 were used for comparison. The research investigated the effect of shoulder restraint air bag on chest injury by comparing cases with and without a shoulder side air bag. The maximum external force to the chest was reduced by shoulder restraint air bag in both WorldSID and THUMS, reducing chest injury risk as measured by the amount of rib deflection, number of the rib fractures, and rib deflection ratio. However, it was also determined that the external force to shoulder should be limited to the chest injury threshold because the external shoulder force transmits to the chest via the arm in the case of WorldSID and via the scapula in the case of THUMS. Because these results show the shoulder restraint air bag effect on chest injury risk, the vent hole size of the shoulder restraint air bag was changed for varying reaction forces to investigate the relationship between the external force to the shoulder and the risk of chest injury. In the case of THUMS, an external shoulder force of 1.8 kN and more force from the shoulder restraint air bag was necessary to help prevent rib fracture. Increasing external force applied to shoulder up to 6.2 kN (the maximum force used in this study) did not induce any rib or clavicle fractures in the THUMS. When the shoulder restraint air bag generated external force to the shoulder from 1.8 to 6.2 kN in THUMS, which were applied to the WorldSID, the shoulder deflection ranged from 35 to 68 mm, and the shoulder force ranged from 1.8 to 2.3 kN. In the test configuration used, a shoulder restraint using the air bag helps reduce chest injury risk by lowering the maximum magnitude of external force to the shoulder and chest. To help reduce rib fracture risk in the THUMS, the shoulder restraint air bag was expected to generate a force of 3.7 kN with a minimum rib deflection ratio. This corresponds to a shoulder rib deflection of 60 mm and a shoulder load of 2.2 kN in WorldSID. Supplemental materials are available for this article. Go to the publisher's online edition of Traffic Injury Prevention to view the supplemental file.

Passive vs. active safety belt systems in Volkswagen rabbits : a comparison of owner use habits and attitudes

DOT National Transportation Integrated Search

1976-08-01

The overall objective of this research is to measure usage of, and attitudes toward, the passive restraint system, compared with the active restraint system on 1975 model year Volkswagen Rabbits. Methods used to carry out the research include: Interv...

Automatic safety belt systems : changes in owner usage over time in GM Chevettes and VW Rabbits

DOT National Transportation Integrated Search

1981-08-01

This study was designed to: (1) determine any decrement in use of the automatic restraint system, and (2) assess any change in owners' attitudes toward the automatic restraint system over a two year period. The information gathered will assist the NH...

Finite Element Simulations of Two Vertical Drop Tests of F-28 Fuselage Sections

NASA Technical Reports Server (NTRS)

Jackson, Karen E.; Littell, Justin D.; Annett, Martin S.; Haskin, Ian M.

2018-01-01

In March 2017, a vertical drop test of a forward fuselage section of a Fokker F-28 MK4000 aircraft was conducted as part of a joint NASA/FAA project to investigate the performance of transport aircraft under realistic crash conditions. In June 2017, a vertical drop test was conducted of a wing-box fuselage section of the same aircraft. Both sections were configured with two rows of aircraft seats, in a triple-double configuration. A total of ten Anthropomorphic Test Devices (ATDs) were secured in seats using standard lap belt restraints. The forward fuselage section was also configured with luggage in the cargo hold. Both sections were outfitted with two hat racks, each with added ballast mass. The drop tests were performed at the Landing and Impact Research facility located at NASA Langley Research Center in Hampton, Virginia. The measured impact velocity for the forward fuselage section was 346.8-in/s onto soil. The wing-box section was dropped with a downward facing pitch angle onto a sloping soil surface in order to create an induced forward acceleration in the airframe. The vertical impact velocity of the wing-box section was 349.2-in/s. A second objective of this project was to assess the capabilities of finite element simulations to predict the test responses. Finite element models of both fuselage sections were developed for execution in LS-DYNA(Registered Trademark), a commercial explicit nonlinear transient dynamic code. The models contained accurate representations of the airframe structure, the hat racks and hat rack masses, the floor and seat tracks, the luggage in the cargo hold for the forward section, and the detailed under-floor structure in the wing-box section. Initially, concentrated masses were used to represent the inertial properties of the seats, restraints, and ATD occupants. However, later simulations were performed that included finite element representations of the seats, restraints, and ATD occupants. These models were developed to more accurately replicate the seat loading of the floor and to enable prediction of occupant impact responses. Models were executed to generate analytical predictions of airframe responses, which were compared with test data to validate the model. Comparisons of predicted and experimental structural deformation and failures were made. Finally, predicted and experimental soil deformation and crater depths were also compared for both drop test configurations.

Emergency department transport rates of children from the scene of motor vehicle collisions: do booster seats make a difference?

PubMed

House, Darlene R; Huffman, Gretchen; Walthall, Jennifer D H

2012-11-01

Motor vehicle collisions (MVCs) are the leading cause of death and disability among children older than 1 year. Many states currently mandate all children between the ages of 4 and 8 years be restrained in booster seats. The implementation of a booster-seat law is generally thought to decrease the occurrence of injury to children. We hypothesized that appropriate restraint with booster seats would also cause a decrease in emergency department (ED) visits compared with children who were unrestrained. This is an important measure as ED visits are a surrogate marker for injury. The main purpose of this study was to look at the rate of ED visits between children in booster seats compared with those in other or no restraint systems involved in MVCs. Injury severity was compared across restraint types as a secondary outcome of booster-seat use after the implementation of a state law. A prospective observational study was performed including all children 4 to 8 years old involved in MVCs to which emergency medical services was dispatched. Ambulance services used a novel on-scene computer charting system for all MVC-related encounters to collect age, sex, child-restraint system, Glasgow Coma Scale score, injuries, and final disposition. One hundred fifty-nine children were studied with 58 children (35.6%) in booster seats, 73 children in seatbelts alone (45.2%), and 28 children (19.1%) in no restraint system. 76 children (47.7%), 74 by emergency medical services and 2 by private vehicle, were transported to the ED with no significant difference between restraint use (P = 0.534). Utilization of a restraint system did not significantly impact MVC injury severity. However, of those children who either died (n = 2) or had an on-scene decreased Glasgow Coma Scale score (n = 6), 75% (6/8) were not restrained in a booster seat. The use of booster-seat restraints does not appear to be associated with whether a child will be transported to the ED for trauma evaluation.

Active muscle response contributes to increased injury risk of lower extremity in occupant-knee airbag interaction.

PubMed

Nie, Bingbing; Sathyanarayan, Deepak; Ye, Xin; Crandall, Jeff R; Panzer, Matthew B

2018-02-28

Recent field data analysis has demonstrated that knee airbags (KABs) can reduce occupant femur and pelvis injuries but may be insufficient to decrease leg injuries in motor vehicle crashes. An enhanced understanding of the associated injury mechanisms requires accurate assessment of physiological-based occupant parameters, some of which are difficult or impossible to obtain from experiments. This study sought to explore how active muscle response can influence the injury risk of lower extremities during KAB deployment using computational biomechanical analysis. A full-factorial matrix, consisting of 48 finite element simulations of a 50th percentile occupant human model in a simplified vehicle interior, was designed. The matrix included 32 new cases in combination with 16 previously reported cases. The following influencing factors were taken into account: muscle activation, KAB use, KAB design, pre-impact seating position, and crash mode. Responses of 32 lower extremity muscles during emergency braking were replicated using one-dimensional elements of a Hill-type constitutive model, with the activation level determined from inverse dynamics and validated by existing volunteer tests. Dynamics of unfolding and inflating of the KABs were represented using the state-of-the-art corpuscular particle method. Abbreviated Injury Scale (AIS) 2+ injury risks of the knee-thigh-hip (KTH) complex and the tibia were assessed using axial force and resultant bending moments. With all simulation cases being taken together, a general linear model was used to assess factor significance (P <.05). As estimated by the regression model across all simulation cases, use of KABs significantly reduced axial femur forces by 4.74 ± 0.43 kN and AIS 2+ injury risk of KTH by 47 ± 6% (P <.05) but did not provide substantial change to injury risk of leg fractures. Muscle activation significantly increased axial force and bending moment of the femur (3.87 ± 0.38 kN and 64.3 ± 5.9 Nm), the tibia (1.49 ± 0.12 kN and 43.0 ± 6.4 Nm), and the resultant probability of AIS 2+ tibia injuries by 36 ± 6% regardless of KAB use and crash scenario. Specifically, when counting on a relative scale, muscle activation exhibited more prominent elevation of injury risk for in-position occupants than out-of-position occupants. In a representative crash scenario-that is, using a bottom-deployed KAB in a nearside oblique impact-muscle bracing of the right leg may lead to 2.6 times higher tibia fracture risk than being relaxed for an out-of-position occupant and 5.4 times higher for an in-position occupant. The mechanism of higher leg injuries in the presence of KAB deployment in real-world crashes can be interpreted by the increased effective body mass, axial compression along the shafts of long bones, and altered pre-impact posture due to muscle contraction. The present analysis suggests that active muscle response can increase the risk of lower extremity injury during occupant-KAB interaction. This study demonstrated the feasibility of advanced human models to investigate the influence of physiologically based parameters on injury outcomes evidenced in field study and insight from computational examination on human variability for development of future restraint systems. Future efforts are recommended on realistic vehicle and restraint environment and advanced modeling strategies toward a full understanding of KAB efficacy.

Obesity and trauma mortality: Sizing up the risks in motor vehicle crashes.

PubMed

Joseph, Bellal; Hadeed, Steven; Haider, Ansab A; Ditillo, Michael; Joseph, Aly; Pandit, Viraj; Kulvatunyou, Narong; Tang, Andrew; Latifi, Rifat; Rhee, Peter

Protective effects of safety devices in obese motorists in motor vehicle collisions (MVC) remain unclear. Aim of our study is to assess the association between morbid obesity and mortality in MVC, and to determine the efficacy of protective devices. We hypothesised that patients with morbid obesity will be at greater risk of death after MVC. A retrospective analysis of MVC patients (age ≥16 y.o.) was performed using the National Trauma Data Bank from 2007 to 2010. Patients with recorded comorbidity of morbid obesity (BMI≥40) were identified. Patients dead on arrival, with isolated traumatic brain injury, or incomplete data were excluded. The primary outcome was in-hospital mortality. Multivariate logistic regression was performed. Our sample of 214,306 MVC occupants included 10,260 (4.8%) morbidly obese patients. Mortality risk was greatest among occupants with morbid obesity (OR crude 1.74 [1.54-1.98]). After adjusting for patient demographics, safety device and physiological severity, odds of death was 1.52 [1.33-1.74] times greater in motorists with morbid obesity. Motorists with morbid obesity were at greater risk of death if no restraint (OR 1.84 [1.47-2.31]), seatbelt only (OR 1.48 [1.17-1.86]), or both seatbelt and airbag were present (OR 1.49 [1.13-1.97]). No significant differences in the odds of death exist between drivers with morbid obesity and non-morbidly obese drivers with only airbag deployment (OR 0.99 [0.65-1.51]). Motorists with morbid obesity are at greater risk of MVC. Regardless of safety device use, occupants with morbid obesity remained at greater risk of death. Further research examining the effectiveness of vehicle restraints in drivers with morbid obesity is warranted. Copyright © 2016. Published by Elsevier Ltd.

Development of gage widening projection parameter for the deployable gage restraint measurement system

DOT National Transportation Integrated Search

2006-10-01

Recent gage restraint measurement system (GRMS) developments include the redesign of GRMS vehicles to conduct testing from a deployable axle instead of using freight truck mounted axle and GRMS on hi-rail vehicles. This new test configuration results...

Evaluation of seating and restraint systems and anthropomorphic dummies conducted during fiscal year 1976.

DOT National Transportation Integrated Search

1978-02-01

The results of test programs conducted by the Protection and Survival Laboratory to investigate the performance of prototype or operational seating and restraint systems relative to their ability to provide protection against crash injury and to inve...

Evaluation of seating and restraint systems and anthropomorphic dummies conducted during fiscal year 1977.

DOT National Transportation Integrated Search

1978-06-01

The results of test programs conducted by the Protection and Survival Laboratory to investigate the performance of prototype or operational seating and restraint systems relative to their ability to provide protection against crash injury and to inve...

Knowledge and application of correct car seat head restraint usage among chiropractic college interns: a cross-sectional study.

PubMed

Taylor, John Am; Burke, Jeanmarie; Gavencak, John; Panwar, Pervinder

2005-03-01

Cervical spine injuries sustained in rear-end crashes cost at least $7 billion in insurance claims annually in the United States alone. When positioned correctly, head restraint systems have been proven effective in reducing the risk of whiplash associated disorders. Chiropractors should be knowledgeable about the correct use of head restraint systems to educate their patients and thereby prevent or minimize such injuries. The primary objective of this study was to determine the prevalence of correct positioning of car seat head restraints among the interns at our institution. The secondary objective was to determine the same chiropractic interns' knowledge of the correct positioning of car seat head restraints. It was hypothesized that 100 percent of interns would have their head restraint correctly positioned within an acceptable range and that all interns would possess the knowledge to instruct patients in the correct positioning of head restraints. Cross-sectional study of a convenient sample of 30 chiropractic interns from one institution. Interns driving into the parking lot of our health center were asked to volunteer to have measurements taken and to complete a survey. Vertical and horizontal positions of the head restraint were measured using a beam compass. A survey was administered to determine knowledge of correct head restraint position. The results were recorded, entered into a spreadsheet, and analyzed. 13.3 percent of subjects knew the recommended vertical distance and only 20 percent of subjects knew the recommended horizontal distance. Chi Square analyses substantiated that the majority of subjects were unaware of guidelines set forth by the National Highway Traffic Safety Administration (NHTSA) for the correct positioning of the head restraint (chi(2) (vertical) = 16.13, chi(2) (horizontal) = 10.80, p <.05). Only 6.7 percent of the subjects positioned their head restraint at the vertical distance of 6 cm or less (p <.05). However, 60 percent of the subjects positioned their head restraint at the recommended horizontal distance of 7 cm or less, but this was no different than could be expected by chance alone (p >.05). Interestingly, the 13.3 percent of the subjects who were aware of the vertical plane recommendations did not correctly position their own head restraint in the vertical plane. Similarly, only half of the subjects who were aware of the horizontal plane recommendations correctly positioned their head restraint in the horizontal plane. The data suggest that chance alone could account for the correct positioning of the head restraint in our subjects. The results of this cross-sectional study raise concerns about chiropractic intern knowledge and application of correct head restraint positioning. The importance of chiropractors informing patients of the correct head restraint position should be emphasized in chiropractic education to help minimize or prevent injury in patients involved in motor vehicle collisions.

Biomechanical assessment of a rear-seat inflatable seatbelt in frontal impacts.

PubMed

Sundararajan, Srinivasan; Rouhana, Stephen W; Board, Derek; DeSmet, Ed; Prasad, Priya; Rupp, Jonathan D; Miller, Carl S; Schneider, Lawrence W

2011-11-01

This study evaluated the biomechanical performance of a rear-seat inflatable seatbelt system and compared it to that of a 3-point seatbelt system, which has a long history of good real-world performance. Frontal-impact sled tests were conducted with Hybrid III anthropomorphic test devices (ATDs) and with post mortem human subjects (PMHS) using both restraint systems and a generic rear-seat configuration. Results from these tests demonstrated: a) reduction in forward head excursion with the inflatable seatbelt system when compared to that of a 3-point seatbelt and; b) a reduction in ATD and PMHS peak chest deflections and the number of PMHS rib fractures with the inflatable seatbelt system and c) a reduction in PMHS cervical-spine injuries, due to the interaction of the chin with the inflated shoulder belt. These results suggest that an inflatable seatbelt system will offer additional benefits to some occupants in the rear seats. Further research is needed to assess the field effectiveness, customer comfort and acceptance and change in the belt usage rate with the inflatable seatbelt system.

Reduction of restraint of people with intellectual disabilities: an organizational behavior management (OBM) approach.

PubMed

Williams, Don E; Grossett, Deborah L

2011-01-01

We used an organizational behavior management (OBM) approach to increase behavior intervention plans and decrease the use of mechanical restraint. First, recipients were tracked as a member of the priority group if they engaged in frequent self-injurious behavior or physical aggression toward others and/or if they had been placed in mechanical restraint as a result of the problem behaviors. Second, a behavior data monitoring and feedback system was put in place. Third, organizational contingencies for the use of mechanical restraint or the occurrence of frequent self-injurious behavior or physical aggression toward others were initiated. Over the course of 17 months, behavior intervention plans were more than doubled to 124 and mechanical restraints decreased by almost 80%. This study represents the first to use an organizational behavior management (OBM) to reduce restraint with people who have intellectual disabilities. Copyright © 2011 Elsevier Ltd. All rights reserved.

Weight loss in rats exposed to repeated acute restraint stress is independent of energy or leptin status.

PubMed

Harris, Ruth B S; Mitchell, Tiffany D; Simpson, Jacob; Redmann, Stephen M; Youngblood, Bradley D; Ryan, Donna H

2002-01-01

Acute release of corticotropin-releasing factor (CRF) during repeated restraint (3-h restraint on each of 3 days) causes temporary hypophagia but chronic suppression of body weight in rats. Here we demonstrated that a second bout of repeated restraint caused additional weight loss, but continuing restraint daily for 10 days did not increase weight loss because the rats adapted to the stress. In these two studies serum leptin, which suppresses the endocrine response to stress, was reduced in restrained rats. Peripheral infusion of leptin before and during restraint did not prevent stress-induced weight loss, although stress-induced corticosterone release was suppressed. Restrained rats were hyperthermic during restraint, but there was no evidence that fever or elevated free interleukin-6 caused the sustained reduction in weight. Restraining food-restricted rats caused a small but significant weight loss. Food-restricted rats fed ad libitum after the end of restraint showed a blunted hyperphagia and slower rate of weight regain than their controls. These results indicate that repeated acute stress induces a chronic change in weight independent of stress-induced hypophagia and may represent a change in homeostasis initiated by repeated acute activation of the central CRF system.

Impact direction effect on serious-to-fatal injuries among drivers in near-side collisions according to impact location: focus on thoracic injuries.

PubMed

Lai, Xinghua; Ma, Chunsheng; Hu, Jingwen; Zhou, Qing

2012-09-01

Occupant injury in real world vehicle accidents can be significantly affected by a set of crash characteristics, of which impact direction and impact location (or damage location) in general scale interval (e.g., frontal impact is frequently defined as general damage to vehicle frontal end with impact angle range of 11-1 o'clock) have been identified to associate with injury outcome. The effects of crash configuration in more specific scale of interval on the injury characteristics have not been adequately investigated. This paper presents a statistical analysis to investigate the combined effects of specific impact directions and impact locations on the serious-to-fatal injuries of driver occupants involved in near-side collisions using crash data from National Automotive Sampling System-Crashworthiness Data System (NASS-CDS) for the calendar years of 1995-2005. The screened injury dataset is categorized by three impact locations (side front, side center and side distributed) and two impact directions (oblique impact at 10 o'clock and pure lateral impact at 9 o'clock), resulting in six crash configurations in total. The weighted counts and the risks of different types of injuries in each subgroup are calculated, with which the relative risks along with 95% confidence intervals under oblique impacts versus lateral impacts in each impact location category are computed. Accordingly, the most frequent injury patterns, the risks and the coded-sources of serious thoracic injuries in different crash configurations are identified. The approach adopted in the present study provides new perspectives into occupant injury outcomes and associated mechanism. Results of the analyses reveal the importance of consideration of the crash configurations beyond the scope of existing side-impact regulatory tests and stress the necessity of vehicle crashworthiness and restraint system design in omni-direction to better protect occupants in real-world crash scenarios. Copyright © 2012 Elsevier Ltd. All rights reserved.

A comparison of safety belt use between commercial and noncommercial light-vehicle occupants.

PubMed

Eby, David W; Fordyce, Tiffani A; Vivoda, Jonathon M

2002-05-01

The purpose of this study was to conduct an observational survey of safety belt use to determine the use rate of commercial versus noncommercial light-vehicle occupants. Observations were conducted on front-outboard vehicle occupants in eligible commercial and noncommercial vehicles in Michigan (i.e.. passenger cars, vans/minivans, sport-utility vehicles, and pickup trucks). Commercial vehicles that did not fit into one of the four vehicle type categories, such as tractor-trailers, buses, or heavy trucks, were not included in the survey. The study found that the restraint use rate for commercial light-vehicle occupants was 55.8% statewide. The statewide safety belt use rate for commercial light-vehicles was significantly lower than the rate of 71.2% for noncommercial light-vehicles. The safety belt use rate for commercial vehicles was also significantly different as a function of region, vehicle type, seating position, age group, and road type. The results provide important preliminary data about safety belt use in commercial versus noncommercial light-vehicles and indicate that further effort is needed to promote safety belt use in the commercial light-vehicle occupant population. The study also suggests that additional research is required in order to develop effective programs that address low safety belt use in the commercial light-vehicle occupant population.

Motion of the head and neck of female and male volunteers in rear impact car-to-car impacts.

PubMed

Carlsson, Anna; Siegmund, Gunter P; Linder, Astrid; Svensson, Mats Y

2012-01-01

The objectives of this study were to quantify and compare dynamic motion responses between 50th percentile female and male volunteers in rear impact tests. These data are fundamental for developing future occupant models for crash safety development and assessment. High-speed video data from a rear impact test series with 21 male and 21 female volunteers at 4 and 8 km/h, originally presented in Siegmund et al. (1997), were used for further analysis. Data from a subset of female volunteers, 12 at 4 km/h and 9 at 8 km/h, were extracted from the original data set to represent the 50th percentile female. Their average height was 163 cm and their average weight was 62 kg. Among the male volunteers, 11 were selected, with an average height of 175 cm and an average weight of 73 kg, to represent the 50th percentile male. Response corridors were generated for the horizontal and angular displacements of the head, T1 (first thoracic vertebra), and the head relative to T1. T-tests were performed with the statistical significance level of .05 to quantify the significance of the differences in parameter values for the males and females. Several differences were found in the average motion response of the male and female volunteers at 4 and 8 km/h. Generally, females had smaller rearward horizontal and angular motions of the head and T1 compared to the males. This was mainly due to shorter initial head-to-head restraint distance and earlier head-to-head restraint contact for the females. At 8 km/h, the female volunteers showed 12 percent lower horizontal peak rearward head displacement (P = .018); 22 percent lower horizontal peak rearward head relative to T1 displacement (P = .018); and 30 percent lower peak head extension angle (P = .001). The females also had more pronounced rebound motion. This study indicates that there may be characteristic differences in the head-neck motion response between 50th percentile males and females in rear impacts. The exclusive use of 50th percentile male rear impact dummies may thus limit the assessment and development of whiplash prevention systems that adequately protect both male and female occupants. The results of this study could be used in the development and evaluation of a mechanical and/or computational average-sized female dummy model for rear impact safety assessment. These models are used in the development and evaluation of protective systems. It would be of interest to make further studies into seat configurations featuring a greater head-to-head restraint distance.

Special Purpose Crew Restraints for Teleoperation

NASA Technical Reports Server (NTRS)

Whitmore, Mihriban; Holden, Kritina; Norris, Lena

2004-01-01

With permanent human presence onboard the International Space Station (ISS), and long duration space missions being planned for the moon and Mars, humans will be living and working in microgravity over increasingly long periods of time. In addition to weightlessness, the confined nature of a spacecraft environment results in ergonomic challenges such as limited visibility, and access to the activity area. These challenges can result in prolonged periods of unnatural postures for the crew, ultimately causing pain, injury, and loss of productivity. Determining the right set of human factors requirements and providing an ergonomically designed environment is crucial to mission success. While a number of general purpose restraints have been used on ISS (handrails, foot loops), experience has shown that these general purpose restraints may not be optimal, or even acceptable for some tasks that have unique requirements. For example, some onboard activities require extreme stability (e.g., glovebox microsurgery), and others involve the use of arm, torso and foot movements in order to perform the task (e-g. robotic teleoperation); standard restraint systems will not work in these situations. The Usability Testing and Analysis Facility (WAF) at the NASA Johnson Space Center began evaluations of crew restraints for these special situations by looking at NASAs Robonaut. Developed by the Robot Systems Technology Branch, Robonaut is a humanoid robot that can be remotely operated through a tetepresence control system by an operator. It was designed to perform work in hazardous environments (e.g., Extra Vehicular Activities). A Robonaut restraint was designed, modeled for the population, and ultimately tested onboard the KC-135 microgravity aircraft. While in microgravity, participants were asked to get in and out of the restraint from different locations, perform maximum reach exercises, and finally to teleoperate Robonaut while in the restraint. The sessions were videotaped, and participants completed a questionnaire at the end of each flight day. Results from this evaluation are being used to develop the human factors design requirements for teleoperation tasks in microgravity.

49 CFR 571.225 - Standard No. 225; Child restraint anchorage systems.

Code of Federal Regulations, 2013 CFR

2013-10-01

... strength steel tether hook for attachment to the tether anchorage. The tether hook meets the specifications... systems to ensure their proper location and strength for the effective securing of child restraints, to... manufactured on or after September 1, 1999, shall comply with the configuration, location, marking and strength...

49 CFR 571.225 - Standard No. 225; Child restraint anchorage systems.

Code of Federal Regulations, 2014 CFR

2014-10-01

... strength steel tether hook for attachment to the tether anchorage. The tether hook meets the specifications... systems to ensure their proper location and strength for the effective securing of child restraints, to... manufactured on or after September 1, 1999, shall comply with the configuration, location, marking and strength...

49 CFR 571.225 - Standard No. 225; Child restraint anchorage systems.

Code of Federal Regulations, 2012 CFR

2012-10-01

... strength steel tether hook for attachment to the tether anchorage. The tether hook meets the specifications... systems to ensure their proper location and strength for the effective securing of child restraints, to... manufactured on or after September 1, 1999, shall comply with the configuration, location, marking and strength...

14 CFR 23.562 - Emergency landing dynamic conditions.

Code of Federal Regulations, 2010 CFR

2010-01-01

... Emergency Landing Conditions § 23.562 Emergency landing dynamic conditions. (a) Each seat/restraint system... dynamic tests conducted in accordance with paragraph (b) of this section: (1) The seat/restraint system... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Emergency landing dynamic conditions. 23...

A Computational Study of Injury Severity and Pattern Sustained by Overweight Drivers in Frontal Motor Vehicle Crashes

PubMed Central

Kim, Jong-Eun; Kim, Hwan; Shum, Phillip C.; Shih, Alan M.; Pintar, Frank; Shen, Wei; Ma, Xiaoguang; Laud, Purushottam W.; Heymsfield, Steven B.; Allison, David B.; Zhu, Shankuan

2015-01-01

The objective of this study was to examine the role of body mass and subcutaneous fat in injury severity and pattern sustained by overweight drivers. Finite element models were created to represent the geometry and properties of subcutaneous adipose tissue in the torso with data obtained from reconstructed magnetic resonance imaging datasets. The torso adipose tissue models were then integrated into the standard multibody dummy models together with increased inertial parameters and sizes of the limbs to represent overweight occupants. Frontal crash simulations were performed considering a variety of occupant restraint systems and regional body injuries were measured. The results revealed that differences in body mass and fat distribution have an impact on injury severity and pattern. Even though the torso adipose tissue of overweight subjects contributed to reduce abdominal injury, the momentum effect of a greater body mass of overweight subjects was more dominant over the cushion effect of the adipose tissue, increasing risk of other regional body injuries except abdomen. Through statistical analysis of the results, strong correlations (p < 0.01) were found between body mass index and regional body injuries except neck injury. The analysis also revealed that a greater momentum of overweight males leads to greater forward torso and pelvic excursions that account for higher risks (p < 0.001) of head, thorax, and lower extremity injury than observed in non-overweight males. The findings have important implications for improving the vehicle and occupant safety systems designed for the increasing global obese population. PMID:23113549

Depletion of norepinephrine of the central nervous system Down-regulates the blood glucose level in d-glucose-fed and restraint stress models.

PubMed

Park, Soo-Hyun; Kim, Sung-Su; Lee, Jae-Ryeong; Sharma, Naveen; Suh, Hong-Won

2016-05-04

DSP-4[N-(2-chloroethyl)-N-ethyl-2-bromobenzylamine hydrochloride] is a neurotoxin that depletes norepinephrine. The catecholaminergic system has been implicated in the regulation of blood glucose level. In the present study, the effect of DSP-4 administered intracerebroventricularly (i.c.v.) or intrathecally (i.t.) on blood glucose level was examined in d-glucose-fed and restraint stress mice models. Mice were pretreated once i.c.v. or i.t. with DSP-4 (10-40μg) for 3days, and d-glucose (2g/kg) was fed orally. Blood glucose level was measured 0 (prior to glucose feeding or restraint stress), 30, 60, and 120min after d-glucose feeding or restraint stress. The i.c.v. or i.t. pretreatment with DSP-4 attenuated blood glucose level in the d-glucose-fed model. Plasma corticosterone level was downregulated in the d-glucose-fed model, whereas plasma insulin level increased in the d-glucose-fed group. The i.c.v. or i.t. pretreatment with DSP-4 reversed the downregulation of plasma corticosterone induced by feeding d-glucose. In addition, the d-glucose-induced increase in plasma insulin was attenuated by the DSP-4 pretreatment. Furthermore, i.c.v. or i.t. pretreatment with DSP-4 reduced restraint stress-induced increases in blood glucose levels. Restraint stress increased plasma corticosterone and insulin levels. The i.c.v. pretreatment with DSP-4 attenuated restraint stress-induced plasma corticosterone and insulin levels. Our results suggest that depleting norepinephrine at the supraspinal and spinal levels appears to be responsible for downregulating blood glucose levels in both d-glucose-fed and restraint stress models. Copyright © 2016 Elsevier Ireland Ltd. All rights reserved.

Structural response of transport airplanes in crash situations

NASA Technical Reports Server (NTRS)

Thomson, R. G.; Caiafa, C.

1983-01-01

This report highlights the results of contractural studies of transport accident data undertaken in a joint research program sponsored by the FAA and NASA. From these accident data studies it was concluded that the greatest potential for improved transport crashworthiness is in the reduction of fire related fatalities. Accident data pertaining to fuselage integrity, main landing gear collapse, fuel tank rupture, wing breaks, tearing of tank lower surfaces, and engine pod scrubbing are discussed. In those accidents where the energy absorbing protective capability of the fuselage structure is expended and the airplane experiences major structural damage, trauma caused fatalities are also discussed. The dynamic performance of current seat/restraint systems are examined but it is concluded that the accident data does not adequately define the relationship between occupant response and the dynamic interaction with the seat, floor and fuselage structure.

49 CFR 571.225 - Standard No. 225; Child restraint anchorage systems.

Code of Federal Regulations, 2011 CFR

2011-10-01

... N of preload prior to the test. The strap is fitted at one end with a high strength steel tether... systems to ensure their proper location and strength for the effective securing of child restraints, to... manufactured on or after September 1, 1999, shall comply with the configuration, location, marking and strength...

77 FR 16907 - Special Conditions: Embraer S.A., Model EMB 505; Inflatable Side-Facing Seat Three-Point...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-03-23

... inflatable portion of the restraint system will rely on sensors to electronically activate the inflator for... inflatable restraint system relies on sensors to electronically activate the inflator for deployment. These sensors could be susceptible to inadvertent activation, causing deployment in a potentially unsafe manner...

RME 1327 - Crew Medical Restraint System (CMRS)

NASA Image and Video Library

1997-02-18

STS081-318-031 (12-22 Jan. 1997) --- Astronauts Brent W. Jett, Jr. (left), STS-81 pilot, and John E. Blaha in the Spacehab Double Module (DM) evaluate the Crew Medical Restraint System (CMRS) carrier, onboard the Space Shuttle Atlantis. The device is an emergency aid forerunner for hardware on the International Space Station (ISS).

49 CFR 571.213 - Standard No. 213; Child restraint systems.

Code of Federal Regulations, 2012 CFR

2012-10-01

... the initial pre-test position of the respective knee pivot point, measured along a horizontal line... test dummy, specified in S7, when a child restraint system is tested in accordance with S6.1. Factory... body of a seated anthropomorphic test dummy, excluding the thighs, that lies between the top of the...

49 CFR 571.213 - Standard No. 213; Child restraint systems.

Code of Federal Regulations, 2013 CFR

2013-10-01

... the initial pre-test position of the respective knee pivot point, measured along a horizontal line... test dummy, specified in S7, when a child restraint system is tested in accordance with S6.1. Factory... body of a seated anthropomorphic test dummy, excluding the thighs, that lies between the top of the...

49 CFR 571.213 - Standard No. 213; Child restraint systems.

Code of Federal Regulations, 2014 CFR

2014-10-01

... the initial pre-test position of the respective knee pivot point, measured along a horizontal line... the head or torso of the appropriate test dummy, specified in S7, when a child restraint system is... (§ 571.225). Torso means the portion of the body of a seated anthropomorphic test dummy, excluding the...

Factors Influencing Occupant-To-Seat Belt Interaction in Far-Side Crashes

PubMed Central

Douglas, C.A.; Fildes, B.N.; Gibson, T.J.; Boström, O.; Pintar, F.A.

2007-01-01

Seat belt interaction with a far-side occupant’s shoulder and thorax is critical to governing excursion towards the struck-side of the vehicle in side impact. In this study, occupant-to-belt interaction was simulated using a modified MADYMO human model and finite element belts. Quasi-static tests with volunteers and dynamic sled tests with PMHS and WorldSID were used for model validation and comparison. Parameter studies were then undertaken to quantify the effect of impact direction, seat belt geometry and pretension on occupant-to-seat belt interaction. Results suggest that lowering the D-ring and increasing pretension reduces the likelihood of the belt slipping off the shoulder. Anthropometry was also shown to influence restraint provided by the shoulder belt. Furthermore, the belt may slip off the occupant’s shoulder at impact angles greater than 40 degrees from frontal when no pretension is used. However, the addition of pretension allowed the shoulder to engage the belt in all impacts from 30 to 90 degrees. PMID:18184500

Surgical Instrument Restraint in Weightlessness

NASA Technical Reports Server (NTRS)

Campbell, Mark R.; Dawson, David L.; Melton, Shannon; Hooker, Dona; Cantu, Hilda

2000-01-01

Performing a surgical procedure during spaceflight will become more likely with longer duration missions in the near future. Minimal surgical capability has been present on previous missions as the definitive medical care time was short and the likelihood of surgical events too low to justify surgical hardware availability. Early demonstrations of surgical procedures in the weightlessness of parabolic flight indicated the need for careful logistical planning and restraint of surgical hardware. The consideration of human ergonomics also has more impact in weightlessness than in the conventionall-g environment. Three methods of surgical instrument restraint - a Minor Surgical Kit (MSK), a Surgical Restraint Scrub Suit (SRSS), and a Surgical Tray (ST) were evaluated in parabolic flight surgical procedures. The Minor Surgical Kit was easily stored, easily deployed, and demonstrated the best ability to facilitate a surgical procedure in weightlessness. Important factors in this surgical restraint system include excellent organization of supplies, ability to maintain sterility, accessibility while providing secure restraint, ability to dispose of sharp items and biological trash, and ergonomical efficiency.

Scaling approach in predicting the seatbelt loading and kinematics of vulnerable occupants: How far can we go?

PubMed

Nie, Bingbing; Forman, Jason L; Joodaki, Hamed; Wu, Taotao; Kent, Richard W

2016-09-01

Occupants with extreme body size and shape, such as the small female or the obese, were reported to sustain high risk of injury in motor vehicle crashes (MVCs). Dimensional scaling approaches are widely used in injury biomechanics research based on the assumption of geometrical similarity. However, its application scope has not been quantified ever since. The objective of this study is to demonstrate the valid range of scaling approaches in predicting the impact response of the occupants with focus on the vulnerable populations. The present analysis was based on a data set consisting of 60 previously reported frontal crash tests in the same sled buck representing a typical mid-size passenger car. The tests included two categories of human surrogates: 9 postmortem human surrogates (PMHS) of different anthropometries (stature range: 147-189 cm; weight range: 27-151 kg) and 5 anthropomorphic test devices (ATDs). The impact response was considered including the restraint loads and the kinematics of multiple body segments. For each category of the human surrogates, a mid-size occupant was selected as a baseline and the impact response was scaled specifically to another subject based on either the body mass (body shape) or stature (the overall body size). To identify the valid range of the scaling approach, the scaled response was compared to the experimental results using assessment scores on the peak value, peak timing (the time when the peak value occurred), and the overall curve shape ranging from 0 (extremely poor) to 1 (perfect match). Scores of 0.7 to 0.8 and 0.8 to 1.0 indicate fair and acceptable prediction. For both ATDs and PMHS, the scaling factor derived from body mass proved an overall good predictor of the peak timing for the shoulder belt (0.868, 0.829) and the lap belt (0.858, 0.774) and for the peak value of the lap belt force (0.796, 0.869). Scaled kinematics based on body stature provided fair or acceptable prediction on the overall head/shoulder kinematics (0.741, 0.822 for the head; 0.817, 0.728 for the shoulder) regardless of the anthropometry. The scaling approach exhibited poor prediction capability on the curve shape for the restraint force (0.494 and 0.546 for the shoulder belt; 0.585 and 0.530 for the lap belt). It also cannot well predict the excursion of the pelvis and the knee. The results revealed that for the peak lap belt force and the forward motion of the head and shoulder, the underlying linear relationship with body size and shape is valid over a wide anthropometric range. The chaotic nature of the dynamic response cannot be fully recovered by the assumption of the whole-body geometrical similarity, especially for the curve shape. The valid range of the scaling approach established in this study can be reasonably referenced in predicting the impact response of a given specific population with expected deviation. Application of this knowledge also includes proposing strategies for restraint configuration and providing reference for ATD and/or human body model (HBM) development for vulnerable occupants.

Revised Estimates of Child Restraint Effectiveness

DOT National Transportation Integrated Search

1996-12-01

NHTSA's National Center for Statistics and Analysis (NCSA) recently completed an : analysis of data from the Fatal Accident Reporting System (FARS) to reexamine : the effectiveness of restraints in saving the lives of children, ages 0 - 4. : This ana...

Investigation of Crew Restraint System Biomechanics.

DTIC Science & Technology

1982-05-01

46FAMRL-TR-81 -103 SINVESTIGATION OF CREW RESTRAINT SYSTEM BIOMECHANICS NORMWAN S. PHILLIPS ROBERT A. THOMSON IRA B. FISCUS UNIVERSITY OF DA YTON RESEARCH...Escape System Biomechanics 20. ABSTRACT (Continue on reverse side If necessary and identify by block number) .Experimental data were collected and...properties and harness characteristics were included in the model. The analytical model was also used with biomechanical data for the rhesus monkey

Real-world injury patterns associated with Hybrid III sternal deflections in frontal crash tests.

PubMed

Brumbelow, Matthew L; Farmer, Charles M

2013-01-01

This study investigated the relationship between the peak sternal deflection measurements recorded by the Hybrid III 50th percentile male anthropometric test device (ATD) in frontal crash tests and injury and fatality outcomes for drivers in field crashes. ATD sternal deflection data were obtained from the Insurance Institute for Highway Safety's 64 km/h, 40 percent overlap crashworthiness evaluation tests for vehicles with seat belt crash tensioners, load limiters, and good-rated structure. The National Automotive Sampling System Crashworthiness Data System (NASS-CDS) was queried for frontal crashes of these vehicles in which the driver was restrained by a seat belt and air bag. Injury probability curves were calculated by frontal crash type using the injuries coded in NASS-CDS and peak ATD sternal deflection data. Fatality Analysis Reporting System (FARS) front-to-front crashes with exactly one driver death were also studied to determine whether the difference in measured sternal deflections for the 2 vehicles was related to the odds of fatality. For center impacts, moderate overlaps, and large overlaps in NASS-CDS, the probability of the driver sustaining an Abbreviated Injury Scale (AIS) score ≥ 3 thoracic injury, or any nonextremity AIS ≥ 3 injury, increased with increasing ATD sternal deflection measured in crash tests. For small overlaps, however, these probabilities decreased with increasing deflection. For FARS crashes, the fatally injured driver more often was in the vehicle with the lower measured deflection in crash tests (55 vs. 45%). After controlling for other factors, a 5-mm difference in measured sternal deflections between the 2 vehicles was associated with a fatality odds ratio of 0.762 for the driver in the vehicle with the greater deflection (95% confidence interval = 0.373, 1.449). Restraint systems that reduce peak Hybrid III sternal deflection in a moderate overlap crash test are beneficial in real-world crashes with similar or greater overlap but likely have a disbenefit in crashes with small overlap. This may occur because belt-force limiters employed to control deflections allow excursion that could produce contact with interior vehicle components in small overlaps, given the more oblique occupant motion and potential inboard movement of the air bag. Although based on a limited number of cases, this interpretation is supported by differences in skeletal fracture locations among drivers in crashes with different overlaps. Current restraint systems could be improved by designs that reduce sternal deflection in moderate and large overlap crashes without increasing occupant excursion in small overlap crashes.

Diffraction-Based Density Restraints for Membrane and Membrane-Peptide Molecular Dynamics Simulations

PubMed Central

Benz, Ryan W.; Nanda, Hirsh; Castro-Román, Francisco; White, Stephen H.; Tobias, Douglas J.

2006-01-01

We have recently shown that current molecular dynamics (MD) atomic force fields are not yet able to produce lipid bilayer structures that agree with experimentally-determined structures within experimental errors. Because of the many advantages offered by experimentally validated simulations, we have developed a novel restraint method for membrane MD simulations that uses experimental diffraction data. The restraints, introduced into the MD force field, act upon specified groups of atoms to restrain their mean positions and widths to values determined experimentally. The method was first tested using a simple liquid argon system, and then applied to a neat dioleoylphosphatidylcholine (DOPC) bilayer at 66% relative humidity and to the same bilayer containing the peptide melittin. Application of experiment-based restraints to the transbilayer double-bond and water distributions of neat DOPC bilayers led to distributions that agreed with the experimental values. Based upon the experimental structure, the restraints improved the simulated structure in some regions while introducing larger differences in others, as might be expected from imperfect force fields. For the DOPC-melittin system, the experimental transbilayer distribution of melittin was used as a restraint. The addition of the peptide caused perturbations of the simulated bilayer structure, but which were larger than observed experimentally. The melittin distribution of the simulation could be fit accurately to a Gaussian with parameters close to the observed ones, indicating that the restraints can be used to produce an ensemble of membrane-bound peptide conformations that are consistent with experiments. Such ensembles pave the way for understanding peptide-bilayer interactions at the atomic level. PMID:16950837

Optimization of vehicle deceleration to reduce occupant injury risks in frontal impact.

PubMed

Mizuno, Koji; Itakura, Takuya; Hirabayashi, Satoko; Tanaka, Eiichi; Ito, Daisuke

2014-01-01

In vehicle frontal impacts, vehicle acceleration has a large effect on occupant loadings and injury risks. In this research, an optimal vehicle crash pulse was determined systematically to reduce injury measures of rear seat occupants by using mathematical simulations. The vehicle crash pulse was optimized based on a vehicle deceleration-deformation diagram under the conditions that the initial velocity and the maximum vehicle deformation were constant. Initially, a spring-mass model was used to understand the fundamental parameters for optimization. In order to investigate the optimization under a more realistic situation, the vehicle crash pulse was also optimized using a multibody model of a Hybrid III dummy seated in the rear seat for the objective functions of chest acceleration and chest deflection. A sled test using a Hybrid III dummy was carried out to confirm the simulation results. Finally, the optimal crash pulses determined from the multibody simulation were applied to a human finite element (FE) model. The optimized crash pulse to minimize the occupant deceleration had a concave shape: a high deceleration in the initial phase, low in the middle phase, and high again in the final phase. This crash pulse shape depended on the occupant restraint stiffness. The optimized crash pulse determined from the multibody simulation was comparable to that from the spring-mass model. From the sled test, it was demonstrated that the optimized crash pulse was effective for the reduction of chest acceleration. The crash pulse was also optimized for the objective function of chest deflection. The optimized crash pulse in the final phase was lower than that obtained for the minimization of chest acceleration. In the FE analysis of the human FE model, the optimized pulse for the objective function of the Hybrid III chest deflection was effective in reducing rib fracture risks. The optimized crash pulse has a concave shape and is dependent on the occupant restraint stiffness and maximum vehicle deformation. The shapes of the optimized crash pulse in the final phase were different for the objective functions of chest acceleration and chest deflection due to the inertial forces of the head and upper extremities. From the human FE model analysis it was found that the optimized crash pulse for the Hybrid III chest deflection can substantially reduce the risk of rib cage fractures. Supplemental materials are available for this article. Go to the publisher's online edition of Traffic Injury Prevention to view the supplemental file.

76 FR 45399 - Special Conditions: Cessna Aircraft Company, Model LC40-550FG, LC41-550FG, and LC42-550FG; AmSafe...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-07-29

... lap belt. The inflatable portion of the restraint system will rely on sensors to electronically... establishing these special conditions. The inflatable restraint system relies on sensors to electronically activate the inflator for deployment. These sensors could be susceptible to inadvertent activation, causing...

Rear seat safety: Variation in protection by occupant, crash and vehicle characteristics.

PubMed

Durbin, Dennis R; Jermakian, Jessica S; Kallan, Michael J; McCartt, Anne T; Arbogast, Kristy B; Zonfrillo, Mark R; Myers, Rachel K

2015-07-01

Current information on the safety of rear row occupants of all ages is needed to inform further advances in rear seat restraint system design and testing. The objectives of this study were to describe characteristics of occupants in the front and rear rows of model year 2000 and newer vehicles involved in crashes and determine the risk of serious injury for restrained crash-involved rear row occupants and the relative risk of fatal injury for restrained rear row vs. front passenger seat occupants by age group, impact direction, and vehicle model year. Data from the National Automotive Sampling System Crashworthiness Data System (NASS-CDS) and Fatality Analysis Reporting System (FARS) were queried for all crashes during 2007-2012 involving model year 2000 and newer passenger vehicles. Data from NASS-CDS were used to describe characteristics of occupants in the front and rear rows and to determine the risk of serious injury (AIS 3+) for restrained rear row occupants by occupant age, vehicle model year, and impact direction. Using a combined data set containing data on fatalities from FARS and estimates of the total population of occupants in crashes from NASS-CDS, logistic regression modeling was used to compute the relative risk (RR) of death for restrained occupants in the rear vs. front passenger seat by occupant age, impact direction, and vehicle model year. Among all vehicle occupants in tow-away crashes during 2007-2012, 12.3% were in the rear row where the overall risk of serious injury was 1.3%. Among restrained rear row occupants, the risk of serious injury varied by occupant age, with older adults at the highest risk of serious injury (2.9%); by impact direction, with rollover crashes associated with the highest risk (1.5%); and by vehicle model year, with model year 2007 and newer vehicles having the lowest risk of serious injury (0.3%). Relative risk of death was lower for restrained children up to age 8 in the rear compared with passengers in the right front seat (RR=0.27, 95% CI 0.12-0.58 for 0-3 years, RR=0.55, 95% CI 0.30-0.98 for 4-8 years) but was higher for restrained 9-12-year-old children (RR=1.83, 95% CI 1.18-2.84). There was no evidence for a difference in risk of death in the rear vs. front seat for occupants ages 13-54, but there was some evidence for an increased relative risk of death for adults age 55 and older in the rear vs. passengers in the right front seat (RR=1.41, 95% CI 0.94-2.13), though we could not exclude the possibility of no difference. After controlling for occupant age and gender, the relative risk of death for restrained rear row occupants was significantly higher than that of front seat occupants in model year 2007 and newer vehicles and significantly higher in rear and right side impact crashes. Results of this study extend prior research on the relative safety of the rear seat compared with the front by examining a more contemporary fleet of vehicles. The rear row is primarily occupied by children and adolescents, but the variable relative risk of death in the rear compared with the front seat for occupants of different age groups highlights the challenges in providing optimal protection to a wide range of rear seat occupants. Findings of an elevated risk of death for rear row occupants, as compared with front row passengers, in the newest model year vehicles provides further evidence that rear seat safety is not keeping pace with advances in the front seat. Copyright © 2015 Elsevier Ltd. All rights reserved.

78 FR 33150 - RECARO Child Safety, LLC, Receipt of Petition for Decision of Inconsequential Noncompliance

Federal Register 2010, 2011, 2012, 2013, 2014

2013-06-03

...: RECARO Child Safety, LLC (RECARO) \\1\\ has determined that certain RECARO brand ProSport child restraint... RECARO brand ProSport child restraint systems produced between June 16, 2010 and January 31, 2013...

Problem definition for pre-crash sensing advanced restraints.

DOT National Transportation Integrated Search

2009-04-01

This report presents the results of crash analyses that defined and prioritized target crashes for advanced restraint systems based on pre-crash sensors. These analyses targeted the driver and front-seat passenger 13 or older, traveling in light vehi...

Lives saved by child restraints from 1982 through 1987

DOT National Transportation Integrated Search

1988-12-01

Estimates derived from the Fatal Accident Reporting System (FARS) indicate that restraints are very effective in preventing infant (under one year old) and toddler (one through four years old) fatalities. It is estimated that fatality reductions from...

A Descriptive Study of Pediatric Injury Patterns from the National Automotive Sampling System

PubMed Central

Newgard, C; Jolly, BT

1998-01-01

This study describes information from the National Automotive Sampling System for injury mechanisms in the pediatric age group (age 0–16). The total number of pediatric cases in the NASS database for this three year sampling period is 2141(weighted 591,084). No restraint use was identified in 23–43% of the children. For age < 1yr, 60% of patients suffer a facial injury. Head injuries make up only 10% of the total injuries, but are severe. For those age 1–4 yrs abdominal injuries and lower extremity injuries begin to appear. For those age 5–10 yrs, the predominant change over younger occupants is the proportion of spinal injuries. By age 11–16, injuries to the spine, upper extremities, and lower extremities outnumber injuries to the face and head. However, in this population, the greatest proportions of AIS 3–5 injuries still occur to the head and abdomen.

Specific 13C labeling of leucine, valine and isoleucine methyl groups for unambiguous detection of long-range restraints in protein solid-state NMR studies

NASA Astrophysics Data System (ADS)

Fasshuber, Hannes Klaus; Demers, Jean-Philippe; Chevelkov, Veniamin; Giller, Karin; Becker, Stefan; Lange, Adam

2015-03-01

Here we present an isotopic labeling strategy to easily obtain unambiguous long-range distance restraints in protein solid-state NMR studies. The method is based on the inclusion of two biosynthetic precursors in the bacterial growth medium, α-ketoisovalerate and α-ketobutyrate, leading to the production of leucine, valine and isoleucine residues that are exclusively 13C labeled on methyl groups. The resulting spectral simplification facilitates the collection of distance restraints, the verification of carbon chemical shift assignments and the measurement of methyl group dynamics. This approach is demonstrated on the type-three secretion system needle of Shigella flexneri, where 49 methyl-methyl and methyl-nitrogen distance restraints including 10 unambiguous long-range distance restraints could be collected. By combining this labeling scheme with ultra-fast MAS and proton detection, the assignment of methyl proton chemical shifts was achieved.

The Influence of Restraint Systems on Panel Behavior

NASA Technical Reports Server (NTRS)

Jegley, Dawn C.

2011-01-01

When a panel is tested in uniaxial compression in a test machine, the boundary conditions are not quite the same as they would be if it were part of a complete structure. A restraint system may be used to simulate conditions found in a complete vehicle. Quantifying the quality of the restraint with only point-measurement devices can leave an inadequate characterization of the out-of-plane behavior. However, today s full-field displacement monitoring techniques allow for much more accurate views of the global panel deformation and strain, and therefore allow for a better understanding of panel behavior. In the current study, the behavior of a hat-stiffened and two rod-stiffened carbon-epoxy panels is considered. Panels were approximately 2 meters tall and 0.76 to 1.06 m wide. Unloaded edges were supported by knife edges and stiffeners were attached to a support structure at selected locations to restrain out-of-plane motion. A comparison is made between test results based on full-field measurements and analyses based on assumptions of boundary conditions of a completely rigid edge restraint and the absence of any edge restraint. Results indicate that motion at the restrained edges must be considered to obtain accurate test-analysis correlation.

Misuse of child restraints

DOT National Transportation Integrated Search

2004-03-01

The purpose of this study was to obtain a measure of the current level of misuse of child restraint systems (CRSs) among the general public. The project focused specifically on forms of misuse that can be expected to raise the risk of injury. CRS use...

Child restraint use survey : LATCH use and misuse

DOT National Transportation Integrated Search

2006-12-01

NHTSA conducted a survey from April to October 2005 to collect information about the types of restraint systems that were being used to keep children safe while riding in passenger vehicles. In particular, NHTSA was interested in whether drivers with...

Recommendations for shoulder restraint installation in general aviation aircraft.

DOT National Transportation Integrated Search

1966-09-01

The use of inadequate or incomplete body restraint systems is a major factor in the current trend of increasing serious and fatal type injuries reported from general aviation accidents. An analysis of these accident injuries and conditions clearly in...

Association between weight and risk of crash-related injuries for children in child restraints.

PubMed

Zonfrillo, Mark R; Elliott, Michael R; Flannagan, Carol A; Durbin, Dennis R

2011-12-01

To determine the association between weight and the risk of injury in motor vehicle crashes (MVCs) for children 1 through 8 years of age who were using child restraints. This was a cross-sectional study of children 1 to 8 years of age in MVCs, in which cases from the National Automotive Sampling System Crashworthiness Data System were used. Abbreviated Injury Scale scores of ≥2 indicated clinically significant injuries. The National Automotive Sampling System Crashworthiness Data System study sample included 650 children 1 to 5 years of age in forward-facing child restraints who weighed 20 to 65 lb and 344 children 3 to 8 years of age in belt-positioning booster seats who weighed 30 to 100 lb. With adjustment for seating position, type of vehicle, direction of impact, crash severity, and vehicle model year, there was no association between absolute weight and clinically significant injuries in either age group (odds ratio: 1.17 [95% confidence interval: 0.96-1.42] for children 1-5 years of age in forward-facing child restraints and 1.22 [95% confidence interval: 0.96-1.55] for children 3-8 years of age in belt-positioning booster seats). The risk of clinically significant injuries was not associated with weight across a broad weight range in this sample of children in MVCs who were using child restraint systems. Parents should continue to restrain their children according to current recommendations from the American Academy of Pediatrics and the National Highway Traffic Safety Administration.

Multipurpose Crew Restraints for Long Duration Space Flights

NASA Technical Reports Server (NTRS)

Whitmore, Mihriban; Baggerman, Susan; Ortiz, M. R.; Hua, L.; Sinnott, P.; Webb, L.

2004-01-01

With permanent human presence onboard the International Space Station (ISS), a crew will be living and working in microgravity, interfacing with their physical environment. Without optimum restraints and mobility aids (R&MA' s), the crewmembers may be handicapped for perfonning some of the on-orbit tasks. In addition to weightlessness, the confined nature of a spacecraft environment results in ergonomic challenges such as limited visibility and access to the activity area and may cause prolonged periods of unnatural postures. Thus, determining the right set of human factors requirements and providing an ergonomically designed environment are crucial to astronauts' well-being and productivity. The purpose of this project is to develop requirements and guidelines, and conceptual designs, for an ergonomically designed multi-purpose crew restraint. In order to achieve this goal, the project would involve development of functional and human factors requirements, design concept prototype development, analytical and computer modeling evaluations of concepts, two sets of micro gravity evaluations and preparation of an implementation plan. It is anticipated that developing functional and design requirements for a multi-purpose restraint would facilitate development of ergonomically designed restraints to accommodate the off-nominal but repetitive tasks, and minimize the performance degradation due to lack of optimum setup for onboard task performance. In addition, development of an ergonomically designed restraint concept prototype would allow verification and validation of the requirements defined. To date, we have identified "unique" tasks and areas of need, determine characteristics of "ideal" restraints, and solicit ideas for restraint and mobility aid concepts. Focus group meetings with representatives from training, safety, crew, human factors, engineering, payload developers, and analog environment representatives were key to assist in the development of a restraint concept based on previous flight experiences, the needs of future tasks, and crewmembers' preferences. Also, a catalog with existing IVA/EVA restraint and mobility aids has been developed. Other efforts included the ISS crew debrief data on restraints, compilation of data from MIR, Skylab and ISS on restraints, and investigating possibility of an in-flight evaluation of current restraint systems. Preliminary restraint concepts were developed and presented to long duration crewmembers and focus groups for feedback. Currently, a selection criterion is being refined for prioritizing the candidate concepts. Next steps include analytical and computer modeling evaluations of the selected candidate concepts, prototype development, and microgravity evaluations.

Identification of competencies for Malaysian occupational safety and health professionals.

PubMed

Daud, Rabaayah; Ismail, Maimunah; Omar, Zoharah

2010-01-01

Competencies of occupational safety and health (OSH) professionals have become a concern due to the significance of safety management in the field of safety engineering. The purpose of this article is to identify competencies needed by OSH professionals. These competencies are required by professionals in administrating and enforcing legislations related to OSH in Malaysia. This study used Delphi technique in three rounds of data collection. The benefits of this research approach are the use of experts in gaining opinions without time and geographical restraints. The results show 25 generic competencies with combinations of cognitive, interpersonal and intrapersonal competencies and 33 functional or specific competencies including knowledge and skills needed by OSH professionals. Both generic and functional competencies are also divided into threshold and differentiating competencies that would be used to differentiate average and excellent performance of OSH professionals.

System and method of designing a load bearing layer of an inflatable vessel

NASA Technical Reports Server (NTRS)

Spexarth, Gary R. (Inventor)

2007-01-01

A computer-implemented method is provided for designing a restraint layer of an inflatable vessel. The restraint layer is inflatable from an initial uninflated configuration to an inflated configuration and is constructed from a plurality of interfacing longitudinal straps and hoop straps. The method involves providing computer processing means (e.g., to receive user inputs, perform calculations, and output results) and utilizing this computer processing means to implement a plurality of subsequent design steps. The computer processing means is utilized to input the load requirements of the inflated restraint layer and to specify an inflated configuration of the restraint layer. This includes specifying a desired design gap between pairs of adjacent longitudinal or hoop straps, whereby the adjacent straps interface with a plurality of transversely extending hoop or longitudinal straps at a plurality of intersections. Furthermore, an initial uninflated configuration of the restraint layer that is inflatable to achieve the specified inflated configuration is determined. This includes calculating a manufacturing gap between pairs of adjacent longitudinal or hoop straps that correspond to the specified desired gap in the inflated configuration of the restraint layer.

Restraint use in motor vehicle crash fatalities in children 0 year to 9 years old.

PubMed

Lee, Lois K; Farrell, Caitlin A; Mannix, Rebekah

2015-09-01

Despite improvements in child passenger safety legislation and equipment, motor vehicle crashes (MVCs) continue to be the leading cause of death in children younger than 10 years. The objective of this study was to describe factors associated with restraint use in fatal MVC in children 0 year to 9 years old. The Fatality Analysis Reporting System, maintained by the National Highway Transportation Safety Administration, was used to obtain data on MVC fatalities from 2001 to 2010 in children 0 year to 9 years old. The main outcome was restraint use. Demographic information (age, sex, and race) and crash characteristics including vehicle type (sedan, van, truck, sports utility vehicle) and seat position in the vehicle were analyzed with the χ statistic to evaluate these factors for any restraint use compared with no restraint use in MVC fatalities. There were 7,625 MVC fatalities in children 0 year to 9 years old from 2001 to 2010.Among these fatalities, 4,041 (53%) had any restraint use. Front seat passengers accounted for 20.9% (1,595 of 7,625) of the fatalities. Children 0 year to 3 years old had a higher proportion of restraint use than children 4 years to 9 years old (p < 0.001). White children compared with black children had higher use of restraints (p < 0.001). Children riding in sedans/vans compared with sport utility vehicles/trucks and those riding in the rear seats of the vehicle compared with those in front seats were significantly more likely to use restraints (p < 0.001). Overall, only half of children 0 year to 9 years old who died in an MVC were wearing any child restraint in the vehicle, and 20% were sitting in the front seat. Continued efforts must be made to enforce legislation and educate the public about best practices regarding child passenger safety to improve proper restraint use and to decrease MVC fatalities in children. Prognostic/epidemiologic study, level II.

Hot-air balloon tours: crash epidemiology in the United States, 2000-2011.

PubMed

Ballard, Sarah-Blythe; Beaty, Leland P; Baker, Susan P

2013-11-01

Hot-air balloon tours are FAR Part 91-governed balloon rides conducted for compensation or hire. Part 91, General Aviation, in general involves the least strict federal regulations and accounts for the majority of aviation crashes and fatalities. National Transportation Safety Board reports of hot-air balloon tour crashes in the United States from 2000 through 2011 were read and analyzed. During the 12-yr period, 78 hot-air balloon tours crashed, involving 518 occupants. There were 91 serious injuries and 5 fatalities; 83% of crashes resulted in one or more serious or fatal outcomes. Of the serious injuries characterized, 56% were lower extremity fractures. Most crashes (81%) occurred during landing; 65% involved hard landings. Fixed object collisions contributed to 50% of serious injuries and all 5 fatalities. During landing sequences, gondola dragging, tipping, bouncing, and occupant ejection were associated with poor outcomes. Of the crashes resulting in serious or fatal outcomes, 20% of balloons were significantly damaged or destroyed. The incidence of morbidity and mortality is high among hot-air balloon tour crashes, and the proportion of balloon crashes attributed to paid rides appears to have increased over time. In addition to examining the role of restraint systems, personal protective equipment, and power line emergency procedures in ballooning, injury prevention efforts should target factors such hard landings, object strikes, gondola instability, and occupant ejections, which are associated with balloon injuries and deaths. Crash outcomes may also improve with vehicle engineering that enables balloons themselves to absorb impact forces.

Experimental Investigation of Gauge Widening and Rail Restraint Characteristics

DOT National Transportation Integrated Search

1984-11-01

Gauge widening resulting from a loss of adequate rail restraint is one of the major track failure modes and the cause of a large number of derailments. A recent field and laboratory test program conducted by the Transportation Systems Center aimed at...

75 FR 48857 - Inclusion of Reference to Manual Requirements

Federal Register 2010, 2011, 2012, 2013, 2014

2010-08-12

..., Mexico, Noise control, Political candidates, Reporting and recordkeeping requirements, Yugoslavia. 0..., shoulder harnesses, and child restraint systems. (a) * * * (3) * * * (iii) * * * (B) * * * (3) * * * (iv) That the seat or child restraint device furnished by the operator, or one of the persons described in...

Misuse of child restraints : results of a workshop to review field data results

DOT National Transportation Integrated Search

2005-03-01

Child Passenger Safety (CPS) professionals have observed : high levels of misuse of child restraint systems : (CRSs) for many years. In the mid-1990s, a study : conducted for the National Highway Traffic Safety : Administration (NHTSA) observed one o...

Vital Signs: Health Burden and Medical Costs of Nonfatal Injuries to Motor Vehicle Occupants — United States, 2012

PubMed Central

Bergen, Gwen; Peterson, Cora; Ederer, David; Florence, Curtis; Haileyesus, Tadesse; Kresnow, Marcie-jo; Xu, Likang

2014-01-01

Background Motor vehicle crashes are a leading cause of death and injury in the United States. The purpose of this study was to describe the current health burden and medical and work loss costs of nonfatal crash injuries among vehicle occupants in the United States. Methods CDC analyzed data on emergency department (ED) visits resulting from nonfatal crash injuries among vehicle occupants in 2012 using the National Electronic Injury Surveillance System – All Injury Program (NEISS-AIP) and the Healthcare Cost and Utilization Project National Inpatient Sample (HCUP-NIS). The number and rate of all ED visits for the treatment of crash injuries that resulted in the patient being released and the number and rate of hospitalizations for the treatment of crash injuries were estimated, as were the associated number of hospital days and lifetime medical and work loss costs. Results In 2012, an estimated 2,519,471 ED visits resulted from nonfatal crash injuries, with an estimated lifetime medical cost of $18.4 billion (2012 U.S. dollars). Approximately 7.5% of these visits resulted in hospitalizations that required an estimated 1,057,465 hospital days in 2012. Conclusions Nonfatal crash injuries occur frequently and result in substantial costs to individuals, employers, and society. For each motor vehicle crash death in 2012, eight persons were hospitalized, and 100 were treated and released from the ED. Implications for Public Health Public health practices and laws, such as primary seat belt laws, child passenger restraint laws, ignition interlocks to prevent alcohol impaired driving, sobriety checkpoints, and graduated driver licensing systems have demonstrated effectiveness for reducing motor vehicle crashes and injuries. They might also substantially reduce associated ED visits, hospitalizations, and medical costs. PMID:25299606

Nuclear core positioning system

DOEpatents

Garkisch, Hans D.; Yant, Howard W.; Patterson, John F.

1979-01-01

A structural support system for the core of a nuclear reactor which achieves relatively restricted clearances at operating conditions and yet allows sufficient clearance between fuel assemblies at refueling temperatures. Axially displaced spacer pads having variable between pad spacing and a temperature compensated radial restraint system are utilized to maintain clearances between the fuel elements. The core support plates are constructed of metals specially chosen such that differential thermal expansion produces positive restraint at operating temperatures.

Evaluation of pipe-type cable joint restraint systems

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

Silver, D.A.; Seman, G.W.

1990-03-01

the purpose of this project was to evaluate two systems for restraining the movement of 345kV high-pressure oil-filled (HPOF) cable joints during load cycling. Problems with joints and adjacent cables due to thermomechanical bending (TMB) experienced by the Consolidated Edison Company of New York and Public Service Electric Gas Company of New Jersey are reviewed. Some approaches to reducing or preventing TMB induced damage to HPOF pipe type cable joints are discussed. The design and operation of a special test apparatus for simulating TMB effects under laboratory conditions is described. One of the two joint restraint systems evaluated under thismore » project was developed by PSE G and employed wedging devices, which could be retrofitted into existing installations, that limited the longitudinal movement of the joints during load cycling. The other system developed by Pirelli Cable Corporation applied the restraining force to the cylindrical portion of the hand applied joint insulation by means of support spiders and steel rods attached to the reducer faces. The test results show that the PSE G restraint system can effectively limit joint longitudinal movement while causing a minimal amount of mechanical disturbance to the joint stress cones. The test results obtained with the PCC system are inconclusive and indicate that further refinement and testing are required to demonstrate the effectiveness of this promising joint restraint system.« less

Children in crashes: mechanisms of injury and restraint systems

PubMed Central

Lapner, Peter C.; McKay, Morag; Howard, Andrew; Gardner, Bill; German, Alan; Letts, Mervyn

2001-01-01

Objectives To explore the levels of protection offered to children involved in motor vehicle collisions. Design A joint study by the Children’s Hospital of Eastern Ontario (CHEO) and Transport Canada, Ottawa, conducted in 2 phases: retrospective from 1990 to 1997 and prospective from 1998 to 2000. Setting CHEO, a university affiliated tertiary care centre. Patients Children admitted to CHEO between 1990 and 2000 with spinal trauma due to motor vehical crashes (MVCs). Phase 1 of the study involved analysis, in a series of 45 children after MVAs, by location of spinal injury versus belt type. Phase 2 was a prospective study of 22 children injured in 15 MVAs. Interventions A biomechanical assessment of the vehicle and its influence on the injuries sustained. Main outcome measures The nature and extent of the injuries sustained, and the vehicle dynamics and associated occupant kinematics. Results The odds ratio of sustaining a spinal injury while wearing a 2-point belt versus a 3-point belt was 24 (95% confidence interval 2.0–2.45, p < 0.1), indicating a much higher incidence with a lap belt than a shoulder strap. Conclusions Proper seat-belt restraint reduces the morbidity in children involved in MVCs. Children under the age of 12 years should not be front-seat passengers until the sensitivity of air bags has been improved. Three-point pediatric seat belts should be available for family automobiles to reduce childhood trauma in MVCs. PMID:11764879

Safety restraint use in Virginia : use rate trends from 1983 through 1995.

DOT National Transportation Integrated Search

1996-01-01

The purpose of this report was to take a retrospective glance at Virginia's experience in getting her citizens to use the automobile safety restraint systems available to them. In Virginia, data on safety belt and child safety seat use were collected...

Exogenous agmatine has neuroprotective effects against restraint-induced structural changes in the rat brain

PubMed Central

Zhu, Meng-Yang; Wang, Wei-Ping; Cai, Zheng-Wei; Regunathan, Soundar; Ordway, Gregory

2009-01-01

Agmatine is an endogenous amine derived from decarboxylation of arginine catalysed by arginine decarboxylase. Agmatine is considered a novel neuromodulator and possesses neuroprotective properties in the central nervous system. The present study examined whether agmatine has neuroprotective effects against repeated restraint stress-induced morphological changes in rat medial prefrontal cortex and hippocampus. Sprague-Dawley rats were subjected to 6 h of restraint stress daily for 21 days. Immunohistochemical staining with β-tubulin III showed that repeated restraint stress caused marked morphological alterations in the medial prefrontal cortex and hippocampus. Stress-induced alterations were prevented by simultaneous treatment with agmatine (50 mg/kg/day, i.p.). Interestingly, endogenous agmatine levels, as measured by high-performance liquid chromatography, in the prefrontal cortex and hippocampus as well as in the striatum and hypothalamus of repeated restraint rats were significantly reduced as compared with the controls. Reduced endogenous agmatine levels in repeated restraint animals were accompanied by a significant increase of arginine decarboxylase protein levels in the same regions. Moreover, administration of exogenous agmatine to restrained rats abolished increases of arginine decarboxylase protein levels. Taken together, these results demonstrate that exogenously administered agmatine has neuroprotective effects against repeated restraint-induced structural changes in the medial prefrontal cortex and hippocampus. These findings indicate that stress-induced reductions in endogenous agmatine levels in the rat brain may play a permissive role in neuronal pathology induced by repeated restraint stress. PMID:18364017

New research opportunities for roadside safety barriers improvement

NASA Astrophysics Data System (ADS)

Cantisani, Giuseppe; Di Mascio, Paola; Polidori, Carlo

2017-09-01

Among the major topics regarding the protection of roads, restraint systems still represent a big opportunity in order to increase safety performances. When accidents happen, in fact, the infrastructure can substantially contribute to the reduction of consequences if its marginal spaces are well designed and/or effective restraint systems are installed there. Nevertheless, basic concepts and technology of road safety barriers have not significantly changed for the last two decades. The paper proposes a new approach to the study aimed to define possible enhancements of restraint safety systems performances, by using new materials and defining innovative design principles. In particular, roadside systems can be developed with regard to vehicle-barrier interaction, vehicle-oriented design (included low-mass and extremely low-mass vehicles), traffic suitability, user protection, working width reduction. In addition, thanks to sensors embedded into the barriers, it is also expected to deal with new challenges related to the guidance of automatic vehicles and I2V communication.

Noninvasive assessment of altered activity following restraint in mice using an automated physiological monitoring system.

PubMed

Spiers, Jereme G; Chen, Hsiao-Jou Cortina; Steyn, Frederik J; Lavidis, Nickolas A; Woodruff, Trent M; Lee, John D

2017-01-01

In the laboratory setting, typical endocrine and targeted behavioral tests are limited in their ability to provide a direct assessment of stress in animals housed in undisturbed conditions. We hypothesized that an automated phenotyping system would allow the detection of subtle stress-related behavioral changes well beyond the time-frames examined using conventional methods. In this study, we have utilized the TSE PhenoMaster system to continuously record basal behaviors and physiological parameters including activity, body weight, food intake and oxygen consumption in undisturbed and stressed C57Bl/6J male mice (n = 12/group), with a pharmacological intervention using the conventional anxiolytic, diazepam (5 mg kg -1 i.p.; n = 8/group). We observed significant 20-30% reductions in locomotor activity in the dark phase, with subtle reductions in light phase activity for up to 96 h following a single 2 h episode of restraint stress. A single administration of diazepam reduced plasma corticosterone concentrations by 30-35% during stress exposure when compared to mice treated with vehicle. This treatment did not result in significantly different locomotor activity compared to vehicle within the first 48 h following restraint stress. However, diazepam treatment facilitated restoration of locomotor activity at 72 and 96 h after restraint stress exposure in comparison to vehicle-treated mice. Hence, the use of an automated phenotyping system allows a real time assessment of basal behaviors and empirical metabolism following exposure to restraint stress and demonstrates major and subtle changes in activity persist for several days after stress exposure.

Role of the autonomic nervous system and baroreflex in stress-evoked cardiovascular responses in rats.

PubMed

Dos Reis, Daniel Gustavo; Fortaleza, Eduardo Albino Trindade; Tavares, Rodrigo Fiacadori; Corrêa, Fernando Morgan Aguiar

2014-07-01

Restraint stress (RS) is an experimental model to study stress-related cardiovascular responses, characterized by sustained pressor and tachycardiac responses. We used pharmacologic and surgical procedures to investigate the role played by sympathetic nervous system (SNS) and parasympathetic nervous system (PSNS) in the mediation of stress-evoked cardiovascular responses. Ganglionic blockade with pentolinium significantly reduced RS-evoked pressor and tachycardiac responses. Intravenous treatment with homatropine methyl bromide did not affect the pressor response but increased tachycardia. Pretreatment with prazosin reduced the pressor and increased the tachycardiac response. Pretreatment with atenolol did not affect the pressor response but reduced tachycardia. The combined treatment with atenolol and prazosin reduced both pressor and tachycardiac responses. Adrenal demedullation reduced the pressor response without affecting tachycardia. Sinoaortic denervation increased pressor and tachycardiac responses. The results indicate that: (1) the RS-evoked cardiovascular response is mediated by the autonomic nervous system without an important involvement of humoral factors; (2) hypertension results primarily from sympathovascular and sympathoadrenal activation, without a significant involvement of the cardiac sympathetic component (CSNS); (3) the abrupt initial peak in the hypertensive response to restraint is sympathovascular-mediated, whereas the less intense but sustained hypertensive response observed throughout the remaining restraint session is mainly mediated by sympathoadrenal activation and epinephrine release; (4) tachycardia results from CSNS activation, and not from PSNS inhibition; (5) RS evokes simultaneous CSNS and PSNS activation, and heart rate changes are a vector of both influences; (6) the baroreflex is functional during restraint, and modulates both the vascular and cardiac responses to restraint.

75 FR 32838 - Reports, Forms, and Recordkeeping Requirements

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-09

... Eichelberger, Ph.D., Office of Behavioral Safety Research (NTI-132), 1200 New Jersey Avenue, SE., Washington... Administration (NHTSA) proposes to collect observational data on correct and incorrect use of child restraint... FMVSS 225, Child Restraint Anchorage Systems), in order to provide another, easier method of attaching a...

Ergonomic evaluation of a wheelchair transportation securement system.

PubMed

Ahmed, Madiha; Campbell-Kyureghyan, Naira; Frost, Karen; Bertocci, Gina

2012-01-01

The Americans with Disabilities Act (ADA) specifies guidelines covering the securement system and environment for wheeled mobility device (WhMD) passengers on the public bus system in the United States, referred to as the wheelchair tiedown and occupant restraint system (WTORS). The misuse or disuse of the WTORS system can be a source of injury for WhMD passengers riding the buses. The purpose of this study was to quantify the risks posed to the bus driver while performing the WTORS procedure using traditional ergonomic analysis methods. Four bus drivers completed the WTORS procedure for a representative passenger seated in three different WhMDs: manual wheelchair (MWC), scooter (SCTR), and power wheelchair (PWC). Potential work-related risks were identified using the four most applicable ergonomic assessment tools: PLIBEL, RULA, REBA, and iLMM. Task evaluation results revealed high levels of risk to be present to drivers during the WTORS procedure. The securement station space design and equipment layout were identified as contributing factors forcing drivers to adopt awkward postures while performing the WTORS task. These risk factors are known contributors to injury and the drivers could opt to improperly secure the passengers to avoid that risk.

Specific 13C labeling of leucine, valine and isoleucine methyl groups for unambiguous detection of long-range restraints in protein solid-state NMR studies.

PubMed

Fasshuber, Hannes Klaus; Demers, Jean-Philippe; Chevelkov, Veniamin; Giller, Karin; Becker, Stefan; Lange, Adam

2015-03-01

Here we present an isotopic labeling strategy to easily obtain unambiguous long-range distance restraints in protein solid-state NMR studies. The method is based on the inclusion of two biosynthetic precursors in the bacterial growth medium, α-ketoisovalerate and α-ketobutyrate, leading to the production of leucine, valine and isoleucine residues that are exclusively (13)C labeled on methyl groups. The resulting spectral simplification facilitates the collection of distance restraints, the verification of carbon chemical shift assignments and the measurement of methyl group dynamics. This approach is demonstrated on the type-three secretion system needle of Shigella flexneri, where 49 methyl-methyl and methyl-nitrogen distance restraints including 10 unambiguous long-range distance restraints could be collected. By combining this labeling scheme with ultra-fast MAS and proton detection, the assignment of methyl proton chemical shifts was achieved. Copyright © 2015 Elsevier Inc. All rights reserved.

Head injury causation scenarios for belted, rear-seated children in frontal impacts.

PubMed

Bohman, Katarina; Arbogast, Kristy B; Bostrom, Ola

2011-02-01

Head injuries are the most common serious injuries sustained by children in motor vehicle crashes and are of critical importance with regard to long-term disability. There is a lack of understanding of how seat belt-restrained children sustain head injuries in frontal impacts. The aim of the study was to identify the AIS2+ head injury causation scenarios for rear-seated, belt-restrained children in frontal impacts, including the set of parameters contributing to the injury. In-depth crash investigations from two National Highway Traffic Safety Administration (NHTSA) databases, the National Automotive Sampling System-Crashworthiness Data System (NASS-CDS; 1997-2008) and the Crash Injury Research and Engineering Network (CIREN; 1996-2009), were collected and analyzed in detail. Selection criteria were all frontal impacts with principal direction of force (PDOF) of 11, 12, and 1 o'clock involving rear-seated, three-point belt-restrained, with or without booster cushion, children from 3 to 13 years with an AIS2+ head injury. Cases were analyzed using the BioTab method of injury causation assessment in order to systematically analyze the injury causation scenario for each case. There were 27 cases meeting the inclusion criteria, 19 cases with MAIS2 head injuries and 8 cases with MAIS3+ head injuries, including 2 fatalities. Three major injury causation scenarios were identified, including head contact with seatback (10 cases), head contact with side interior (7 cases,) and no evidence of head contact (9 cases). Head injuries with seatback or side interior contact typically included a PDOF greater than 10 degree (similar to the Insurance Institute for Highway Safety [IIHS] and EuroNCAP offset frontal testing) and vehicle maneuvers. For seatback contact, the vehicle's movements contributed to occupant kinematics inboard the vehicle, causing a less than optimal restraint of the torso and/or torso roll out of the shoulder belt. For side interior contact, the PDOF and/or maneuvers forced the occupant toward the side interior. The cases without evidence of head/face contact were characterized by high crash severity and accompanied by severe injuries to the thorax and spine. These data lead to increased understanding of the injury patterns and causation in this crash restraint scenario so that interventions to mitigate the burden of injury can be advanced.

A proposed campaign to increase the use of restraint systems for young children who ride in cars.

PubMed Central

Shaw, C E; Fluke, D M

1983-01-01

In the United States, motor vehicle accidents are the number one killer of children under 5 years of age, according to the National Highway Traffic Safety Administration (NHTSA). Repeated studies show that correct, consistent use of child restraint systems is a proven method of preventing many unnecessary deaths. Yet current data from NHTSA's National Accident Sampling Survey show that only 35 percent of infants under 1 year of age, and only 25 percent of toddlers between 1 and 4, are protected by child restraints when they ride in cars. The authors believe that an innovative public awareness campaign, based on a Presidential proclamation giving national priority to encouraging correct use of child restraint systems, would serve both to increase the public's knowledge of car safety issues and to increase the number of parents who provide restraint protection for their children. Our proposal is unique in that it is a multidimensional approach with its main focus on children under 5 as a target population. We advocate continued appeal to the adult consumer population but believe that long-term results will be more significant if children are addressed as well. The main emphasis of our proposal is on local community involvement, yet Federal acknowledgement of the problem of safety for small children in cars--and support of efforts to solve this problem--are necessary to reinforce the efforts of grassroots organizations. PMID:6414038

Seatbelt use amongst taxi drivers in Beijing, China.

PubMed

Passmore, J; Ozanne-Smith, J

2006-09-01

Associated with explosive growth in motorization, China has the world's highest road toll with more than 100,000 deaths and 400,000 injuries annually. In response, the Chinese Government introduced the first road traffic safety law in 2003, which included mandatory use of seatbelts by drivers and front seat passengers. Noting frequent non-compliance to this seatbelt regulation by Beijing taxi drivers, the authors studied seatbelt use patterns as onboard observers in a convenience sample of 235 taxi trips. Findings indicated a low seatbelt-wearing rate among taxi drivers of 7.7%, an overt non-wearing rate of 57%, covert non-wearing of 35.3% and total non-compliance of 92.3%. As in high-income countries, adoption of proven safety strategies, including wearing safety restraints, could contribute to reducing the Chinese road toll, particularly as vehicle occupant numbers and the availability of restraints increases. Further investigation of reasons for non-compliance and pretense of wearing seatbelts is required to inform future seatbelt-wearing promotions, including attitudinal studies of taxi drivers. Seatbelt wearing rates should continue to be monitored.

Use and misuse of automobile child restraint devices.

PubMed

Margolis, L H; Wagenaar, A C; Molnar, L J

1992-03-01

To determine demographic, social, and behavioral characteristics that are associated with correct child restraint device (CRD) use. Cross-sectional. Fast-food restaurant parking lots in southeastern Michigan. Children younger than age 4 years and their drivers. Consecutive sample. None. Seven hundred seventeen child passengers were observed for 11 dimensions of CRD use and 661 of their drivers were interviewed. Three hundred ninety-four (55%) of the children were in CRDs, but 248 (63%) of those children were incorrectly restrained. A 43-point misuse index was constructed based on scores assigned for different types of misuse. Seven variables (ie, age of child, race of parent, driver as a parent, days driving, number of occupants, perceived comfort of CRDs, and belief that the social norm supports CRD use) were highly predictive of CRD use. In contrast, only three factors (ie, age of child, education of the driver, and knowledge of the CRD law) were minimally predictive of correct use. Since correct use of CRDs represents such a complex behavior, the best strategy to address the widespread problem of CRD use may be through the design of less complicated CRDs.

76 FR 10637 - Consumer Information; Program for Child Restraint Systems

Federal Register 2010, 2011, 2012, 2013, 2014

2011-02-25

... as to the specific child safety seats the manufacturers recommend for individual vehicles. This... criteria which vehicle manufacturers can use to identify child safety seats that fit their vehicles. The... Belts B. Top Tether Anchorages C. Lower Anchorages D. Head Restraints E. CRS Installation, Use, and...

Restraint use among northwest American Indian children traveling in motor vehicles.

PubMed

Lapidus, Jodi A; Smith, Nicole H; Ebel, Beth E; Romero, Francine C

2005-11-01

We sought to estimate motor vehicle passenger restraint use among Northwest American Indian children 8 years old or younger and to determine factors associated with using proper (i.e., age and weight appropriate) passenger restraint systems. We surveyed vehicles driven by members of 6 tribes in Idaho, Oregon, and Washington. Associations between proper restraint and child, driver, and vehicle characteristics were analyzed using logistic regression for clustered data. We observed 775 children traveling in 574 vehicles; 41% were unrestrained. Proper restraint ranged from 63% among infant seat-eligible children to 11% among booster seat-eligible children and was associated with younger child's age (odds ratio (OR) per year = 0.60; 95% confidence interval (CI) = 0.48, 0.75), seating location (OR front vs rear=0.27; 95% CI=0.16, 0.44), driver seat belt use (OR=2.39; 95% CI=1.51, 3.80), and relationship (OR for nonparent vs parent=0.28; 95% CI=0.14, 0.58). More than half of drivers felt children could use an adult seat belt earlier than recommended guidelines, and 63% did not correctly identify whether their tribe had child safety seat laws. Children in these communities are inadequately restrained. Restraint use was exceedingly low among booster-eligible children and children riding with unrestrained adults. Interventions emphasizing appropriate restraint use and enforcement of passenger safety laws could reduce the risk of injury or death in motor vehicle accidents.

Resident aggression toward staff at a center for the developmentally disabled.

PubMed

West, Christine A; Galloway, Ellen; Niemeier, Maureen T

2014-01-01

Few studies have examined factors contributing to nonfatal assaults to staff working in residential care facilities. The authors evaluated resident assaults toward direct care/nursing staff at an intermediate Care Facility for Individuals with Mental Retardation (ICF/MR), which included observations of work areas, employee interviews, calculation of injury and assault rates for 2004 to 2007 from Occupational Safety and Health Administration Logs, and review of state ICP/MR guidelines. Most staff interviewed reported having been injured during physical restraint of a resident and the average rate of injury from assault at the center evaluated was higher than the average national rates for the health care and social assistance sector for the same time period. The center lacked policies and developing a post-incident response and evaluation program to assist staff in coping with the consequences of assault and/or occupational injury.

Safety Study: The Performance and use of Child Restraint Systems, Seatbelts, and Air Bags for Children in Passenger Vehicles. Volume 1:Analysis

DOT National Transportation Integrated Search

1996-01-01

Despite the effectiveness of child restraints and lap/shoulder belts to reduce the likelihood of severe and fatal injuries, accidents continue to occur in which restrained children are being injured and killed. The Safety Board conducted this study t...

75 FR 48997 - NUREG-1946, “Inservice Testing of Pumps and Valves, and Inservice Examination and Testing of...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-08-12

..., and Inservice Examination and Testing of Dynamic Restraints (Snubbers) at Nuclear Power Plants, Draft... Dynamic Restraints (Snubbers) at Nuclear Power Plants, Draft Report for Comment.'' DATES: Please submit... System (ADAMS): Publicly available documents created or received at the NRC are available electronically...

Tibial changes in experimental disuse osteoporosis in the monkey

NASA Technical Reports Server (NTRS)

Young, D. R.; Niklowitz, W. J.; Steele, C. R.

1983-01-01

The mechanical properties and structural changes in the monkey tibia with disuse osteoporosis and during subsequent recovery are investigated. Bone mending stiffness is evaluated in relation to microscopic changes in cortical bone and Norland bone mineral analysis. Restraint in the semireclined position is found to produce regional losses of bone most obviously in the anterior-proximal tibiae. After six months of restraint, the greatest losses of bone mineral in the proximal tibiae range from 23 percent to 31 percent; the largest changes in bone stiffness range from 36 percent to 40 percent. Approximately eight and one-half months of recovery are required to restore the normal bending properties. Even after 15 months of recovery, however, the bone mineral content does not necessarily return to normal levels. Histologically, resorption cavities in cortical bone are seen within one month of restraint; by two and one-half months of restraint there are large resorption cavities subperiosteally, endosteally, and intracortically. After 15 months of recovery, the cortex consists mainly of first-generation haversian systems. After 40 months, the cortex appears normal, with numerous secondary and tertiary generations of haversian systems.

Tethered-restraint system for blood collection from ferrets

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

Jackson, R.K.; Kieffer, V.A.; Sauber, J.S.

The laboratory ferret, Mustela putorius furo, recently has come into prominence as a laboratory animal for use in biomedical research. This laboratory has adopted the use of this species because the ferret's emetic response to radiation occurs at a lower dose and has a more rapid onset than that of dogs. One approach for determining the physiological basis of this response is to measure serum levels of various circulating substances before and after irradiation. However, blood collection from the ferret can be difficult because the lack of easily accessible veins and seasonal accumulation of subcutaneous body fat. This report describesmore » a method of tethered-restraint for the ferret in which an in-dwelling venous jugular catheter is implanted for withdrawing blood samples. No interference with the animal's normal activities occurs during the sampling procedure. Each animal is conditioned to the tethered-restraint prior to surgical placement of the catheter. The technique provides a minimally stressful method of restraint. A similar tethering system has been used successfully on several other animal species, such as non-human primates and rats.« less

Wheeled mobility device transportation safety in fixed route and demand-responsive public transit vehicles within the United States.

PubMed

Frost, Karen L; van Roosmalen, Linda; Bertocci, Gina; Cross, Douglas J

2012-01-01

An overview of the current status of wheelchair transportation safety in fixed route and demand-responsive, non-rail, public transportation vehicles within the US is presented. A description of each mode of transportation is provided, followed by a discussion of the primary issues affecting safety, accessibility, and usability. Technologies such as lifts, ramps, securement systems, and occupant restraint systems, along with regulations and voluntary industry standards have been implemented with the intent of improving safety and accessibility for individuals who travel while seated in their wheeled mobility device (e.g., wheelchair or scooter). However, across both fixed route and demand-responsive transit systems a myriad of factors such as nonuse and misuse of safety systems, oversized wheeled mobility devices, vehicle space constraints, and inadequate vehicle operator training may place wheeled mobility device (WhMD) users at risk of injury even under non-impact driving conditions. Since WhMD-related incidents also often occur during the boarding and alighting process, the frequency of these events, along with factors associated with these events are described for each transit mode. Recommendations for improving WhMD transportation are discussed given the current state of

Optimized ventricular restraint therapy: adjustable restraint is superior to standard restraint in an ovine model of ischemic cardiomyopathy.

PubMed

Lee, Lawrence S; Ghanta, Ravi K; Mokashi, Suyog A; Coelho-Filho, Otavio; Kwong, Raymond Y; Kwon, Michael; Guan, Jian; Liao, Ronglih; Chen, Frederick Y

2013-03-01

The effects of ventricular restraint level on left ventricular reverse remodeling are not known. We hypothesized that restraint level affects the degree of reverse remodeling and that restraint applied in an adjustable manner is superior to standard, nonadjustable restraint. This study was performed in 2 parts using a model of chronic heart failure in the sheep. In part I, restraint was applied at control (0 mm Hg, n = 3), low (1.5 mm Hg, n = 3), and high (3.0 mm Hg, n = 3) levels with an adjustable and measurable ventricular restraint (AMVR) device. Restraint level was not altered throughout the 2-month treatment period. Serial restraint level measurements and transthoracic echocardiography were performed. In part II, restraint was applied with the AMVR device set at 3.0 mm Hg (n = 6) and adjusted periodically to maintain that level. This was compared with restraint applied in a standard, nonadjustable manner using a mesh wrap (n = 6). All subjects were followed up for 2 months with serial magnetic resonance imaging. In part I, there was greater and earlier reverse remodeling in the high restraint group. In both groups, the rate of reverse remodeling peaked and then declined as the measured restraint level decreased with progression of reverse remodeling. In part II, adjustable restraint resulted in greater reverse remodeling than standard restraint. Left ventricular end diastolic volume decreased by 12.7% (P = .005) with adjustable restraint and by 5.7% (P = .032) with standard restraint. Left ventricular ejection fraction increased by 18.9% (P = .014) and 14.4% (P < .001) with adjustable and standard restraint, respectively. Restraint level affects the rate and degree of reverse remodeling and is an important determinant of therapy efficacy. Adjustable restraint is more effective than nonadjustable restraint in promoting reverse remodeling. Copyright © 2013 The American Association for Thoracic Surgery. Published by Mosby, Inc. All rights reserved.

Hot-Air Balloon Tours: Crash Epidemiology in the United States, 2000-2011

PubMed Central

Ballard, Sarah-Blythe; Beaty, Leland P.; Baker, Susan P.

2016-01-01

Introduction Hot-air balloon tours are FAR Part 91-governed balloon rides conducted for compensation or hire. Part 91, General Aviation, in general involves the least strict federal regulations and accounts for the majority of aviation crashes and fatalities. Methods National Transportation Safety Board reports of hot-air balloon tour crashes in the United States from 2000 through 2011 were read and analyzed. Results During the 12-yr period, 78 hot-air balloon tours crashed, involving 518 occupants. There were 91 serious injuries and 5 fatalities; 83% of crashes resulted in one or more serious or fatal outcomes. Of the serious injuries characterized, 56% were lower extremity fractures. Most crashes (81%) occurred during landing; 65% involved hard landings. Fixed object collisions contributed to 50% of serious injuries and all 5 fatalities. During landing sequences, gondola dragging, tipping, bouncing, and occupant ejection were associated with poor outcomes. Of the crashes resulting in serious or fatal outcomes, 20% of balloons were significantly damaged or destroyed. Discussion The incidence of morbidity and mortality is high among hot-air balloon tour crashes, and the proportion of balloon crashes attributed to paid rides appears to have increased over time. In addition to examining the role of restraint systems, personal protective equipment, and power line emergency procedures in ballooning, injury prevention efforts should target factors such hard landings, object strikes, gondola instability, and occupant ejections, which are associated with balloon injuries and deaths. Crash outcomes may also improve with vehicle engineering that enables balloons themselves to absorb impact forces. PMID:24279231

Effect of honey on the reproductive system of male rat offspring exposed to prenatal restraint stress.

PubMed

Haron, M N; Mohamed, M

2016-06-01

Exposure to prenatal stress is associated with impaired reproductive function in male rat offspring. Honey is traditionally used by the Malays for enhancement of fertility. The aim of this study was to determine the effect of honey on reproductive system of male rat offspring exposed to prenatal restraint stress. Dams were divided into four groups (n = 10/group): control, honey, stress and honey + stress groups. Dams from honey and honey + stress groups received oral honey (1.2 g kg(-1) body weight) daily from day 1 of pregnancy, meanwhile dams from stress and honey + stress groups were subjected to restraint stress (three times per day) from day 11 of pregnancy until delivery. At 10 weeks old, each male rat offspring was mated with a regular oestrus cycle female. Male sexual behaviour and reproductive performance were evaluated. Then, male rats were euthanised for assessment on reproductive parameters. Honey supplementation during prenatal restraint stress significantly increased testis and epididymis weights as well as improved the percentages of abnormal spermatozoa and sperm motility in male rat offspring. In conclusion, this study might suggest that supplementation of honey during pregnancy seems to reduce the adverse effects of restraint stress on reproductive organs weight and sperm parameters in male rat offspring. © 2015 Blackwell Verlag GmbH.

Effects and costs of requiring child-restraint systems for young children traveling on commercial airplanes.

PubMed

Newman, Thomas B; Johnston, Brian D; Grossman, David C

2003-10-01

The US Federal Aviation Administration is planning a new regulation requiring children younger than 2 years to ride in approved child-restraint seats on airplanes. To estimate the annual number of child air crash deaths that might be prevented by the proposed regulation, the threshold proportion of families switching from air to car travel above which the risks of the policy would exceed its benefits, and the cost per death prevented. Risk and economic analyses. Child-restraint seat use could prevent about 0.4 child air crash deaths per year in the United States. Increased deaths as a result of car travel could exceed deaths prevented by restraint seat use if the proportion of families switching from air to car travel exceeded about 5% to 10%. The estimate for this proportion varied with assumptions about trip distance, driver characteristics, and the effectiveness of child-restraint seats but is unlikely to exceed 15%. Assuming no increase in car travel, for each dollar increase in the cost of implementing the regulation per round trip per family, the cost per death prevented would increase by about $6.4 million. Unless space for young children in restraint seats can be provided at low cost to families, with little or no diversion to automobile travel, a policy requiring restraint seat use could cause a net increase in deaths. Even excluding this possibility, the cost of the proposed policy per death prevented is high.

Anti-oxidative effects of curcumin on immobilization-induced oxidative stress in rat brain, liver and kidney.

PubMed

Samarghandian, Saeed; Azimi-Nezhad, Mohsen; Farkhondeh, Tahereh; Samini, Fariborz

2017-03-01

Restraint stress has been indicated to induce oxidative damage in tissues. Several investigations have reported that curcumin (CUR) may have a protective effect against oxidative stress. The present study was designed to investigate the protective effects of CUR on restraint stress induced oxidative stress damage in the brain, liver and kidneys. For chronic restraint stress, rats were kept in the restrainers for 1h every day, for 21 consecutive days. The animals received systemic administrations of CUR daily for 21days. In order to evaluate the changes of the oxidative stress parameters following restraint stress, the levels of malondialdehyde (MDA), reduced glutathione (GSH), as well as antioxidant enzyme activities superoxide dismutase (SOD) glutathione peroxidase (GPx), glutathione reductase (GR) and catalase (CAT) were measured in the brain, liver and kidney of rats after the end of restraint stress. The restraint stress significantly increased MDA level, but decreased the level of GSH and activists of SOD, GPx, GR, and CAT the brain, liver and kidney of rats in comparison to the normal rats (P<0.001). Intraperitoneal administration of CUR significantly attenuated oxidative stress and lipid peroxidation, prevented apoptosis, and increased antioxidant defense mechanism activity in the tissues versus the control group (P<0.05). This study shows that CUR can prevent restraint stress-induced oxidative damage in the brain, liver and kidney of rats and propose that CUR may be useful agents against oxidative stress in the tissues. Copyright © 2016 Elsevier Masson SAS. All rights reserved.

Restraint Use Among Northwest American Indian Children Traveling in Motor Vehicles

PubMed Central

Lapidus, Jodi A.; Smith, Nicole H.; Ebel, Beth E.; Romero, Francine C.

2005-01-01

Objectives. We sought to estimate motor vehicle passenger restraint use among Northwest American Indian children 8 years old or younger and to determine factors associated with using proper (i.e., age and weight appropriate) passenger restraint systems. Methods. We surveyed vehicles driven by members of 6 tribes in Idaho, Oregon, and Washington. Associations between proper restraint and child, driver, and vehicle characteristics were analyzed using logistic regression for clustered data. Results. We observed 775 children traveling in 574 vehicles; 41% were unrestrained. Proper restraint ranged from 63% among infant seat-eligible children to 11% among booster seat-eligible children and was associated with younger child’s age (odds ratio (OR) per year = 0.60; 95% confidence interval (CI) = 0.48, 0.75), seating location (OR front vs rear=0.27; 95% CI=0.16, 0.44), driver seat belt use (OR=2.39; 95% CI=1.51, 3.80), and relationship (OR for nonparent vs parent=0.28; 95% CI=0.14, 0.58). More than half of drivers felt children could use an adult seat belt earlier than recommended guidelines, and 63% did not correctly identify whether their tribe had child safety seat laws. Conclusions. Children in these communities are inadequately restrained. Restraint use was exceedingly low among booster-eligible children and children riding with unrestrained adults. Interventions emphasizing appropriate restraint use and enforcement of passenger safety laws could reduce the risk of injury or death in motor vehicle accidents. PMID:16195522

M.E.366-J embodiment design project: Portable foot restraint

NASA Technical Reports Server (NTRS)

Heaton, Randall; Meyer, Eikar; Schmidt, Davey; Enders, Kevin

1994-01-01

During space shuttle operations, astronauts require support to carry out tasks in the weightless environment. In the past, portable foot restraints (PFR) with orientations adjustable in pitch, roll, and yaw provided this support for payload bay operations. These foot restraints, however, were designed for specific tasks with a load limit of 111.2 Newtons. Since the original design, new applications for foot restraints have been identified. New designs for the foot restraints have been created to boost the operational work load to 444.8 Newtons and decrease setup times. What remains to be designed is an interface between the restraint system and the extravehicular mobility unit (EMU) boots. NASA provided a proposed locking device involving a spring-loaded mechanism. This locking mechanism must withstand loads of 1334.4 Newtons in any direction and weigh less than 222.4 Newtons. This paper develops an embodiment design for the interface between the PFR and the EMU boots. This involves design of the locking mechanism and a removable cleat that allows the boot to interface with this mechanism. The design team used the Paul Beitz engineering methodology to present the systematic development, structural analysis, and production considerations of the embodiment design. This methodology provides a basis for understanding the justification behind the decisions made in the design.

Dynamic identification of axial force and boundary restraints in tie rods and cables with uncertainty quantification using Set Inversion Via Interval Analysis

NASA Astrophysics Data System (ADS)

Kernicky, Timothy; Whelan, Matthew; Al-Shaer, Ehab

2018-06-01

A methodology is developed for the estimation of internal axial force and boundary restraints within in-service, prismatic axial force members of structural systems using interval arithmetic and contractor programming. The determination of the internal axial force and end restraints in tie rods and cables using vibration-based methods has been a long standing problem in the area of structural health monitoring and performance assessment. However, for structural members with low slenderness where the dynamics are significantly affected by the boundary conditions, few existing approaches allow for simultaneous identification of internal axial force and end restraints and none permit for quantifying the uncertainties in the parameter estimates due to measurement uncertainties. This paper proposes a new technique for approaching this challenging inverse problem that leverages the Set Inversion Via Interval Analysis algorithm to solve for the unknown axial forces and end restraints using natural frequency measurements. The framework developed offers the ability to completely enclose the feasible solutions to the parameter identification problem, given specified measurement uncertainties for the natural frequencies. This ability to propagate measurement uncertainty into the parameter space is critical towards quantifying the confidence in the individual parameter estimates to inform decision-making within structural health diagnosis and prognostication applications. The methodology is first verified with simulated data for a case with unknown rotational end restraints and then extended to a case with unknown translational and rotational end restraints. A laboratory experiment is then presented to demonstrate the application of the methodology to an axially loaded rod with progressively increased end restraint at one end.

Acute restraint stress induces endothelial dysfunction: role of vasoconstrictor prostanoids and oxidative stress.

PubMed

Carda, Ana P P; Marchi, Katia C; Rizzi, Elen; Mecawi, André S; Antunes-Rodrigues, José; Padovan, Claudia M; Tirapelli, Carlos R

2015-01-01

We hypothesized that acute stress would induce endothelial dysfunction. Male Wistar rats were restrained for 2 h within wire mesh. Functional and biochemical analyses were conducted 24 h after the 2-h period of restraint. Stressed rats showed decreased exploration on the open arms of an elevated-plus maze (EPM) and increased plasma corticosterone concentration. Acute restraint stress did not alter systolic blood pressure, whereas it increased the in vitro contractile response to phenylephrine and serotonin in endothelium-intact rat aortas. NG-nitro-l-arginine methyl ester (l-NAME; nitric oxide synthase, NOS, inhibitor) did not alter the contraction induced by phenylephrine in aortic rings from stressed rats. Tiron, indomethacin and SQ29548 reversed the increase in the contractile response to phenylephrine induced by restraint stress. Increased systemic and vascular oxidative stress was evident in stressed rats. Restraint stress decreased plasma and vascular nitrate/nitrite (NOx) concentration and increased aortic expression of inducible (i) NOS, but not endothelial (e) NOS. Reduced expression of cyclooxygenase (COX)-1, but not COX-2, was observed in aortas from stressed rats. Restraint stress increased thromboxane (TX)B(2) (stable TXA(2) metabolite) concentration but did not affect prostaglandin (PG)F2α concentration in the aorta. Restraint reduced superoxide dismutase (SOD) activity, whereas concentrations of hydrogen peroxide (H(2)O(2)) and reduced glutathione (GSH) were not affected. The major new finding of our study is that restraint stress increases vascular contraction by an endothelium-dependent mechanism that involves increased oxidative stress and the generation of COX-derived vasoconstrictor prostanoids. Such stress-induced endothelial dysfunction could predispose to the development of cardiovascular diseases.

Can child restraint product information developed using consumer testing sustain correct use 6 months after child restraint purchase? Study protocol for a cluster randomised controlled trial.

PubMed

Brown, Julie; Elkington, Jane; Hall, Alexandra; Keay, Lisa; Charlton, Judith L; Hunter, Kate; Koppel, Sjaan; Hayen, Andrew; Bilston, Lynne E

2018-03-07

With long-standing and widespread high rates of errors in child restraint use, there is a need to identify effective methods to address this problem. Information supplied with products at the point of sale may be a potentially efficient delivery point for such a countermeasure. The aim of this study is to establish whether product materials developed using a consumer-driven approach reduce errors in restraint use among purchasers of new child restraint systems. A cluster randomised controlled trial (cRCT) will be conducted. Retail stores (n=22) in the greater Sydney area will be randomised into intervention sites (n=11) and control sites (n=11), stratified by geographical and socioeconomic indicators. Participants (n=836) will enter the study on purchase of a restraint. Outcome measures are errors in installation of the restraint as observed by a trained researcher during a 6-month follow-up home assessment, and adjustment checks made by the parent when the child is placed into the restraint (observed using naturalistic methods). Process evaluation measures will also be collected during the home visit. An intention-to-treat approach will be used for all analyses. Correct use and adjustment checks made by the parent will be compared between control and intervention groups using a logistic regression model. The number of installation errors between groups will be compared using Poisson regression. This cRCT will determine the effectiveness of targeted, consumer-driven information on actual error rates in use of restraints. More broadly, it may provide a best practice model for developing safety product information. ACTRN12617001252303p; Pre-results. © Article author(s) (or their employer(s) unless otherwise stated in the text of the article) 2018. All rights reserved. No commercial use is permitted unless otherwise expressly granted.

Head restraint backset during routine automobile driving: drivers usually exceed the recommended guidelines.

PubMed

Shugg, Jarrod A J; Vernest, Kyle; Dickey, James P

2011-04-01

Although several previous studies have evaluated horizontal head restraint backset distances, few studies have evaluated them during driving. The purpose of this study was to measure this backset during routine automobile driving and to specifically evaluate the backset during individual driving tasks such as turning, stopping, starting, and lane changes. Fourteen subjects drove around a specified route through the city of Guelph, Ontario, Canada, that included residential, thruway, and highway driving; additional minor driving tasks, such as lane changes, were evaluated. The distance of head restraint to posterior aspect of the head was measured continuously throughout the drive using an ultrasonic measurement system. The timing of specific tasks was documented using a video camera. The average head-to-restraint distance throughout the driving route was 78.1 mm (standard deviation [SD] 24.8 mm); this distance did not vary significantly between the global measures during various driving areas (residential, thruway, and highway). We observed that the head restraint backsets during right turns (93.6 mm; SD 34.8 mm) were significantly larger compared to the other driving tasks (p < .001). The 7 males and 7 females showed similar backset distances: 84.52 mm (SD 12.08) and 71.68 mm (SD 5.53), respectively (p = .0785). We observed that most subjects maintain a relatively consistent head-to-restraint distance throughout their driving route; 2 subjects adopted very large head restraint backset distances throughout their drive and 2 others adopted very small head restraint backset distances-this appears to reflect driver posture. Twelve of 14 subjects had average backset distances that exceed the National Highway Traffic Safety Administration and the Federal Motor Vehicle Safety Standard guidelines, indicating that most drivers may be at risk for whiplash-like disorders if exposed to a rear impact while driving. Of the monitored driving tasks, turning, especially right turns, caused drivers to increase their head-to-restraint backset distance.

Legal restraints on dissemination of instructional materials by educational communications systems

NASA Technical Reports Server (NTRS)

Bernstein, N. N.

1972-01-01

The legal restraints on the use of electronic communications systems for dissemination of instructional materials in the United States are discussed. First the laws are examined relating to public school elementary and secondary education, with primary emphasis on selection of courses of study and instructional materials. The second part contains an examination of the copyright laws, both the copyright law now in effect and the revision thereto currently pending before the Congress of the United States.

Restraint system for ergometer

NASA Technical Reports Server (NTRS)

Gause, R. L.; Spier, R. A. (Inventor)

1973-01-01

A restraint system for securing a person to an ergometer while exercising under zero gravity conditions or while operating the ergometer in earth environment in a position other than the upright position. A padded, form-fitting body belt fits around the operator's waist and suspenders are attached to the body belt. The body belt is secured to the ergometer forwardly and rearwardly of the ergometer seat by adjustable belts joined to the body belt and releasably hooked to the ergometer frame.

Worldsid Assessment of Far Side Impact Countermeasures

PubMed Central

Pintar, Frank A.; Yoganandan, Narayan; Stemper, Brian D.; Bostrom, Ola; Rouhana, Stephen W.; Smith, Stuart; Sparke, Laurie; Fildes, Brian N.; Digges, Kennerly H.

2006-01-01

Far side impact trauma has been demonstrated as a significant portion of the total trauma in side impacts. The objective of the study was to assess the potential usefulness of countermeasures and assess the trade-offs associated with generic countermeasure design. Because the WorldSID dummy has demonstrated promise as a potential far side impact dummy, it was chosen to assess countermeasures in this mode. A unique far side impact buck was designed for a sled test system that included, as a standard configuration, a center console and outboard three-point belt system. This configuration assumed a left side driver with a right side impact. The buck allowed for additional options of generic restraints including shoulder or thorax plates or an inboard shoulder belt. The entire buck could be mounted on the sled in either a 90-degree (3-o’clock PDOF) or a 60-degree (2-o’clock PDOF) orientation. A total of 19 WorldSID tests were completed. The inboard shoulder belt configuration produced high shear forces in the lower neck (2430 N) when the belt position was placed over the mid portion of the neck. Shear forces were reduced and of opposite sign when the inboard belt position was horizontal and over the shoulder; forces were similar to the standard outboard belt configuration (830 – 1100 N). A shoulder or thorax restraint was effective in limiting the head excursion, but each caused significant displacement at the corresponding region on the dummy. A shoulder restraint resulted in shoulder displacements of 30 – 43 mm. A thorax restraint caused thorax deflections of 39 – 64 mm. Inboard restraints for far side impacts can be effective in reducing head excursion but the specific design and placement of these restraints determine their overall injury mitigating characteristics. PMID:16968638

Feasibility of an anticipatory noncontact precrash restraint actuation system

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

Kercel, S.W.; Dress, W.B.

1995-12-31

The problem of providing an electronic warning of an impending crash to a precrash restraint system a fraction of a second before physical contact differs from more widely explored problems, such as providing several seconds of crash warning to a driver. One approach to precrash restraint sensing is to apply anticipatory system theory. This consists of nested simplified models of the system to be controlled and of the system`s environment. It requires sensory information to describe the ``current state`` of the system and the environment. The models use the sensory data to make a faster-than-real-time prediction about the near future.more » Anticipation theory is well founded but rarely used. A major problem is to extract real-time current-state information from inexpensive sensors. Providing current-state information to the nested models is the weakest element of the system. Therefore, sensors and real-time processing of sensor signals command the most attention in an assessment of system feasibility. This paper describes problem definition, potential ``showstoppers,`` and ways to overcome them. It includes experiments showing that inexpensive radar is a practical sensing element. It considers fast and inexpensive algorithms to extract information from sensor data.« less

Evaluation of the effectiveness of toe board energy-absorbing material for foot, ankle, and lower leg injury reduction.

PubMed

Patalak, John P; Stitzel, Joel D

2018-02-17

Since 2000, numerous improvements have been made to the National Association for Stock Car Auto Racing, Incorporated (NASCAR®) driver restraint system, resulting in improved crash protection for motorsports drivers. Advancements have included seats, head and neck restraints (HNRs), seat belt restraint systems, driver helmets, and others. These enhancements have increased protection for drivers from severe crash loading. Extending protection to the driver's extremities remains challenging. Though the drivers' legs are well contained for lateral and vertical crashes, they remain largely unrestrained in frontal and frontal oblique crashes. Sled testing was conducted for the evaluation of an energy-absorbing (EA) toe board material to be used as a countermeasure for leg and foot injuries. Testing included baseline rigid toe boards, tests with EA material-covered toe boards, and pretest positioning of the 50th percentile male frontal Hybrid III anthropomorphic test device (ATD) lower extremities. ATD leg and foot instrumentation included foot acceleration and tibia forces and moments. The sled test data were evaluated using established injury criteria for tibial plateau fractures, leg shaft fractures, and calcaneus, talus, ankle, and midfoot fractures. A polyurethane EA foam was found to be effective in limiting axial tibia force and foot accelerations when subjected to frontal impacts using the NASCAR motorsport restraint system.

Quantification method analysis of the relationship between occupant injury and environmental factors in traffic accidents.

PubMed

Ju, Yong Han; Sohn, So Young

2011-01-01

Injury analysis following a vehicle crash is one of the most important research areas. However, most injury analyses have focused on one-dimensional injury variables, such as the AIS (Abbreviated Injury Scale) or the IIS (Injury Impairment Scale), at a time in relation to various traffic accident factors. However, these studies cannot reflect the various injury phenomena that appear simultaneously. In this paper, we apply quantification method II to the NASS (National Automotive Sampling System) CDS (Crashworthiness Data System) to find the relationship between the categorical injury phenomena, such as the injury scale, injury position, and injury type, and the various traffic accident condition factors, such as speed, collision direction, vehicle type, and seat position. Our empirical analysis indicated the importance of safety devices, such as restraint equipment and airbags. In addition, we found that narrow impact, ejection, air bag deployment, and higher speed are associated with more severe than minor injury to the thigh, ankle, and leg in terms of dislocation, abrasion, or laceration. Copyright © 2010 Elsevier Ltd. All rights reserved.

46 CFR 56.97-25 - Preparation for testing (reproduces 137.2).

Code of Federal Regulations, 2010 CFR

2010-10-01

... expansion. If a pressure test is to be maintained for a period of time and the test medium in the system is subject to thermal expansion, precautions must be taken to avoid excessive pressure. A small relief valve...) Restraint or isolation of expansion joints. Expansion joints must be provided with temporary restraint, if...

46 CFR 56.97-25 - Preparation for testing (reproduces 137.2).

Code of Federal Regulations, 2011 CFR

2011-10-01

... expansion. If a pressure test is to be maintained for a period of time and the test medium in the system is subject to thermal expansion, precautions must be taken to avoid excessive pressure. A small relief valve...) Restraint or isolation of expansion joints. Expansion joints must be provided with temporary restraint, if...

The Airbag as a Supplement to Standard Restraint Systems in the AH-1 and AH-64 Attack Helicopters and Its Role in Reducing Head Strikes of the Copilot/ Gunner. Volume 1

DTIC Science & Technology

1991-01-01

shelf and locally available automotive airbag system was selected for the tests. The system was a driver’s side airbag designed by Honda Motor Company...allowance for hardware redesign or modifi- cation. Despite these limitations, the study succeeded in demonstrating a problem exists and a supplemental airbag ...JSAARL Repqrt No. 91-8 AD-A233 349 Volume’ I(3 The Airbag as a Supplement to Standard Restraint Systems in the AH-1 and AH-64 Attack Helicopters and

The health consequences of using physical restraints in nursing homes.

PubMed

Castle, Nicholas G; Engberg, John

2009-11-01

Using a national longitudinal sample of nursing homes residents (N = 264,068), we examine whether physical restraint use contributes to subsequent physical or psychological health decline. The minimum data set, the on-line survey certification and recording system, and the area resource file were the data sources used. This data represented the period of 2004 and 2005. To control for the difference in characteristics between residents who were subsequently physically restrained and who were not, we use a propensity score matching method. For all outcomes examined (except depression), that is, behavior issues, cognitive performance, falls, walking dependence, activities of daily living, pressure ulcers, and contractures, were all significantly worse for restrained residents compared with matched residents who were not restrained. Physical restraint use represents poor clinical practice, and the benefits to residents of further reducing physical restraint use in nursing homes are substantial.

Viral-induced systemic necrosis in plants involves both programmed cell death and the inhibition of viral multiplication, which are regulated by independent pathways.

PubMed

Komatsu, Ken; Hashimoto, Masayoshi; Ozeki, Johji; Yamaji, Yasuyuki; Maejima, Kensaku; Senshu, Hiroko; Himeno, Misako; Okano, Yukari; Kagiwada, Satoshi; Namba, Shigetou

2010-03-01

Resistant plants respond rapidly to invading avirulent plant viruses by triggering a hypersensitive response (HR). An HR is accompanied by a restraint of virus multiplication and programmed cell death (PCD), both of which have been observed in systemic necrosis triggered by a successful viral infection. Here, we analyzed signaling pathways underlying the HR in resistance genotype plants and those leading to systemic necrosis. We show that systemic necrosis in Nicotiana benthamiana, induced by Plantago asiatica mosaic virus (PlAMV) infection, was associated with PCD, biochemical features, and gene expression patterns that are characteristic of HR. The induction of necrosis caused by PlAMV infection was dependent on SGT1, RAR1, and the downstream mitogen-activated protein kinase (MAPK) cascade involving MAPKKKalpha and MEK2. However, although SGT1 and RAR1 silencing led to an increased accumulation of PlAMV, silencing of the MAPKKKalpha-MEK2 cascade did not. This observation indicates that viral multiplication is partly restrained even in systemic necrosis induced by viral infection, and that this restraint requires SGT1 and RAR1 but not the MAPKKKalpha-MEK2 cascade. Similarly, although both SGT1 and MAPKKKalpha were essential for the Rx-mediated HR to Potato virus X (PVX), SGT1 but not MAPKKKalpha was involved in the restraint of PVX multiplication. These results suggest that systemic necrosis and HR consist of PCD and a restraint of virus multiplication, and that the latter is induced through unknown pathways independent from the former.

American Academy of Pediatrics: Committee on Injury and Poison Prevention. School bus transportation of children with special health care needs.

PubMed

2001-08-01

School systems are responsible for ensuring that children with special needs are safely transported on all forms of federally approved transportation provided by the school system, and a plan should be developed to provide the most current and proper support to children with special transportation requirements. This statement provides current guidelines for the protection of child passengers with specific health care needs, including those with a tracheostomy, those requiring use of car seats, or those transported in wheelchairs. Guidelines that apply to general school transportation should be followed, including the training of staff, provision of nurses or aides if needed, establishment of a written emergency evacuation plan, and a comprehensive infection control program. Research provides the basis for recommendations concerning occupant securement for children in wheelchairs and children with other special needs who are transported on a school bus. Pediatricians can help their patients by being aware of guidelines for restraint systems for children with special needs and by remaining informed of new resources. Pediatricians can also play an important role at the state and local level in the development of school bus specifications.

School Bus Transportation of Children With Special Health Care Needs.

PubMed

O'Neil, Joseph; Hoffman, Benjamin D

2018-05-01

School systems are responsible for ensuring that children with special needs are safely transported on all forms of federally approved transportation provided by the school system. A plan to provide the most current and proper support to children with special transportation needs should be developed by the Individualized Education Program team, including the parent, school transportation director, and school nurse, in conjunction with physician orders and recommendations. With this statement, we provide current guidance for the protection of child passengers with specific health care needs. Guidance that applies to general school transportation should be followed, inclusive of staff training, provision of nurses or aides if needed, and establishment of a written emergency evacuation plan as well as a comprehensive infection control program. Researchers provide the basis for recommendations concerning occupant securement for children in wheelchairs and children with other special needs who are transported on a school bus. Pediatricians can help their patients by being aware of guidance for restraint systems for children with special needs and by remaining informed of new resources. Pediatricians can also play an important role at the state and local level in the development of school bus specifications. Copyright © 2018 by the American Academy of Pediatrics.

The Impact of 'Being There': Psychiatric Staff Attitudes on the Use of Restraint.

PubMed

Dahan, Sagit; Levi, Galit; Behrbalk, Pnina; Bronstein, Israel; Hirschmann, Shmuel; Lev-Ran, Shaul

2018-03-01

The practice of mechanically restraining psychiatric patients is constantly under debate, and staff attitudes are considered a central factor influencing restraining practices. The aim of this study was to explore associations between psychiatric staff members' presence and participation in incidences of restraint and attitudes towards mechanical restraints. Staff members (psychiatrists, nurses, paramedical staff; N = 143 working in a government psychiatric hospital in Israel) completed a questionnaire including personal information, participation in incidents of restraint and attitudes towards mechanical restraints. Items were categorized into the following categories: security and care; humiliation and offending; control; order; education and punishment. Compared to those who were not present during restraint, staff members who were present agreed significantly less with statements indicating that restraints are humiliating and offending and agreed more with statements indicating that restraints are used primarily for security and care (p < .05). Among those present in incidences of restraint, staff members who physically participated in restraint agreed significantly more with statements indicating that restraints are a means for security, care and order, and less with statements indicating restraints are humiliating and offending, compared to those present but not physically participating in restraint (p < .05). These findings highlight the importance of proximity of staff members to incidences of restraints. This may have implications in understanding the professional and social discourse concerning mechanical restraints.

Investigation of the safety effects of knee bolster air bag deployment in similar real-world crash comparisons.

PubMed

Weaver, Ashley A; Loftis, Kathryn L; Stitzel, Joel D

2013-01-01

The lower extremity is the most frequently injured body region and knee-thigh-hip (KTH) injuries account for half of these injuries. Knee bolster air bags (KBABs) have been incorporated in some vehicles to serve as an additional restraint for the occupant's knees and reduce KTH injuries. To investigate the safety benefits of KBABs, similar frontal crashes with opposing KBAB deployment were selected from the Crash Injury Research and Engineering Network (CIREN) database. An 8-point similarity scoring algorithm was used to quantify crash and occupant similarity and select case comparisons. A total of 183 cases without a KBAB were scored for similarity to 9 KBAB cases. These similarity scores were used to select 31 final case comparisons. The effect of KBAB deployment on occupant injury patterns was investigated with a particular focus on KTH injuries. Over half of the occupants exposed to a KBAB sustained no KTH injuries and a reduction in femur fractures was observed in KBAB occupants (P = .036). However, increases in proximal tibia/fibula and foot/ankle fractures were observed in KBAB occupants (P = .022 and .002, respectively). Mildly significant decreases in pelvic fractures and Abbreviated Injury Scale (AIS) 2+ head injuries were observed in the KBAB occupants, supporting the notion that KBABs reduce forward occupant excursion (P = .094 and .055, respectively). Investigation of each case comparison yielded further insight into the reasons for injury pattern differences between cases with opposing KBAB deployment. In addition to KBAB deployment status, differences in occupant factors (age, height, and weight) and crash factors (delta V and belt use) between the cases for a particular comparison could explain variation in injury patterns. The current study presents a preliminary in-depth qualitative and quantitative assessment of KBAB safety benefits. However, further investigation is recommended to provide conclusive evidence of KBAB effectiveness.

2015 Occupant Protection Standing Review Panel

NASA Technical Reports Server (NTRS)

Steinberg, Susan

2015-01-01

The 2015 Occupant Protection (OP) Risk Standing Review Panel (from here on referred to as the SRP) participated in a WebEx/teleconference with members of the Space Human Factors and Habitability (SHFH) Element, representatives from the Human Research Program (HRP), NASA Headquarters, and NASA Research and Education Support Services on November 3, 2015 (list of participants is in Section VII of this report). The SRP reviewed the updated research plans for the Risk of Injury from Dynamic Loads (OP Risk). The SRP agrees that the Gaps are relevant and appropriate to mitigate the injury risk. All the appropriate and relevant Tasks have been identified to fill the Gaps. Depending upon the findings, additional tasks may need to be identified or modified. Excellent progress has been made since the 2014 SRP meeting. Publications in peer-reviewed journals validate the scientific merit of the research findings. As detailed in this report, the SRP has specific comments, guidance, and information in the following areas: human finite element modeling, human vs. surrogate dynamic responses, chest injury risk curves, matched pair testing of Test device for Human Occupant Restraint (THOR) and Hybrid III, and disc herniation risk analysis.

49 CFR 213.110 - Gage restraint measurement systems.

Code of Federal Regulations, 2014 CFR

2014-10-01

... applied force from 0 to 4,000 pounds; and (ii) The gage of the track under 4,000 pounds of applied force... requirements specified in §§ 213.109 and 213.127. (5) If the PTLF becomes non-functional or is missing, the... vertical loading of the track is necessary for contact with the lateral rail restraint components, a PTLF...

49 CFR 213.110 - Gage restraint measurement systems.

Code of Federal Regulations, 2012 CFR

2012-10-01

... applied force from 0 to 4,000 pounds; and (ii) The gage of the track under 4,000 pounds of applied force... requirements specified in §§ 213.109 and 213.127. (5) If the PTLF becomes non-functional or is missing, the... vertical loading of the track is necessary for contact with the lateral rail restraint components, a PTLF...

49 CFR 213.110 - Gage restraint measurement systems.

Code of Federal Regulations, 2013 CFR

2013-10-01

... applied force from 0 to 4,000 pounds; and (ii) The gage of the track under 4,000 pounds of applied force... requirements specified in §§ 213.109 and 213.127. (5) If the PTLF becomes non-functional or is missing, the... vertical loading of the track is necessary for contact with the lateral rail restraint components, a PTLF...

The economic cost of using restraint and the value added by restraint reduction or elimination.

PubMed

Lebel, Janice; Goldstein, Robert

2005-09-01

The purpose of this study was to calculate the economic cost of using restraint on one adolescent inpatient service and to examine the effect of an initiative to reduce or eliminate the use of restraint after it was implemented. A detailed process-task analysis of mechanical, physical, and medication-based restraint was conducted in accordance with state and federal restraint requirements. Facility restraint data were collected, verified, and analyzed. A model was developed to determine the cost and duration of an average episode for each type of restraint. Staff time allocated to restraint activities and medication costs were computed. Calculation of the cost of restraint was restricted to staff and medication costs. Aggregate costs of restraint use and staff-related costs for one full year before the restraint reduction initiative (FY 2000) and one full year after the initiative (FY 2003) were calculated. Outcome, discharge, and recidivism data were analyzed. A comparison of the FY 2000 data with the FY 2003 data showed that the adolescent inpatient service's aggregate use of restraint decreased from 3,991 episodes to 373 episodes (91 percent), which was associated with a reduction in the cost of restraint from $1,446,740 to $117,036 (a 92 percent reduction). In addition, sick time, staff turnover and replacement costs, workers' compensation, injuries to adolescents and staff, and recidivism decreased. Adolescent Global Assessment of Functioning scores at discharge significantly improved. Implementation of a restraint reduction initiative was associated with a reduction in the use of restraint, staff time devoted to restraint, and staff-related costs. This shift appears to have contributed to better outcomes for adolescents, fewer injuries to adolescents and staff, and lower staff turnover. The initiative may have enhanced adolescent treatment and work conditions for staff.

Do organisational constraints explain the use of restraint? A comparative ethnographic study from three nursing homes in Norway.

PubMed

Øye, Christine; Jacobsen, Frode Fadnes; Mekki, Tone Elin

2017-07-01

To investigate (1) what kind of restraint is used in three nursing homes in Norway and (2) how staff use restraint under what organisational conditions. Restraint use in residents living with dementia in nursing homes is controversial, and at odds with fundamental human rights. Restraint is a matter of hindering residents' free movement and will by applying either interactional, physical, medical, surveillance or environmental restraint. Previous research has identified use of restraint related to individual resident characteristics such as agitation, aggressiveness and wandering. This model is embedded in an overall mixed-method education intervention design study called Modelling and evaluating evidence-based continuing education program in dementia care (MEDCED), applying ethnography postintervention to examine the use of restraint in 24 nursing homes in Norway. Based on restraint diversity measured in the trial, ethnographic investigation was carried out in three different nursing homes in Norway over a 10-month period to examine restraint use in relation to organisational constraints. Several forms of restraint were observed; among them, interactional restraint was used most frequently. We identified that use of restraint relates to the characteristics of individual residents, such as agitation, aggressiveness and wandering. However, restraint use should also be explained in relation to organisational conditions such as resident mix, staff culture and available human resources. A fluctuating and dynamic interplay between different individual and contextual factors determines whether restraint is used - or not in particular situations with residents living with dementia. Educational initiatives targeting staff to reduce restraint must be sensitive towards fluctuating organisational constraints. © 2016 John Wiley & Sons Ltd.

Moderation: an alternative to restraint as a mode of weight self-regulation.

PubMed

Stotland, S

2012-12-01

This study considered two types of eating and weight self-regulation, in five groups, including four types of weight controllers and one non-dieting group. New scales were developed to measure eating moderation and restraint. Moderation was largely uncorrelated with restraint in 4 groups and had a fairly strong positive relation in 1 group. The moderation scale was unrelated to the Dutch Eating Behavior Questionnaire (DEBQ) restraint scale and the Three Factor Eating Questionnaire (TFEQ) rigid restraint subscale and weakly positively related to TFEQ flexible restraint. The restraint scale was strongly correlated to the DEBQ restraint scale, and to both flexible and rigid restraint subscales of the TFEQ. Across the five groups, moderation had exclusively positive relationships with attitude, behavior and emotion variables, while restraint had primarily negative relationships. The study supports moderation as a new dimension of weight self-regulation, independent of restraint. The new measures of moderation and restraint can be used together in research on the processes of change in weight management. Copyright © 2012 Elsevier Ltd. All rights reserved.

Needlestick injuries in veterinary medicine.

PubMed

Weese, J Scott; Jack, Douglas C

2008-08-01

Needlestick injuries are an inherent risk of handling needles during the course of veterinary practice. While significant effort has been expended to reduce needlestick injuries in human medicine, a relatively lax approach seems to be prevalent in veterinary medicine. It appears that needlestick injuries are very common among veterinary personnel and that serious adverse effects, while uncommon, do occur. Clients may also receive injuries in clinics during the course of animal restraint, and at home following prescription of injectable medications or fluids. Because of occupational health, personal health, and liability concerns, veterinary practices should review the measures they are taking to reduce the likelihood of needlestick injuries and develop written needlestick injury avoidance protocols.

A study of general aviation accidents involving children in 2011.

PubMed

Poland, Kristin M; Marshall, Nora M

2014-08-01

General aviation accidents involving children are rare, but when they do happen, little is known about the children involved, including their age, restraint status, and injuries. This lack of information is due to the fact that the National Transportation Safety Board (NTSB) did not always collect detailed data about passengers involved in accidents. Consequently, in 2011, NTSB investigators collected detailed information on children involved in general aviation accidents and this report provides a summary of the outcomes. During 2011, 19 general aviation accidents and incidents included 39 children who were 14 yr old and younger. In total, 26 children sustained fatal injuries, 2 sustained serious injuries, 5 sustained minor injuries, and 6 sustained no injuries. All of the children less than 2 yr old were restrained in a child restraint system and sustained no injuries in the accidents. At least one 4-yr-old child would have benefited from being restrained in a child restraint system. In addition, in two accidents, it was determined that children were likely sharing a single seat belt. This year-long data collection regarding children involved in general aviation accidents provided substantial information concerning age, restraint status, and injuries. In response to issues identified, the NTSB made improvements to its aviation data management system to routinely collect this information for future investigations and enable subsequent evaluation of the data regarding child passengers involved in general aviation accidents over the long term.

Restraint stress enhances arterial thrombosis in vivo--role of the sympathetic nervous system.

PubMed

Stämpfli, Simon F; Camici, Giovanni G; Keller, Stephan; Rozenberg, Izabela; Arras, Margarete; Schuler, Beat; Gassmann, Max; Garcia, Irene; Lüscher, Thomas F; Tanner, Felix C

2014-01-01

Stress is known to correlate with the incidence of acute myocardial infarction. However, the molecular mechanisms underlying this correlation are not known. This study was designed to assess the effect of experimental stress on arterial thrombus formation, the key event in acute myocardial infarction. Mice exposed to 20 h of restraint stress displayed an increased arterial prothrombotic potential as assessed by photochemical injury-induced time to thrombotic occlusion. This increase was prevented by chemical sympathectomy performed through 6-hydroxydopamine (6-OHDA). Blood-born tissue factor (TF) activity was enhanced by stress and this increase could be prevented by 6-OHDA treatment. Vessel wall TF, platelet count, platelet aggregation, coagulation times (PT, aPTT), fibrinolytic system (t-PA and PAI-1) and tail bleeding time remained unaltered. Telemetric analysis revealed only minor hemodynamic changes throughout the stress protocol. Plasma catecholamines remained unaffected after restraint stress. Tumor necrosis factor alpha (TNF-α) plasma levels were unchanged and inhibition of TNF-α had no effect on stress-enhanced thrombosis. These results indicate that restraint stress enhances arterial thrombosis via the sympathetic nervous system. Blood-borne TF contributes, at least in part, to the observed effect whereas vessel wall TF, platelets, circulating coagulation factors, fibrinolysis and inflammation do not appear to play a role. These findings shed new light on the understanding of stress-induced cardiovascular events.

Child Restraint Systems for Civil Aircraft

DTIC Science & Technology

1978-03-01

Children,3 was prepared by the Cabin Safety Provisions Committee of the Society of Automotive Engineers ( SAE ) Aerospace Council in 1967. As such, it...and Levelopment of the General Motors’ Infant Safety Carrier. SAE Paper No. 700042, Society of Automotive Engineers, Inc., New York, 1970. 11. Rogers...Restraint Concept. SAE Paper No. 680002. Presented at the SAE Automotive Engineeting Congress, Detroit, January 1968. 13. Appoldt, Francis A.: Dynamic

Resident Aggression Toward Staff at a Center for the Developmentally Disabled

PubMed Central

West, Christine A.; Galloway, Ellen; Niemeier, Maureen T.

2015-01-01

Few studies have examined factors contributing to nonfatal assaults to staff working in residential care facilities. The authors evaluated resident assaults toward direct care/nursing staff at an Intermediate Care Facility for Individuals with Mental Retardation (ICF/MR), which included observations of work areas, employee interviews, calculation of injury and assault rates for 2004 to 2007 from Occupational Safety and Health Administration Logs, and review of state ICF/MR guidelines. Most staff interviewed reported having been injured during physical restraint of a resident and the average rate of injury from assault at the center evaluated was higher than the average national rates for the health care and social assistance sector for the same time period. The center lacked policies for a safe workplace. The authors recommended review and maintenance of workplace violence prevention policies and developing a post-incident response and evaluation program to assist staff in coping with the consequences of assault and/or occupational injury. PMID:24571051

Safety and efficacy of physical restraints for the elderly. Review of the evidence.

PubMed Central

Frank, C.; Hodgetts, G.; Puxty, J.

1996-01-01

OBJECTIVE: To critically review evidence on the safety and efficacy of physical restraints for the elderly and to provide family physicians with guidelines for rational use of restraints. DATA SOURCES: Articles cited on MEDLINE (from 1989 to November 1994) and Cinahl (from 1982 to 1994) under the MeSH heading "physical restraints." STUDY SELECTION: Articles that specifically dealt with the safety and efficacy of restraints and current patterns of use, including prevalence, risk factors, and indications, were selected. Eight original research articles were identified and critically appraised. DATA EXTRACTION: Data extracted concerned the negative sequelae of restraints and the association between restraint use and fall and injury rates. General data about current patterns of restraint use were related to safety and efficacy findings. DATA SYNTHESIS: No randomized, controlled trials of physical restraint use were found in the literature. A variety of study design, including retrospective chart review, prospective cohort studies, and case reports, found little evidence that restraints prevent injury. Some evidence suggested that restraints might increase risk of falls and injury. Restraint-reduction programs have not been shown to increase fall or injury rates. Numerous case reports document injuries or deaths resulting from restraint use or misuse. CONCLUSIONS: Although current evidence does not support the belief that restraints prevent falls and injuries and questions their safety, further prospective and controlled studies are needed to clarify these issues. Information from review and research articles was synthesized in this paper to produce guidelines for the safe and rational use of restraints. PMID:8969858

Side impact crashes--factors affecting incidence and severity: review of the literature.

PubMed

Chipman, Mary L

2004-03-01

Many traffic crashes are side impact collisions resulting in significant death and injury. A review was conducted of the evidence of driver, road, and vehicle characteristics affecting either the risk of occurrence or the severity of injury in such crashes for papers published from 1996 to early 2003. For drivers, evidence was found of increased crash risk or injury severity only for age and age-related medical conditions (e.g., dementia). Traffic roundabouts and other traffic control devices--stop signs, traffic lights, and so on--had mixed results; traffic controls were better than no controls, but their effectiveness varied with circumstance. Most vehicle characteristics have had little or no effect on crash occurrence. Antilock braking systems (ABS) in the striking vehicle had been anticipated to reduce the risk of crashes, but so far have demonstrated little effect. The primary emphasis in vehicle design has been on protective devices to reduce the severity of injury. Disparity in the size of the two vehicles, especially when the struck vehicle is smaller and lighter, is almost a consistent risk factor for occupant injury. The occupants of light trucks, however, when struck by passengers cars on the opposite side, were at higher risk of injury. Wearing seat belts had a consistently protective effect; airbags did not, but there were few studies, and no field studies, of lateral airbags found. Of all the characteristics examined, vehicle design, including occupant restraints, is the most easily modified in the short term, although road design, traffic control, and the monitoring of older drivers may also prove effective in reducing side impact crashes in the longer term.

Airbag deployment-related eye injuries.

PubMed

Koisaari, Tapio; Leivo, Tiina; Sahraravand, Ahmad; Haavisto, Anna-Kaisa; Sulander, Pekka; Tervo, Timo M T

2017-07-04

We studied the correlation between airbag deployment and eye injuries using 2 different data sets. The registry of the Finnish Road Accident (FRA) Investigation Teams was analyzed to study severe head- and eyewear-related injuries. All fatal passenger car or van accidents that occurred during the years 2009-2012 (4 years) were included (n = 734). Cases in which the driver's front airbag was deployed were subjected to analysis (n = 409). To determine the proportion of minor, potentially airbag-related eye injuries, the results were compared to the data for all new eye injury patients (n = 1,151) recorded at the Emergency Clinic of the Helsinki University Eye Hospital (HUEH) during one year, from May 1, 2011, to April 30, 2012. In the FRA data set, the unbelted drivers showed a significantly higher risk of death (odds ratio [OR] = 5.89, 95% confidence interval [CI], 3.33-10.9, P = 2.6E-12) or of sustaining head injuries (OR = 2.50, 95% CI, 1.59-3.97, P = 3.8E-5). Only 4 of the 1,151 HUEH patients were involved in a passenger car accident. In one of the crashes, the airbag operated, and the belted driver received 2 sutured eye lid wounds and showed conjunctival sugillation. No permanent eye injuries were recorded during the follow-up. The calculated annual airbag-related eye injury incidence was less than 1/1,000,000 people, 4/100,000 accidents, and 4/10,000 injured occupants. Airbag-related eye injuries occurred very rarely in car accidents in cases where the occupant survived and the restraint system was appropriately used. Spectacle use did not appear to increase the risk of eye injury in restrained occupants.

Modification of hippocampal markers of synaptic plasticity by memantine in animal models of acute and repeated restraint stress: implications for memory and behavior.

PubMed

Amin, Shaimaa Nasr; El-Aidi, Ahmed Amro; Ali, Mohamed Mostafa; Attia, Yasser Mahmoud; Rashed, Laila Ahmed

2015-06-01

Stress is any condition that impairs the balance of the organism physiologically or psychologically. The response to stress involves several neurohormonal consequences. Glutamate is the primary excitatory neurotransmitter in the central nervous system, and its release is increased by stress that predisposes to excitotoxicity in the brain. Memantine is an uncompetitive N-methyl D-aspartate glutamatergic receptors antagonist and has shown beneficial effect on cognitive function especially in Alzheimer's disease. The aim of the work was to investigate memantine effect on memory and behavior in animal models of acute and repeated restraint stress with the evaluation of serum markers of stress and the expression of hippocampal markers of synaptic plasticity. Forty-two male rats were divided into seven groups (six rats/group): control, acute restraint stress, acute restraint stress with Memantine, repeated restraint stress, repeated restraint stress with Memantine and Memantine groups (two subgroups as positive control). Spatial working memory and behavior were assessed by performance in Y-maze. We evaluated serum cortisol, tumor necrotic factor, interleukin-6 and hippocampal expression of brain-derived neurotrophic factor, synaptophysin and calcium-/calmodulin-dependent protein kinase II. Our results revealed that Memantine improved spatial working memory in repeated stress, decreased serum level of stress markers and modified the hippocampal synaptic plasticity markers in both patterns of stress exposure; in ARS, Memantine upregulated the expression of synaptophysin and brain-derived neurotrophic factor and downregulated the expression of calcium-/calmodulin-dependent protein kinase II, and in repeated restraint stress, it upregulated the expression of synaptophysin and downregulated calcium-/calmodulin-dependent protein kinase II expression.

Restraint reduction in a nursing home and its impact on employee attitudes.

PubMed

Sundel, M; Garrett, R M; Horn, R D

1994-04-01

To reduce physical restraint use in a nursing home and increase employee support for the restraint-reduction program. A one-group pretest-posttest design with repeated measures was used to determine changes in restraint use with participants over a 14-month interval. All individuals employed at the nursing home were surveyed at two time periods to determine their opinions on restraint use. A 265-bed private, non-profit nursing home in Dallas, Texas. A restrained cohort of 170 residents with a mean age of 84 years; 84% were female. A total of 182 employees participated in the first survey and 209 in the second. Formation of a project team that planned and supervised restraint removal. Inservice training on restraint use was conducted for all employees. Type and frequency of restraint use among the restrained cohort at four evaluation points within a 14-month interval. The frequency of restraint use in the nursing home population was also recorded. Survey measures included employee responses to a 16-item closed-end questionnaire before and after training. The mean number of restraints used with each resident in the restrained cohort decreased from 1.56 to 0.67. The number of residents on restraints in the nursing home was reduced during the course of the study (67.5% vs. 36.7%, P < 0.0001). Changes in employee opinions about restraint use were found after training. On the second survey, more than twice as many employees indicated that restraints should be removed from almost all residents who have them (15.2% vs 36.3%, P < 0.0001). A restraint-reduction program in a nursing home can produce positive results in terms of decreased restraint use and supportive employee attitudes. More practical alternatives to restraints need to be developed for application in the training of nursing home employees. Future studies on resident, employee, and family attitudes about restraint use are suggested.

Side Impact Regulatory Trends, Crash Environment and Injury Risk in the USA.

PubMed

Prasad, Priya; Dalmotas, Dainius; Chouinard, Aline

2015-11-01

Light duty vehicles in the US are designed to meet and exceed regulatory standards, self-imposed industry agreements and safety rating tests conducted by NHTSA and IIHS. The evolution of side impact regulation in the US from 1973 to 2015 is discussed in the paper along with two key industry agreements in 2003 affecting design of restraint systems and structures for side impact protection. A combination of all the above influences shows that vehicles in the US are being designed to more demanding and comprehensive requirements than in any other region of the world. The crash environment in the US related to side impacts was defined based on data in the nationally representative crash database NASS. Crash environment factors, including the distribution of cars, light trucks and vans (LTV's), and medium-to-heavy vehicles (MHV's) in the fleet, and the frequency of their interactions with one another in side impacts, were considered. Other factors like, crash severity in terms of closing velocity between two vehicles involved in crash, gender and age of involved drivers in two-vehicle and single vehicle crashes, were also examined. Injury risks in side impacts to drivers and passengers were determined in various circumstances such as near-side, far-side, and single vehicle crashes as a function of crash severity, in terms of estimated closing speed or lateral delta-V. Also injury risks in different pairs of striking and struck cars and LTV's, were estimated. A logistic regression model for studying injury risks in two vehicle crashes was developed. The risk factors included in the model include case and striking vehicles, consisting of cars, SUV's, vans, and pickup trucks, delta-V, damage extent, occupant proximity to the impact side, age and gender of the occupant, and belt use. Results show that car occupants make up the vast majority of serious-to-fatally injured occupants. Injury rates of car occupants in two-vehicle collision are highest when the car is struck by a pickup and lowest when struck by a car. This was the case across all lateral delta-V ranges. Additionally, near-side injury rates are substantially higher than those in far-side impacts.

An analysis of nurses' post-incident manual restraint reports.

PubMed

Ryan, C J; Bowers, L

2006-10-01

Manual restraint techniques are associated with the management of violence in psychiatric settings. Restraint effectiveness and acceptability are under scrutiny, yet the nature and frequency of who or what were involved in restraint episodes have not previously been fully described or understood. The aim of this study was to describe the nature and frequency of manual restraint-related events and their components. This study was carried out using content analyses of nurses' post-incident reports from a psychiatric unit situated within a general hospital, and from its associated medium-secure unit. Requests for restraint occurred at the rate of about once per day, and the majority related to patients' ill-directed frustration, resistance to containment and their desire to leave the ward. Only half of responses to conflicts resulted in restraint implementation. The majority of restraint activities occurred during the afternoon and night. Male patients and detained patients were more frequent participants in restraint interventions. To a lesser extent, police, ambulance, fire services, hospital security, visitors and ex-patients were also involved in restraint episodes. Injuries were rare. In conclusion, training in restraint skills, clinical audit of adverse incidents, and research into psychiatric aggression all need to take into account the association of restraint with the enforcement of detention and treatment of acutely ill patients. The coupling of restraint with medication requires examination of its safety and efficacy. Interagency training may enable the essential services involved to coordinate restraint activities more effectively.

Association of contact loading in diffuse axonal injuries from motor vehicle crashes.

PubMed

Yoganandan, Narayan; Gennarelli, Thomas A; Zhang, Jiangyue; Pintar, Frank A; Takhounts, Erik; Ridella, Stephen A

2009-02-01

Although studies have been conducted to analyze brain injuries from motor vehicle crashes, the association of head contact has not been fully established. This study examined the association in occupants sustaining diffuse axonal injuries (DAIs). The 1997 to 2006 motor vehicle Crash Injury Research Engineering Network database was used. All crash modes and all changes in velocity were included; ejections and rollovers were excluded; injuries to front and rear seat occupants with and without restraint use were considered. DAI were coded in the database using Abbreviated Injury Scale 1990. Loss of consciousness was included and head contact was based on medical- and crash-related data. Sixty-seven occupants with varying ages were coded with DAI. Forty-one adult occupants (mean, 33 years of age, 171-cm tall, 71-kg weight; 30 drivers, 11 passengers) were analyzed. Mean change in velocity was 41.2 km/h and Glasgow Coma Scale score was 4. There were 33 lateral, 6 frontal, and 2 rear crashes with 32 survivors and 9 were fatalities. Two occupants in the same crash did not sustain DAI. Although skull fractures and scalp injuries occurred in some impacts, head contact was identified in all frontal, rear, and far side, and all but one nearside crashes. Using a large sample size of occupants sustaining DAI in 1991 to 2006 model year vehicles, DAI occurred more frequently in side than frontal crashes, is most commonly associated with impact load transfer, and is not always accompanied by skull fractures. The association of head contact in >95% of cases underscores the importance of evaluating crash-related variables and medical information for trauma analysis. It would be prudent to include contact loading in addition to angular kinematics in the analysis and characterization of DAI.

Restraint use in acute and extended mental health services for older persons.

PubMed

Gerace, Adam; Mosel, Krista; Oster, Candice; Muir-Cochrane, Eimear

2013-12-01

Restraint of older persons in inpatient and residential care is used to control aggression, and prevent falls and other adverse outcomes. Initiatives to reduce these practices are being implemented worldwide. However, there has been little examination of restraint practice in psychiatric services for older persons. This paper reports a retrospective comparative analysis of restraint use in three acute and two extended care psychiatric inpatient wards in Australia. The analysis involved examination of restraint incidents and comparison of restrained and non-restrained patients. There was significant variation in restraint use between wards. On one acute ward, 12.74% of patients were restrained, although restraint use declined during the data collection period. Patients with dementia were restrained at higher rates than patients with other diagnoses, and restrained patients stayed in hospital for a longer duration. Restraint occurred early in admission, and few differences emerged between those restrained once or multiple times. Mechanical restraint was more prevalent than physical restraint, with restraint predominantly used to manage aggression and falls. Findings provide new data on restraint in older persons' psychiatric services. Greater conceptual understandings of behaviours associated with dementia and the unique needs of patients with these disorders may assist in reducing restraint use in these settings. © 2012 The Authors; International Journal of Mental Health Nursing © 2012 Australian College of Mental Health Nurses Inc.

Requirements on paramagnetic relaxation enhancement data for membrane protein structure determination by NMR.

PubMed

Gottstein, Daniel; Reckel, Sina; Dötsch, Volker; Güntert, Peter

2012-06-06

Nuclear magnetic resonance (NMR) structure calculations of the α-helical integral membrane proteins DsbB, GlpG, and halorhodopsin show that distance restraints from paramagnetic relaxation enhancement (PRE) can provide sufficient structural information to determine their structure with an accuracy of about 1.5 Å in the absence of other long-range conformational restraints. Our systematic study with simulated NMR data shows that about one spin label per transmembrane helix is necessary for obtaining enough PRE distance restraints to exclude wrong topologies, such as pseudo mirror images, if only limited other NMR restraints are available. Consequently, an experimentally realistic amount of PRE data enables α-helical membrane protein structure determinations that would not be feasible with the very limited amount of conventional NOESY data normally available for these systems. These findings are in line with our recent first de novo NMR structure determination of a heptahelical integral membrane protein, proteorhodopsin, that relied extensively on PRE data. Copyright © 2012 Elsevier Ltd. All rights reserved.

Impact of automobile restraint device utilization on facial fractures and fiscal implications for plastic surgeons.

PubMed

Adkinson, Joshua M; Murphy, Robert X

2011-05-01

In 2009, the National Highway Traffic Safety Administration projected that 33,963 people would die and millions would be injured in motor vehicle collisions (MVC). Multiple studies have evaluated the impact of restraint devices in MVCs. This study examines longitudinal changes in facial fractures after MVC as result of utilization of restraint devices. The Pennsylvania Trauma Systems Foundation-Pennsylvania Trauma Outcomes Study database was queried for MVCs from 1989 to 2009. Restraint device use was noted, and facial fractures were identified by International Classification of Diseases-ninth revision codes. Surgeon cost data were extrapolated. More than 15,000 patients sustained ≥1 facial fracture. Only orbital blowout fractures increased over 20 years. Patients were 2.1% less likely every year to have ≥1 facial fracture, which translated into decreased estimated surgeon charges. Increased use of protective devices by patients involved in MVCs resulted in a change in incidence of different facial fractures with reduced need for reconstructive surgery.

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.

Restraint harness performance during flight maneuvers: a parametric study.

PubMed

Du, Cheng-Fei; Liu, Xiao-Yu; Wang, Li-Zhen; Liu, Song-Yang; Fan, Yu-Bo

2015-05-01

Modern super agile fighter aircraft are capable of producing an increasing multiaxial acceleration environment which can adversely affect the pilot. An evaluation of the performance of the restraint system during flight maneuvers will benefit restraint designs and, thus, the safety of pilots. A finite element model of a mannequin with PCU-15/P harness restraint was used in this study to investigate how the factors, such as strap material stiffness, friction, and belt tension, affect the performance of restraint systems during impact along the -Gx, -Gy, and -Gz directions. The corresponding maximum displacement of the mannequin's torso was computed. The mannequin moved beyond 74 mm sideways. The change in friction coefficient (FC) from 0.1 to 0.4 decreased the displacement of the lower torso by less than 6.7%. The displacement of the torso decreased as the stiffness of the strap or tension increased. Displacement decreased by 9.3%, 6.0%, and 2.7% for the lower torso under the Gx impact, as the tightening force increased from 20 N to 80 N gradually. However, this changed slightly when the stiffness arrived at 1 E or the tension increased to 60 N. PCU-15/P harness has the poorest performance during side impact and friction plays an unimportant role in affecting its performance. The stiffness of the webbing used in the PCU-15/P harness is sufficiently high. The lap belt has more effect on limiting the movement of the pilot than the shoulder straps, and a tension of 60 N during the adjustment may be enough for conventional flight maneuvers.

Physical restraint: perceptions of nurse managers, registered nurses and healthcare assistants.

PubMed

Leahy-Warren, P; Varghese, V; Day, M R; Curtin, M

2018-02-09

To examine the perceptions of nurse managers, registered nurses and healthcare assistants of physical restraint use on older people in a long-term care setting in the Republic of Ireland. The use of physical restraint, although controversial, persists in long-term care settings, despite recommendations for restraint-free environments. Perception and attitude of staff can influence use of physical restraint. A descriptive cross-sectional design was used. A total of 250 nursing and healthcare assistant staff were recruited. A questionnaire incorporating demographics and the Perceptions of Restraint Use Questionnaire was used. Descriptive and inferential statistical analyses were conducted. Mean age of respondents (n = 156) was 41 years, and the majority were female. Overall, a low level of importance was attached to the use of restraint. Nurse managers and registered nurses compared favourably with healthcare assistants who attached a higher importance to use of restraint. Across all three staff groups, greatest importance was attached to the use of physical restraint for reducing falls, followed by prevention of treatment interference. Restraint was least favoured as a means of impairment management. Education was not an explanatory factor in perceived importance of physical restraint use. Nurse managers and registered nurses are unlikely to use physical restraint. However, there is concern regarding perception of healthcare assistants on use of restraint. Results from this study compare favourably with those in countries that have no policy on physical restraint use. Educational programmes alone are insufficient to address use of physical restraint. Attention to skill mix with adequate support for healthcare assistants in long-term care settings is recommended. © 2018 International Council of Nurses.

Real-time adjustment of ventricular restraint therapy in heart failure.

PubMed

Ghanta, Ravi K; Lee, Lawrence S; Umakanthan, Ramanan; Laurence, Rita G; Fox, John A; Bolman, Ralph Morton; Cohn, Lawrence H; Chen, Frederick Y

2008-12-01

Current ventricular restraint devices do not allow for either the measurement or adjustment of ventricular restraint level. Periodic adjustment of restraint level post-device implantation may improve therapeutic efficacy. We evaluated the feasibility of an adjustable quantitative ventricular restraint (QVR) technique utilizing a fluid-filled polyurethane epicardial balloon to measure and adjust restraint level post-implantation guided by physiologic parameters. QVR balloons were implanted in nine ovine with post-infarction dilated heart failure. Restraint level was defined by the maximum restraint pressure applied by the balloon to the epicardium at end-diastole. An access line connected the balloon lumen to a subcutaneous portacath to allow percutaneous access. Restraint level was adjusted while left ventricular (LV) end-diastolic volume (EDV) and cardiac output was assessed with simultaneous transthoracic echocardiography. All nine ovine successfully underwent QVR balloon implantation. Post-implantation, restraint level could be measured percutaneously in real-time and dynamically adjusted by instillation and withdrawal of fluid from the balloon lumen. Using simultaneous echocardiography, restraint level could be adjusted based on LV EDV and cardiac output. After QVR therapy for 21 days, LV EDV decreased from 133+/-15 ml to 113+/-17 ml (p<0.05). QVR permits real-time measurement and physiologic adjustment of ventricular restraint therapy after device implantation.

Physical Restraint Use With Elderly Patients: Perceptions of Nurses and Nursing Assistants in Spanish Acute Care Hospitals.

PubMed

Fariña-López, Emilio; Estévez-Guerra, Gabriel J; Polo-Luque, M Luz; Hanzeliková Pogrányivá, Alica; Penelo, Eva

Physical restraint is often used during the hospitalization of elderly people. However, this procedure is associated with adverse outcomes; therefore, it is necessary to be aware of the circumstances that promote restraint use, such as the perceptions of professionals who use it. The purpose of the research was to determine the situations in which nursing staff considered the use of physical restraint as most important and to evaluate the possible associations with the sociodemographic and professional variables. A descriptive cross-sectional multicenter study was carried out in 52 units of eight Spanish acute hospitals. A survey of registered nurses and nursing assistants was used to collect data related to sociodemographic characteristics, experience, training in restraint use, and the Perception of Restraint Use Questionnaire (PRUQ)-which assesses the perceived importance of reasons frequently given for the use of physical restraint. The sample comprised 508 registered nurses and 347 nursing assistants. Almost all (98%) had used physical restraint, and 82% thought their training in the use of physical restraint was insufficient. Nursing assistants scored higher than registered nurses (p < .005, d = .68) on PRUQ total score and individual item scores, suggesting they thought the factors were more important in restraint use. Both registered nurses and nursing assistants considered restraint as most important in the prevention of falls and in the removal of medical devices such as intravenous lines and urinary catheters. Associations between PRUQ total score and other variables (unit type, sociodemographic factors, hospital) were nonsignificant. The professionals considered restraint as very important in preventing safety problems. In order to improve the quality of care, it is essential to identify the factors that can have an effect on the application of physical restraint. Educational programs are of fundamental importance, but to be more effective in reducing the use of physical restraint, they should address commonly held views on rationale for restraint use and be accompanied by institutional policies promoting a restraint-free environment.

Restraint Theory: The Search for a Mechanism.

ERIC Educational Resources Information Center

Lowe, Michael R.

A review of research indicates that cognitive restraint is insufficient in accounting for the relationship between restraint and negative affect eating. To explore what mechanism may be responsible for restraint effects, college students in two samples (Total N=378) completed the Three-Factor Eating Questionnaire (TEQ), a restraint scale…

Measurement of Dietary Restraint: Validity Tests of Four Questionnaires

PubMed Central

Williamson, Donald A.; Martin, Corby K.; York-Crowe, Emily; Anton, Stephen D.; Redman, Leanne M.; Han, Hongmei; Ravussin, Eric

2007-01-01

This study tested the validity of four measures of dietary restraint: Dutch Eating Behavior Questionnaire, Eating Inventory (EI), Revised Restraint Scale (RS), and the Current Dieting Questionnaire. Dietary restraint has been implicated as a determinant of overeating and binge eating. Conflicting findings have been attributed to different methods for measuring dietary restraint. The validity of four self-report measures of dietary restraint and dieting behavior was tested using: 1) factor analysis, 2) changes in dietary restraint in a randomized controlled trial of different methods to achieve calorie restriction, and 3) correlation of changes in dietary restraint with an objective measure of energy balance, calculated from the changes in fat mass and fat-free mass over a six-month dietary intervention. Scores from all four questionnaires, measured at baseline, formed a dietary restraint factor, but the RS also loaded on a binge eating factor. Based on change scores, the EI Restraint scale was the only measure that correlated significantly with energy balance expressed as a percentage of energy require d for weight maintenance. These findings suggest that that, of the four questionnaires tested, the EI Restraint scale was the most valid measure of the intent to diet and actual caloric restriction. PMID:17101191

Self-Developed Testing System for Determining the Temperature Behavior of Concrete.

PubMed

Zhu, He; Li, Qingbin; Hu, Yu

2017-04-16

Cracking due to temperature and restraint in mass concrete is an important issue. A temperature stress testing machine (TSTM) is an effective test method to study the mechanism of temperature cracking. A synchronous closed loop federated control TSTM system has been developed by adopting the design concepts of a closed loop federated control, a detachable mold design, a direct measuring deformation method, and a temperature deformation compensation method. The results show that the self-developed system has the comprehensive ability of simulating different restraint degrees, multiple temperature and humidity modes, and closed-loop control of multi-TSTMs during one test period. Additionally, the direct measuring deformation method can obtain a more accurate deformation and restraint degree result with little local damage. The external temperature deformation affecting the concrete specimen can be eliminated by adopting the temperature deformation compensation method with different considerations of steel materials. The concrete quality of different TSTMs can be guaranteed by being vibrated on the vibrating stand synchronously. The detachable mold design and assembled method has greatly overcome the difficulty of eccentric force and deformation.

Self-Developed Testing System for Determining the Temperature Behavior of Concrete

PubMed Central

Zhu, He; Li, Qingbin; Hu, Yu

2017-01-01

Cracking due to temperature and restraint in mass concrete is an important issue. A temperature stress testing machine (TSTM) is an effective test method to study the mechanism of temperature cracking. A synchronous closed loop federated control TSTM system has been developed by adopting the design concepts of a closed loop federated control, a detachable mold design, a direct measuring deformation method, and a temperature deformation compensation method. The results show that the self-developed system has the comprehensive ability of simulating different restraint degrees, multiple temperature and humidity modes, and closed-loop control of multi-TSTMs during one test period. Additionally, the direct measuring deformation method can obtain a more accurate deformation and restraint degree result with little local damage. The external temperature deformation affecting the concrete specimen can be eliminated by adopting the temperature deformation compensation method with different considerations of steel materials. The concrete quality of different TSTMs can be guaranteed by being vibrated on the vibrating stand synchronously. The detachable mold design and assembled method has greatly overcome the difficulty of eccentric force and deformation. PMID:28772778

Interactive effects of dietary restraint and adiposity on stress-induced eating and the food choice of children.

PubMed

Roemmich, James N; Lambiase, Maya J; Lobarinas, Christina L; Balantekin, Katherine N

2011-12-01

The Individual Differences Model posits that individual differences in physiological and psychological factors explain eating behaviors in response to stress. The purpose was to determine the effects of individual differences in adiposity, dietary restraint and stress reactivity on children's energy intake and food choices. A total of 40 boys and girls, age 8-12 years, with wide ranges of dietary restraint, adiposity, and stress reactivity were measured for total energy intake and choice of energy dense 'comfort' and lower density 'healthy' foods following reading and speech stressor manipulations. When exploring the interaction of dietary restraint and stress reactivity, lower restraint/lower reactivity and lower restraint/higher reactivity were associated with reductions in energy intake (37-62 kcal) and comfort food (33-89 kcal). Higher restraint/lower reactivity was associated with consuming 86 fewer total kcal and 45 fewer kcal of comfort food. Only higher restraint/higher reactivity predicted increased energy intake (104 kcal) and comfort food (131 kcal). The interaction of dietary restraint and percentage body fat revealed that lower restraint/lower adiposity was associated with consuming 123 fewer kcal after being stressed with the entire reduction due to a decrease in comfort food. Lower restraint/higher adiposity was associated with consuming 116 kcal more after being stressed with 70% (81 kcal) of the increase in the form of comfort foods. Higher restraint/lower adiposity and higher restraint/higher adiposity were associated with smaller changes in total energy intake of 22 kcal and 1 kcal; respectively. Both restraint and adiposity moderated the effect of stress on energy intake and food choice. Children with greater adiposity may be at risk for stress-induced eating to contribute to their obesity. Copyright © 2011 Elsevier Ltd. All rights reserved.

International Space Station (ISS)

NASA Image and Video Library

2001-03-01

In this Space Shuttle STS-102 mission image, the Payload Equipment Restraint System H-Strap is shown at the left side of the U.S. Laboratory hatch and behind Astronaut James D. Weatherbee, mission specialist. PERS is an integrated modular system of components designed to assist the crew of the International Space Station (ISS) in restraining and carrying necessary payload equipment and tools in a microgravity environment. The Operations Development Group, Flight Projects Directorate at the Marshall Space Flight Center (MSFC), while providing operation support to the ISS Materials Science Research Facility (MSRF), recognized the need for an on-orbit restraint system to facilitate control of lose objects, payloads, and tools. The PERS is the offspring of that need and it helps the ISS crew manage tools and rack components that would otherwise float away in the near-zero gravity environment aboard the Space Station. The system combines Kevlar straps, mesh pockets, Velcro and a variety of cornecting devices into a portable, adjustable system. The system includes the Single Strap, the H-Strap, the Belly Pack, the Laptop Restraint Belt, and the Tool Page Case. The Single Strap and the H-Strap were flown on this mission. The PERS concept was developed by industrial design students at Auburn University and the MSFC Flight Projects Directorate.

A prototype Crew Medical Restraint System (CMRS) for Space Station Freedom

NASA Technical Reports Server (NTRS)

Johnston, S. L.; Eichstadt, F. T.; Billica, R. D.

1992-01-01

The Crew Medical Restrain System (CMRS) is a prototype system designed and developed for use as a universally deployable medical restraint/workstation on Space Station Freedom (SSF), the Shuttle Transportation System (STS), and the Assured Crew Rescue Vehicle (ACRV) for support of an ill or injured crewmember requiring stabilization and transportation to Earth. The CMRS will support all medical capabilities of the Health Maintenance Facility (HMF) by providing a restraint/interface system for all equipment (advance life support packs, defibrillator, ventilator, portable oxygen supply, IV pump, transport monitor, transport aspirator, and intervenous fluids delivery system) and personnel (patient and crew medical officers). It must be functional within the STS, ACRV, and all SSF habitable volumes. The CMRS will allow for medical capabilities within CPR, ACLS and ATLS standards of care. This must all be accomplished for a worst case transport time scenario of 24 hours from SSF to a definitive medical care facility on Earth. A presentation of the above design prototype with its subsequent one year SSF/HMF and STS/ACRV high fidelity mock-up ground based simulation testing will be given. Also, parabolic flight and underwater Weightless Test Facility evaluations will be demonstrated for various medical contingencies. The final design configuration to date will be discussed with future space program impact considerations.

Effects of Behavior-Contingent and Fixed-Time Release Contingencies on Frequency and Duration of Therapeutic Restraint

ERIC Educational Resources Information Center

Luiselli, James K.; Pace, Gary M.; Dunn, Erin K.

2006-01-01

Reducing therapeutic restraint is a desirable outcome for programs that serve individuals who exhibit challenging behaviors. This study investigated the effects of modifying the criterion for release from therapeutic restraint on frequency and duration. Release from restraint was changed from a behavior-contingent criterion (restraint terminated…

Nurses' perceptions and practice of physical restraint in China.

PubMed

Jiang, Hui; Li, Chen; Gu, Yan; He, Yanan

2015-09-01

There is controversy concerning the use of physical restraint. Despite this controversy, some nurses still consider the application of physical restraint unavoidable for some of their clients. Identify the perceptions and practice of physical restraint in China. This was a descriptive study that combined qualitative interviews with a quantitative cross-sectional survey. A total of 18 nurses were interviewed and 330 nurses were surveyed. Approval of the study was obtained from the hospital ethics committee. Permission to conduct the study was obtained from the director of nursing. Participants were assured that their participation is voluntary. Physical restraint was commonly used to protect patients' safety. Naturally, intensive care unit nurses used physical restraint much more frequently than general medical/surgical ward nurses (p < 0.01). In addition, night shift nurses tended to use physical restraint more frequently. Nursing managers should be aware of the role nurses play in the use of physical restraint. In-service training regarding the proper use of physical restraint should be strengthened and nurse staffing levels should be improved in order to minimize the use of physical restraint in China. © The Author(s) 2014.

Restraint use in older adults in home care: A systematic review.

PubMed

Scheepmans, Kristien; Dierckx de Casterlé, Bernadette; Paquay, Louis; Milisen, Koen

2018-03-01

To get insight into restraint use in older adults receiving home care and, more specifically, into the definition, prevalence and types of restraint, as well as the reasons for restraint use and the people involved in the decision-making process. Systematic review. Four databases (i.e. Pubmed, CINAHL, Embase, Cochrane Library) were systematically searched from inception to end of April 2017. The study encompassed qualitative and quantitative research on restraint use in older adults receiving home care that reported definitions of restraint, prevalence of use, types of restraint, reasons for use or the people involved. We considered publications written in English, French, Dutch and German. One reviewer performed the search and made the initial selection based on titles and abstracts. The final selection was made by two reviewers working independently; they also assessed study quality. We used an integrated design to synthesise the findings. Eight studies were reviewed (one qualitative, seven quantitative) ranging in quality from moderate to high. The review indicated there was no single, clear definition of restraint. The prevalence of restraint use ranged from 5% to 24.7%, with various types of restraint being used. Families played an important role in the decision-making process and application of restraints; general practitioners were less involved. Specific reasons, other than safety for using restraints in home care were noted (e.g. delay to nursing home admission; to provide respite for an informal caregiver). Contrary to the current socio demographical evolutions resulting in an increasing demand of restraint use in home care, research on this subject is still scarce and recent. The limited evidence however points to the challenging complexity and specificity of home care regarding restraint use. Given these serious challenges for clinical practice, more research about restraint use in home care is urgently needed. Copyright © 2017. Published by Elsevier Ltd.

A rapid method for identifying and characterizing structural impacts using distributed sensors: An application for automotive pedestrian protection

NASA Astrophysics Data System (ADS)

Kim, Andrew C.

This research is motivated by recent activity to improve automotive safety, especially for pedestrians. In many parts of the world today, injuries and fatalities from road accidents are a significant problem. Safety features such as seat restraints and air bags provide considerable levels of protection for car occupants; however, no such protective measures currently exist for pedestrians. Drawing upon the success and effectiveness of occupant air bag systems, current research aims to develop similar devices for pedestrians. These active pedestrian protection systems deploy a safety feature such as an external air bag when a pedestrian is hit by a vehicle. Contact with the front bumper induces a body rotation that may result in a violent head collision. The deployable safety device provides a cushioning surface for the vulnerable pedestrian during impact. The challenge of such a system is an effective sensory unit that can rapidly and correctly discriminate pedestrian impacts from non-pedestrian ones. The fast kinematics of the automobile-pedestrian impact leaves a minimal amount of time for signal processing and computation. This research study focuses on a discrimination scheme that satisfies both the time and accuracy requirements for a proposed sensory system for pedestrian protection. A unique methodology was developed to identify structural impacts using dominant frequency features extracted from sensory data. Contact sensors mounted on the front bumper of an automobile measure the strain response from an impact event. The dominant frequencies obtained from these sensor signals are greatly influenced by the impact object's properties and can be used to discriminate between different objects. Extensive tests were conducted to gather sensor data and validate the proposed methodology and impact discrimination algorithm. Results of the impact tests indicate that the approach is sound, and the sensory system effectively identifies "pedestrian" impacts within a short period of time.

Vehicle interior interactions and kinematics of rear facing child restraints in frontal crashes.

PubMed

Sherwood, C P; Gopalan, S; Abdelilah, Y; Marshall, R J; Crandall, J R

2005-01-01

The performance of rear facing child restraints in frontal crashes can be determined by controlling a) the child's kinematics and b) interactions with vehicle structures. Twelve sled tests were performed to analyze the effect of the location and structural properties of vehicle interior components. The role of restraint kinematics was studied by developing computational models which underwent idealized motions. Stiff structures originally offset from the restraint, but which contact the restraint late in the test, cause increased injury values. Attachment methods which reduce child restraint rotation and more rigidly couple the restraint to the vehicle result in the best safety performance.

Vehicle Interior Interactions and Kinematics of Rear Facing Child Restraints in Frontal Crashes

PubMed Central

Sherwood, C. P.; Gopalan, S.; Abdelilah, Y.; Marshall, R. J.; Crandall, J. R.

2005-01-01

The performance of rear facing child restraints in frontal crashes can be determined by controlling a) the child’s kinematics and b) interactions with vehicle structures. Twelve sled tests were performed to analyze the effect of the location and structural properties of vehicle interior components. The role of restraint kinematics was studied by developing computational models which underwent idealized motions. Stiff structures originally offset from the restraint, but which contact the restraint late in the test, cause increased injury values. Attachment methods which reduce child restraint rotation and more rigidly couple the restraint to the vehicle result in the best safety performance. PMID:16179150

Use of physical restraint: Nurses' knowledge, attitude, intention and practice and influencing factors.

PubMed

Eskandari, Fatemeh; Abdullah, Khatijah Lim; Zainal, Nor Zuraida; Wong, Li Ping

2017-12-01

To investigate the knowledge, attitude, intention and practice of nurses towards physical restraint and factors influencing these variables. A literature review showed a lack of studies focused on the intention of nurses regarding physical restraint throughout the world. Considering that very little research on physical restraint use has been carried out in Malaysia, assessment of nurses' knowledge, attitude, intention and practice is necessary before developing a minimising programme in hospitals. A cross-sectional study was used. A questionnaire to assess the knowledge, attitude, intention and practice was completed by all nurses (n = 309) in twelve wards of a teaching hospital in Kuala Lumpur. Moderate knowledge and attitude with strong intention to use physical restraint were found among the nurses. Less than half of nurses considered alternatives to physical restraint and most of them did not understand the reasons for the physical restraint. Nurses' academic qualification, read any information source during past year and nurses' work unit showed a significant association with nurses' knowledge. Multiple linear regression analysis found knowledge, attitude and intention were significantly associated with nurses' practice to use physical restraint. This study showed some important misunderstandings of nurses about using physical restraint and strong intention regarding using physical restraint. Findings of this study serve as a supporting reason for importance of educating nurses about the use of physical restraint. Exploring the knowledge, attitude, intention and current practice of nurses towards physical restraint is important so that an effective strategy can be formulated to minimise the use of physical restraints in hospitals. © 2017 John Wiley & Sons Ltd.

Restraint systems for the prevention of injury to children in automobile accidents.

PubMed Central

Scherz, R G

1976-01-01

Highway accidents are the leading cause of child deaths in the United States from the ages of 1-14 years-6,122 such deaths occurred in 1973. In most instances deaths and permanent injuries occurred with the child as a passenger in an automobile. One approach toward alleviating this problem is the restraint of children in automobiles to reduce the likelihood of injury in a crash. PMID:1275118

Remote control of an impact demonstration vehicle

NASA Technical Reports Server (NTRS)

Harney, P. F.; Craft, J. B., Jr.; Johnson, R. G.

1985-01-01

Uplink and downlink telemetry systems were installed in a Boeing 720 aircraft that was remotely flown from Rogers Dry Lake at Edwards Air Force Base and impacted into a designated crash site on the lake bed. The controlled impact demonstration (CID) program was a joint venture by the National Aeronautics and Space Administration (NASA) and the Federal Aviation Administration (FAA) to test passenger survivability using antimisting kerosene (AMK) to inhibit postcrash fires, improve passenger seats and restraints, and improve fire-retardent materials. The uplink telemetry system was used to remotely control the aircraft and activate onboard systems from takeoff until after impact. Aircraft systems for remote control, aircraft structural response, passenger seat and restraint systems, and anthropomorphic dummy responses were recorded and displayed by the downlink stems. The instrumentation uplink and downlink systems are described.

THE EVOLUTION OF RESTRAINT IN BACTERIAL BIOFILMS UNDER NONTRANSITIVE COMPETITION

PubMed Central

Prado, Federico; Kerr, Benjamin

2009-01-01

Theoretical and empirical evidence indicates that competing species can coexist if dispersal, migration, and competitive interactions occur over relatively small spatial scales. In particular, spatial structure appears to be critical to certain communities with nontransitive competition. A typical nontransitive system involves three competing species that satisfy a relationship similar to the children’s game of rock–paper–scissors. Although the ecological dynamics of nontransitive systems in spatially structured communities have received some attention, fewer studies have incorporated evolutionary change. Here we investigate evolution within toxic bacterial biofilms using an agent-based simulation that represents a nontransitive community containing three populations of Escherichia coli. In structured, nontransitive communities, strains evolve that do not maximize their competitive ability: They do not reduce their probability of death to a minimum or increase their toxicity to a maximum. That is, types evolve that exercise restraint. We show that nontransitivity and spatial structure (in the form of localized interactions) are both necessary for the evolution of restraint in these biofilms. PMID:18039324

The evolution of restraint in bacterial biofilms under nontransitive competition.

PubMed

Prado, Federico; Kerr, Benjamin

2008-03-01

Theoretical and empirical evidence indicates that competing species can coexist if dispersal, migration, and competitive interactions occur over relatively small spatial scales. In particular, spatial structure appears to be critical to certain communities with nontransitive competition. A typical nontransitive system involves three competing species that satisfy a relationship similar to the children's game of rock-paper-scissors. Although the ecological dynamics of nontransitive systems in spatially structured communities have received some attention, fewer studies have incorporated evolutionary change. Here we investigate evolution within toxic bacterial biofilms using an agent-based simulation that represents a nontransitive community containing three populations of Escherichia coli. In structured, nontransitive communities, strains evolve that do not maximize their competitive ability: They do not reduce their probability of death to a minimum or increase their toxicity to a maximum. That is, types evolve that exercise restraint. We show that nontransitivity and spatial structure (in the form of localized interactions) are both necessary for the evolution of restraint in these biofilms.

Needlestick injuries in veterinary medicine

PubMed Central

Weese, J. Scott; Jack, Douglas C.

2008-01-01

Needlestick injuries are an inherent risk of handling needles during the course of veterinary practice. While significant effort has been expended to reduce needlestick injuries in human medicine, a relatively lax approach seems to be prevalent in veterinary medicine. It appears that needlestick injuries are very common among veterinary personnel and that serious adverse effects, while uncommon, do occur. Clients may also receive injuries in clinics during the course of animal restraint, and at home following prescription of injectable medications or fluids. Because of occupational health, personal health, and liability concerns, veterinary practices should review the measures they are taking to reduce the likelihood of needlestick injuries and develop written needlestick injury avoidance protocols. PMID:18978971

Attitudes of nurses towards the use of physical restraints in geriatric care: a systematic review of qualitative and quantitative studies.

PubMed

Möhler, Ralph; Meyer, Gabriele

2014-02-01

To examine nurses' attitudes towards the use of physical restraints in geriatric care. Systematic review and synthesis of qualitative and quantitative studies. The following databases were searched: Medline, CINAHL, EMBASE, Psyndex, PsychInfo, Social SciSearch, SciSearch, Forum Qualitative Social Research (1/1990 to 8/2013). We performed backward and forward citation tracking to all of the included studies. We included in the present review all qualitative and quantitative studies in English and German that investigated nurses' attitudes towards the use of physical restraints in geriatric care. Two independent reviewers selected the studies for inclusion and assessed the study quality. We performed a thematic synthesis for the qualitative studies and a content analysis of the questionnaires' items as well as a narrative synthesis for the quantitative surveys. We included 31 publications in the review: 20 quantitative surveys, 10 qualitative and 1 mixed-method study. In the qualitative studies, nurses' attitudes towards the use of physical restraints in geriatric care were predominately characterised by negative feelings towards the use of restraints; however, the nurses also described a perceived need for using restraints in clinical practice. This discrepancy led to moral conflicts, and nurses described several strategies for coping with these conflicts when restraints were used. When nurses were in doubt regarding the use of restraints, they decided predominantly in favour of using restraints. The results of the quantitative surveys were inconsistent regarding nurses' feelings towards the use of restraints in geriatric care. Prevention of falls was identified as a primary reason for using restraints. However, the items of the questionnaires focussed primarily on the reasons for the use of restraints rather than on the attitudes of nurses. Despite the lack of evidence regarding the benefits of restraints and the evidence on the adverse effects, nurses often decided in favour of using restraints when in doubt and they used strategies to cope with negative feelings when they used restraints. A clear policy change in geriatric care institutions towards restraint-free care seems to be warranted to change clinical practice. The results of this review should also be considered in the development of interventions aimed at reducing the use of restraints. Copyright © 2013 Elsevier Ltd. All rights reserved.

Restraint prevalence and perceived coercion among psychiatric inpatients from South India: A prospective study.

PubMed

Gowda, Guru S; Lepping, Peter; Noorthoorn, Eric O; Ali, Syed Farooq; Kumar, Channaveerachari Naveen; Raveesh, Bevinahalli Nanjegowda; Math, Suresh Bada

2018-05-22

The Indian Mental Health Care Act 2017 (MHCA -2017) advocates the duty to provide treatment in the least coercive manner. Little data exists on how Indian patients perceive coercion in medical settings. To study the prevalence of restraint in a Indian psychiatric inpatient unit, and to examine the level of perceived coercion correlating to various forms of restraint. This is a hospital based prospective observational study. Two hundred patients were recruited through computer generated random number sampling. In eligible subjects, demographic and clinical data, restraints used and assessments related to perceived coercion were completed within 3 days of admission. Perceived coercion was reassessed at the time or within 3 days before discharge. In 66.5% one or more restraint measures were used, physical restraints in 20%, chemical restraints in 58%, seclusion in 18%, and involuntary medication in 32%. ECT is associated with the lowest level of perceived coercion followed by isolation/seclusion, chemical restraint, involuntary medication and physical restraint. Male gender, being married, rural background, low socioeconomic status, having a mood disorder, and alcohol or drug dependence was associated with an increased risk of physical or chemical restraint. Having a mood disorder, being from a rural area and a lower socioeconomic status was associated with being subjected to more than one form of coercion. Restraint measures are more prevalent in psychiatric hospital care in India than in Europe. Physical restraint is particularly associted with higher perceived coercion. Copyright © 2018 Elsevier B.V. All rights reserved.

Protecting children: a survey of caregivers’ knowledge of Georgia’s child restraint laws

PubMed Central

Strasser, Sheryl; Whorton, Laurie; Walpole, Amanda J; Beddington, Sarah

2010-01-01

Introduction The leading cause of injury and death among children in the United States is motor vehicle crashes. Even though restraint laws are in place and public awareness campaigns and educational interventions have increased, many children are still improperly restrained or not restrained at all. When correctly used, child restraints significantly reduce risk of injury or death. Methods The purpose of the study was to elicit caregiver baseline knowledge of car seat installation and regulation before receiving car seat education from certified technicians at Inspection Station events. Inspection Station is a program whereby staff assists parents in correctly positioning car seats in participants’ vehicles. Over an 8-week period, Safe Kids Cobb County Car Seat Technicians distributed a 16-item survey, with 10 knowledge-based questions and six demographic questions to Inspection Station participants. Descriptive statistics and t-tests were conducted to assess relationships between participant age, ethnicity, and gender with overall knowledge scores. Regression analysis was run to determine the association between participant education level and total child restraint knowledge. Results One hundred sixty-nine surveys were completed. Participant knowledge of vehicular child restraint ranged from 0% to 90% on all items. Only 29.6% of caregivers understood the proper tightness of the harness system. Less than half of the caregivers (43.8%) were aware of the Georgia law requiring children aged 6 years and younger to be in some type of child restraint. Only 43.2% of caregivers surveyed knew that children need to ride in a rear-facing child restraint until 1 year of age and 20 pounds. No significant correlations between participant knowledge and age were found. Statistically significant associations were found between total knowledge scores and education level, ethnicity, and gender. Discussion The results from this study describe baseline knowledge among a sample of participants at Inspection Station activities held in Cobb County, Georgia. These results can help inform tailoring of future programming so that the impact of enhanced health education/prevention messages for intended populations can be maximized and health child injury risk related to improper restraints can be minimized. PMID:22312220

Multimode ergometer system

NASA Technical Reports Server (NTRS)

Bynum, B. G.; Gause, R. L.; Spier, R. A.

1971-01-01

System overcomes previous ergometer design and calibration problems including inaccurate measurements, large weight, size, and input power requirements, poor heat dissipation, high flammability, and inaccurate calibration. Device consists of lightweight, accurately controlled ergometer, restraint system, and calibration system.

Association of first- and second-generation air bags with front occupant death in car crashes: a matched cohort study.

PubMed

Olson, Carin M; Cummings, Peter; Rivara, Frederick P

2006-07-15

First-generation air bags entail a decreased risk of death for most front seat occupants in car crashes but an increased risk for children. Second-generation air bags were developed to reduce the risks for children, despite the possibility of decreasing protection for others. Using a matched cohort design, the authors estimated risk ratios for death for use of each generation of air bag versus no air bag, adjusted for seat position, restraint use, sex, age, and all vehicle and crash characteristics, among 128,208 automobile occupants involved in fatal crashes on US roadways during 1990-2002. The authors then compared adjusted risk ratios (aRRs) between the two generations of air bags. Among front seat occupants, the aRR for death with a first-generation air bag was 0.90 (95% confidence interval (CI): 0.86, 0.94); the aRR with a second-generation air bag was 0.89 (95% CI: 0.79, 1.00) (p = 0.83 for comparison of aRRs). Among children under age 6 years, the aRR with a first-generation air bag was 1.66 (95% CI: 1.20, 2.30), while the aRR with a second-generation air bag was 1.10 (95% CI: 0.63, 1.93) (p = 0.20 for comparison of aRRs). The differences in aRRs between first- and second-generation air bags among other subgroups were small and not statistically significant.

Physical restraints in an Italian psychiatric ward: clinical reasons and staff organization problems.

PubMed

Di Lorenzo, Rosaria; Baraldi, Sara; Ferrara, Maria; Mimmi, Stefano; Rigatelli, Marco

2012-04-01

To analyze physical restraint use in an Italian acute psychiatric ward, where mechanical restraint by belt is highly discouraged but allowed. Data were retrospectively collected from medical and nursing charts, from January 1, 2005, to December 31, 2008. Physical restraint rate and relationships between restraints and selected variables were statistically analyzed. Restraints were statistically significantly more frequent in compulsory or voluntary admissions of patients with an altered state of consciousness, at night, to control aggressive behavior, and in patients with "Schizophrenia and other Psychotic Disorders" during the first 72 hr of hospitalization. Analysis of clinical and organizational factors conditioning restraints may limit its use. © 2011 Wiley Periodicals, Inc.

Real-life fatal outcome in car-to-car near-side impacts--implications for improved protection considering age and crash severity.

PubMed

Sunnevang, Cecilia; Rosén, Erik; Bostrom, Ola

2009-04-01

Recent studies have shown that current side airbags, protecting head and chest, are saving lives in near-side impacts (Kahane 2007; McCartt and Kyrychenko 2007). The aim of this study was to analyze NASS/CDS real-life data on fatal trauma in near-side car-to-car crashes, stratified by age into non-senior and senior occupants. Furthermore, a hypothetical model explaining side airbag effectiveness as a function of lateral delta-v was presented. The model together with the field data was then used to demonstrate further enhancement of side airbag restraint performance. Weighted NASS/CDS data from 1994 to 2006 for front seat occupants in near-side car-to-car impacts was used to calculate the exposure, incidence, and risk of fatal trauma with respect to lateral delta-v. The dataset was also divided into non-senior (10-59 years) and senior (age > or = 60 years) occupants. The hypothetical model was created to adjust the NASS/CDS data to represent a car fleet fully equipped with current side airbag protection. The model was then used to evaluate the increase in effectiveness of improved side airbag protection achieved by increasing the lateral delta-v in the range where the airbag have most mitigating effect, increasing the airbag protection level within the delta-v range currently tested, and a combination of the two approaches. From the NASS/CDS data, the median delta-v for fatal injury was 37 km/h for the total sample. When stratified with respect to age, the median delta-v for fatal injury was 41 km/h for non-seniors and 28 km/h for senior occupants. The exposures for both age groups were similar. However, the fatal incidence showed a difference in delta-v range between non-senior and senior occupants. Applying the airbag model increased the median delta-v to 40 km/h for the total sample and 47 and 30 km/h for non-seniors and seniors, respectively. Current side airbag systems offer very good protection for non-senior occupants up to delta-v 40 km/h. Though still high, the protection for senior occupants is lower. To enhance side airbag protection, the side airbag performance should be maximized where the fatal incidence is high. Therefore, to further reduce non-senior fatalities, the test speed should be increased. To further reduce senior fatalities, the protection level within severities currently tested should be increased. A combination of the two approaches would result in about a 40 percent increase of the side airbag effectiveness.

Repeated handling, restraint, or chronic crowding impair the hypothalamic-pituitary-adrenocortical response to acute restraint stress.

PubMed

Gadek-Michalska, A; Bugajski, J

2003-09-01

The purpose of the present study was to assess whether, and to what extent prior handling, restraint or social crowding stress during 3-10 days affects the hypothalamic-pituitary-adrenocortical (HPA) response to an acute short-lasting restraint stress. Also the effect of a feedback inhibitory mechanism of corticosterone in the impairment of HPA axis by these stressors was investigated. Male Wistar rats were pretreated with handling 1 min/day for 3-10 days, restraint 2 times daily for 3-7 days and crowding stress for 7 days before exposure to acute restraint stress in metal tubes for 10 min. Some group of rats received exogenous s.c. corticosterone either once 25 mg/kg or 2 times daily 10 mg/kg for 3-10 days before restraint stress. After the last restraint the rats were decapitated and their trunk blood was collected for the measurement of plasma ACTH and serum corticosterone levels. Handling for 3-7 days, restraint for 3-7 days, and crowding for 7 days and a single pretreatment with corticosterone--all significantly and to a similar extent inhibited the restraint stress-induced increase in ACTH and corticosterone secretion. Chronic pretreatment with corticosterone blunted the restraint stress-induced increase in HPA axis activity. These results indicate that repeated short-lasting stress induced by handling, restraint, or crowding potently attenuates the acute restraint stress-induced stimulatory action of the HPA axis. They also indicate adaptive action of moderate stress on the HPA axis response to acute stress. The results also suggest that a short-lasting hypersecretion of corticosterone during psychological stress may induce a prolonged feedback inhibition of the HPA axis activity. The attenuation of HPA axis response by prior handling has also obvious methodological implications.

Dietary restraint, anxiety, and the relative reinforcing value of snack food in non-obese women.

PubMed

Goldfield, Gary S; Legg, Christine

2006-11-01

This study tested the independent and interactive effects of anxiety and dietary restraint on the relative reinforcing value of snack food. Thirty non-obese, female university students were assigned to one of four groups based on median split scores on measures of dietary restraint and state-anxiety: low-restraint/low-anxiety (n=7), low-restraint/high-anxiety (n=7), high-restraint/low-anxiety (n=9), and high-restraint/high-anxiety (n=7). Participants were provided the choice to earn points for palatable snack foods or fruits and vegetables using a computerized concurrent schedules choice task. The behavioural cost to gain access to snack foods increased across trials, whereas the cost to gain access to fruits and vegetables was held constant across trials. The relative reinforcing value of palatable snack food in relation to fruits and vegetables was defined as the total amount of points earned for snack food. Two-way analysis of covariance, with hunger and hedonic snack food ratings as covariates, showed that dietary restraint and anxiety had a significant interactive effect on the relative reinforcing value of snack food, indicating that the effect of anxiety on snack food reinforcement is moderated by dietary restraint. Specifically, the high-anxiety/low-restraint women found snack food significantly less reinforcing than low-anxiety/low-restraint women, but no differences emerged between high- and low-anxiety women with high-restraint. Neither restraint nor anxiety had an independent effect on the relative reinforcing value of snack food. These findings indicate that anxiety may have a suppressive effect on the relative reinforcing value of snack food in low-restrained eaters, but not an enhancing effect on snack food reinforcement in high-restrained eaters. Clinical implications of these findings are discussed.

Social isolation alters central nervous system monoamine content in prairie voles following acute restraint.

PubMed

McNeal, Neal; Anderson, Eden M; Moenk, Deirdre; Trahanas, Diane; Matuszewich, Leslie; Grippo, Angela J

2018-04-01

Animal models have shown that social isolation and other forms of social stress lead to depressive- and anxiety-relevant behaviors, as well as neuroendocrine and physiological dysfunction. The goal of this study was to investigate the effects of prior social isolation on neurotransmitter content following acute restraint in prairie voles. Animals were either paired with a same-sex sibling or isolated for 4 weeks. Plasma adrenal hormones and ex vivo tissue concentrations of monoamine neurotransmitters and their metabolites were measured following an acute restraint stressor in all animals. Isolated prairie voles displayed significantly increased circulating adrenocorticotropic hormone levels, as well as elevated serotonin and dopamine levels in the hypothalamus, and potentially decreased levels of serotonin in the frontal cortex. However, no group differences in monoamine levels were observed in the hippocampus or raphe. The results suggest that social stress may bias monoamine neurotransmission and stress hormone function to subsequent acute stressors, such as restraint. These findings improve our understanding of the neurobiological mechanisms underlying the consequences of social stress.

Phenomenology of self-restraint.

PubMed

Oliver, Chris; Murphy, Glynis; Hall, Scott; Arron, Kate; Leggett, Janice

2003-03-01

Self-restraint is often reported in individuals with mental retardation who show self-injurious behavior (SIB). In this study, the phenomenology and prevalence of self-restraint in individuals showing self-injury and wearing protective devices and those showing self-injury but not wearing protective devices were compared. A high prevalence of self-restraint in the whole sample of individuals showing self-injury was identified (67/88, 76.1%), and self-restraint was more prevalent in a group showing self-injury but not wearing protective devices (43/47, 91.5%) than in a group showing self-injury and wearing protective devices (24/41, 58.5%). Individuals not wearing protective devices showed a greater number of topographies of self-restraint than those who did wear them. Results are discussed with reference to the purely topographical definition of self-restraint employed and the potential equivalence of protective devices and self-restraint.

Using motor behavior during an early critical period to restore skilled limb movement after damage to the corticospinal motor system during development

PubMed Central

Friel, KM; Chakrabarty, S; H-C, Kuo; Martin, JH

2012-01-01

This study investigated requirements for restoring motor function after corticospinal (CS) system damage during early postnatal development. Activity-dependent competition between the CS tracts (CST) of the two hemispheres is imperative for normal development. Blocking primary motor cortex (M1) activity unilaterally during a critical period (postnatal weeks-PW-5–7) produces permanent contralateral motor skill impairments, loss of M1 motor map, aberrant CS terminations, and decreases in CST presynaptic sites and spinal cholinergic interneuron numbers. To repair these motor systems impairments and restore function, we manipulated motor experience in three groups of cats after this CST injury produced by inactivation. One group wore a jacket restraining the limb ipsilateral to inactivation, forcing use of the contralateral, impaired, limb, for the month following M1 inactivation (PW8–13; “Restraint Alone”). A second group wore the restraint during PW8–13, and was also trained for 1 h/day in a reaching task with the contralateral forelimb (“Early Training”). To test the efficacy of intervention during adolescence, a third group wore the restraint and received reach training during PW20–24 (“Delayed Training”). Early training restored CST connections and the M1 motor map; increased cholinergic spinal interneurons numbers on the contralateral, relative to ipsilateral, side; and abrogated limb control impairments. Delayed training restored CST connectivity and the M1 motor map, but not contralateral spinal cholinergic cell counts or motor performance. Restraint alone only restored CST connectivity. Our findings stress the need to reestablish the integrated functions of the CS system at multiple hierarchical levels in restoring skilled motor function after developmental injury. PMID:22764234

17. NBS TOOL ROOM. MISCELLANEOUS TOOLS USED DURING EXTRA VEHICULAR ...

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

17. NBS TOOL ROOM. MISCELLANEOUS TOOLS USED DURING EXTRA VEHICULAR ACTIVITY (EVA) MISSIONS AND NBS TRAINING. FROM LEFT TO RIGHT THE TOOLS ARE: SHUTTLE TRANSPORTATION SYSTEM (STS) PORTABLE FOOT RESTRAINT (PFR), ESSEX WRENCH, SOCKET WRENCH, SAFETY TETHER REEL (LEFT REAR), MINI WORKSTATION (CENTER REAR), TETHERS (FRONT CENTER), HUBBLE SPACE TELESCOPE (HST) POWER TOOL (FRONT RIGHT), HUBBLE SPACE TELESCOPE & PORTABLE FOOT RESTRAINT (REAR RIGHT). - Marshall Space Flight Center, Neutral Buoyancy Simulator Facility, Rideout Road, Huntsville, Madison County, AL

Dangerous Use of Seclusion and Restraints in Schools Remains Widespread and Difficult to Remedy: A Review of Ten Cases. United States Senate Health, Education, Labor, and Pensions Committee. Majority Committee Staff Report

ERIC Educational Resources Information Center

US Senate (NJ1), 2014

2014-01-01

There is no evidence that physically restraining or putting children in unsupervised seclusion in the K-12 school system provides any educational or therapeutic benefit to a child. In fact, use of either seclusion or restraints in non-emergency situations poses significant physical and psychological danger to students. Yet the first round of data…

Anxiolytic-like effects of restraint during the dark cycle in adolescent mice.

PubMed

Ota, Yuki; Ago, Yukio; Tanaka, Tatsunori; Hasebe, Shigeru; Toratani, Yui; Onaka, Yusuke; Hashimoto, Hitoshi; Takuma, Kazuhiro; Matsuda, Toshio

2015-05-01

Stress during developmental stage may cause psychological morbidities, and then the studies on stress are important in adolescent rodents. Restraint is used as a common stressor in rodents and the effects of restraint during the light cycle have been studied, but those of restraint during the dark cycle have not. The present study examined the effects of restraint during the light and dark cycles on anxiety behaviors in adolescent mice. Restraint for 3h during either the light or dark cycle impaired memory function in the fear conditioning test, but did not affect locomotor activity. In the elevated plus-maze test, restraint during the dark cycle reduced anxiety-like behaviors in mice. Repeated exposure to a 3-h period dark cycle restraint for 2 weeks had a similar anxiolytic-like effect. In contrast, restraint for 3h during the light cycle produced anxiety behavior in adolescent, but not adult, mice. The light cycle stress increased plasma corticosterone levels, and elevated c-Fos expression in the prefrontal cortex, paraventricular hypothalamic nucleus, basolateral amygdala and dentate gyrus, and enhanced serotonin turnover in the hippocampus and striatum, while the dark cycle stress did not. There was no difference in the stress-mediated reduction in pentobarbital-induced sleeping time between dark and light cycle restraint. These findings suggest that the anxiolytic effect of dark cycle restraint is mediated by corticosterone, serotonin or γ-aminobutyric acid-independent mechanisms, although the anxiogenic effect of light cycle restraint is associated with changes in plasma corticosterone levels and serotonin turnover in specific brain regions. Copyright © 2015 Elsevier B.V. All rights reserved.

Factors associated with pilot fatalities in work-related aircraft crashes--Alaska, 1990-1999.

PubMed

2002-04-26

Despite its large geographic area, Alaska has only 12,200 miles of public roads, and 90% of the state's communities are not connected to a highway system. Commuter and air-taxi flights are essential for transportation of passengers and delivery of goods, services, and mail to outlying communities (Figure 1). Because of the substantial progress in decreasing fatalities in the fishing and logging industries, aviation crashes are the leading cause of occupational death in Alaska. During 1990-1999, aircraft crashes in Alaska caused 107 deaths among workers classified as civilian pilots. This is equivalent to 410 fatalities per 100,000 pilots each year, approximately five times the death rate for all U.S. pilots and approximately 100 times the death rate for all U.S. workers. As part of a collaborative aviation safety initiative that CDC's National Institute for Occupational Safety and Health (NIOSH) is implementing with the Federal Aviation Administration (FAA), the National Transportation Safety Board (NTSB), and the National Weather Service, CDC analyzed data from NTSB crash reports to determine factors associated with pilot fatalities in work-related aviation crashes in Alaska. This report summarizes the result of this analysis, which found that the following factors were associated with pilot fatalities: crashes involving a post-crash fire, flights in darkness or weather conditions requiring instrument use, crashes occurring away from an airport, and crashes in which the pilot was not using a shoulder restraint. Additional pilot training, improved fuel systems that are less likely to ignite in crashes, and company policies that discourage flying in poor weather conditions might help decrease pilot fatalities. More detailed analyses of crash data, collaborations with aircraft operators to improve safety, and evaluation of new technologies are needed.

Adrenocortical response in rats subjected to a stress of restraint by immobilization whether accompanied by hypothermia or not

NASA Technical Reports Server (NTRS)

Buchel, L.; Prioux-Guyonneau, M.; Libian, L.

1980-01-01

The restraint associated with hypothermia which increases the adrenal activity in rats was investigated. In rats with nomothermia or light hypothermia, the plasma and adrenal corticosterone levels increase at least threefold whatever the duration of restraint. Their return to normal values depends on the duration of the restraint. Exposure to cold produces in free rats a light hypothermia with an increase of the plasma and adrenal corticosterone levels, and in restraint animals an important hypothermia which does not potentiate the stimulation of adrenocortical activity induced by the restraint alone.

49 CFR 575.201 - Child restraint performance.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 49 Transportation 7 2010-10-01 2010-10-01 false Child restraint performance. 575.201 Section 575... Recall Enhancement, Accountability, and Documentation Act; Consumer Information § 575.201 Child restraint... performance of child restraints. The agency makes the information developed under this rating program...

49 CFR 575.201 - Child restraint performance.

Code of Federal Regulations, 2011 CFR

2011-10-01

... 49 Transportation 7 2011-10-01 2011-10-01 false Child restraint performance. 575.201 Section 575... Recall Enhancement, Accountability, and Documentation Act; Consumer Information § 575.201 Child restraint... performance of child restraints. The agency makes the information developed under this rating program...

49 CFR 575.201 - Child restraint performance.

Code of Federal Regulations, 2014 CFR

2014-10-01

... 49 Transportation 7 2014-10-01 2014-10-01 false Child restraint performance. 575.201 Section 575... Recall Enhancement, Accountability, and Documentation Act; Consumer Information § 575.201 Child restraint... performance of child restraints. The agency makes the information developed under this rating program...

49 CFR 575.201 - Child restraint performance.

Code of Federal Regulations, 2013 CFR

2013-10-01

... 49 Transportation 7 2013-10-01 2013-10-01 false Child restraint performance. 575.201 Section 575... Recall Enhancement, Accountability, and Documentation Act; Consumer Information § 575.201 Child restraint... performance of child restraints. The agency makes the information developed under this rating program...

49 CFR 575.201 - Child restraint performance.

Code of Federal Regulations, 2012 CFR

2012-10-01

... 49 Transportation 7 2012-10-01 2012-10-01 false Child restraint performance. 575.201 Section 575... Recall Enhancement, Accountability, and Documentation Act; Consumer Information § 575.201 Child restraint... performance of child restraints. The agency makes the information developed under this rating program...

Quality of harness fit for normal and low birthweight infants observed among newborns in infant car seats.

PubMed

Brown, Julie; Sinn, John Kam Hung; Chua, Aileen; Clarke, Elizabeth Clare

2017-04-01

Child restraint fit is important for crash protection. For newborns, standards universally require a rear-facing restraint and some upper limit on size, but historically there has been no specification of a lower design limit and there is concern over whether low birthweight infants (LBW) are adequately restrained. The aim of this study was to determine the quality of harness fit for newborns of low and normal weight in a range of modern child restraints. A convenience sample of infants (1.657-4.455 kg) were recruited from the postnatal ward and special care nursery <1 week from discharge. Infants (n=84) were assessed for harness fit in rear-facing-only restraints, convertible rear/forward restraints and a subset were assessed in a restraint specifically designed to accommodate LBW infants. Measures of harness fit were based on shoulder strap, crotch strap and buckle positioning. Less than 20% of infants achieved good harness fit, regardless of whether they were categorised as low (<2.5 kg) or normal weight. Rear-facing-only restraints were less likely to provide good fit than convertible restraints, in all measures of fit other than shoulder strap width. The proportions of infants achieving good fit were greater in the restraint designed for LBW infants than other restraint types. Poor accommodation continues to be a problem for LBW infants but is rectified in specifically designed restraints. Better specification of harness configuration for all rearward-facing restraints may be required to ensure adequate accommodation of normal birthweight infants. Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://www.bmj.com/company/products-services/rights-and-licensing/.

Restraint Use in Older Adults Receiving Home Care.

PubMed

Scheepmans, Kristien; Dierckx de Casterlé, Bernadette; Paquay, Louis; Van Gansbeke, Hendrik; Milisen, Koen

2017-08-01

To determine the prevalence, types, frequency, and duration of restraint use in older adults receiving home nursing care and to determine factors involved in the decision-making process for restraint use and application. Cross-sectional survey of restraint use in older adults receiving home care completed by primary care nurses. Homes of older adults receiving care from a home nursing organization in Belgium. Randomized sample of older adults receiving home care (N = 6,397; mean age 80.6; 66.8% female). For each participant, nurses completed an investigator-constructed and -validated questionnaire collecting information demographic, clinical, and behavioral characteristics and aspects of restraint use. A broad definition of restraint was used that includes a range of restrictive actions. Restraints were used in 24.7% of the participants, mostly on a daily basis (85%) and often for a long period (54.5%, 24 h/d). The most common reason for restraint use was safety (50.2%). Other reasons were that the individual wanted to remain at home longer, which necessitated the use of restraints (18.2%) and to provide respite for the informal caregiver (8.6%). The latter played an important role in the decision and application process. The physician was less involved in the process. In 64.5% of cases, there was no evaluation after restraint use was initiated. Use of restraints is common in older adults receiving home care nursing in Belgium. These results contribute to a better understanding of the complexity of use of restraints in home care, a situation that may be even more complex than in nursing homes and acute hospital settings. © 2017, Copyright the Authors Journal compilation © 2017, The American Geriatrics Society.

Usability issues concerning child restraint system harness design.

PubMed

Rudin-Brown, Christina M; Kumagai, Jason K; Angel, Harry A; Iwasa-Madge, Kim M; Noy, Y Ian

2003-05-01

A study was conducted to assess usability issues relating to child restraint system (CRS) harness design. Four convertible child restraint systems representing a wide variety of design features were used. Forty-two participants installed two child test dummies in both forward- and rear-facing configurations either inside or outside a test vehicle. Observer-scored checklists determined the degree to which each harness was installed correctly. Participant-scored questionnaires evaluated the 'ease-of-use' of various design features. While the percentage of correct installations exceeded 83% for all designs when installed in the forward-facing configuration, in the rear-facing position (that intended for children under 9-10 kg), there was a significant (between 65 and 89%) percentage of incorrect installations for all models. This finding is of particular interest and may be indicative of a more generalized problem with 'convertible' CRS designs when they are used in the rear-facing configuration. Furthermore, while certain design features were perceived by users as providing significantly better protection in the event of a collision, these also tended to be the features that were misused most often. The benefits and costs of various design features are discussed, and a method to test harness design usability is presented.

The Minnesota Child Passenger Restraint and Education Account. A Report to the Minnesota Legislature on Activities and Expenditures as Required by the 1994 Session Laws, Chapter 635, Section 15 as Contained in M.S. 169.685, Subdivision 7.

ERIC Educational Resources Information Center

Minnesota State Dept. of Public Safety, St. Paul. Office of Traffic Safety.

Minnesota Statute 169.685 (Seat Belts and Passenger Restraint Systems for Children) requires all drivers to correctly place children under the age of 4 years in child car seats. In response to the requirements of the amended statute, this report presents information to the Minnesota legislature on the commissioner's activities and expenditure of…

Effects of dietary restraint and body mass index on the relative reinforcing value of snack food.

PubMed

Goldfield, Gary S; Lumb, Andrew

2009-01-01

The present study examined the independent and interactive association between dietary restraint, body mass index (BMI) and the relative reinforcing value of food. Four hundred and three introductory psychology students completed questionnaires assessing age, gender, BMI, hunger, smoking status, nicotine dependence, dietary restraint, hedonic ratings for snack food and fruits and vegetables and the relative reinforcing value of snack food and fruits and vegetables. In the overall sample, results indicated a dietary restraint x BMI interaction after controlling for age, hunger, nicotine dependence, and hedonics. However, when regression models were separated by gender, the BMI x restraint interaction emerged only for females and not for males. Findings suggest that BMI moderates the relationship between dietary restraint and snack food reinforcement in females only, such that restraint and snack food reinforcement are inversely correlated in females with lower BMI, but restraint is positively correlated with snack food reinforcement in females with higher BMI. Theoretical and clinical implications of these findings are discussed.

Factors Associated With the Trend of Physical and Chemical Restraint Use Among Long-Term Care Facility Residents in Hong Kong: Data From an 11-Year Observational Study.

PubMed

Lam, Kuen; Kwan, Joseph S K; Wai Kwan, Chi; Chong, Alice M L; Lai, Claudia K Y; Lou, Vivian W Q; Leung, Angela Y M; Liu, Justina Y W; Bai, Xue; Chi, Iris

2017-12-01

Negative effects of restraint use have been well-documented. However, the prevalence of restraints use has been high in long-term care facilities in Hong Kong compared with other countries and this goes against the basic principles of ethical and compassionate care for older people. The present study aimed to review the change in the prevalence of physical and chemical restraint use in long-term care facilities (LTCFs) over a period of 11 years in Hong Kong and to identify the major factors associated with their use. This is an observational study with data obtained from the Hong Kong Longitudinal Study on LTCF Residents between 2005 and 2015. Trained assessors (nurses, social workers, and therapists) used the Minimum Data Set Resident Assessment Instrument to collect the data from 10 residential LTCFs. Physical restraint was defined as the use of any of the following: full bedside rails on all open sides of bed, other types of bedside rails used, trunk restraint, limb restraint, or the use of chair to prevent rising during the past 7 days. Chemical restraint was defined as the use of any of the following medications: antipsychotic, antianxiety, or hypnotic agents during past 7 days, excluding elder residents with a diagnosis of psychiatric illness. Annual prevalence of restraint use over 11 years and factors that were associated with the use of physical and chemical restraints. We analyzed the data for 2896 older people (978 male individuals, mean age = 83.3 years). Between 2005 and 2015, the prevalence of restraint use was as follows: physical restraint use increased from 52.7% to 70.2%; chemical restraint use increased from 15.9% to 21.78%; and either physical or chemical restraint use increased from 57.9% to 75.7%. Physical restraint use was independently associated with older age, impaired activities of daily living or cognitive function, bowel and bladder incontinence, dementia, and negative mood. Chemical restraint use was independently associated with older age, falls, bladder incontinence, use of feeding tube, dementia, poor cognitive function, delirium, behavioral problems, and negative mood. The increasing time-trend of physical but not chemical restraint use remained significant after adjusting for other factors as mentioned above (coefficient = 0.092, P < .001). Use of physical and chemical restraint was highly prevalent among LTCF residents in Hong Kong, with an increasing trend over a period of 11 years, especially targeting the most physically and cognitively frail older people. Appropriate healthcare staff education and policy change are urgently needed to ensure personal care that is characterized by respect, dignity, empathy, and compassion for the older generation. Copyright © 2017 AMDA – The Society for Post-Acute and Long-Term Care Medicine. Published by Elsevier Inc. All rights reserved.

Increase in best practice child car restraint use for children aged 2-5 years in low socioeconomic areas after introduction of mandatory child restraint laws.

PubMed

Brown, Julie; Keay, Lisa; Hunter, Kate; Bilston, Lynne E; Simpson, Judy M; Ivers, Rebecca

2013-06-01

To examine changes in child car restraint practices in low socioeconomic areas following the introduction of mandatory child car restraint legislation in New South Wales (NSW), Australia. Data from two cross-sectional studies of child car restraint use at pre-schools, early childhood centres and primary schools before and after the introduction of legislating mandatory age-appropriate car restraint use for children up to the age of seven years was used in this analysis. All included observations were from local government areas with socioeconomic status in the lowest 30% of urban Sydney. Children aged 2-5 years were observed in their vehicles as they arrived at observation sites (107 pre-legislation, 360 post-legislation). Multilevel logistic regression was used to examine changes in observed age-appropriate and correct use of car restraints. Age-appropriate car restraint use was higher post-legislation than pre-legislation. After controlling for child's age, parental income, language spoken at home and adjusting for clustering, the odds of children being appropriately restrained post-legislation were 2.3 times higher than in the pre-legislation sample, and the odds of them being correctly restrained were 1.6 times greater. Results indicate an improvement in car restraint practices among children aged 2-5 in low socioeconomic areas after introduction of child restraint laws. Implications : Despite improvements observed with enhanced legislation, further efforts are required to increase optimal child car restraint use. © 2013 The Authors. ANZJPH © 2013 Public Health Association of Australia.

Application of the Quality Functional Deployment Method in Mobility Aid Securement System Design

DOT National Transportation Integrated Search

1992-12-01

The Independent Locking Securement System Project (ILS System Project) is a : successful attempt to respond to the transportation community's need for a : "universal" securement/restraint system that will accommodate most wheeled : mobility aids, inc...

Physical Restraint Initiation in Nursing Homes and Subsequent Resident Health

ERIC Educational Resources Information Center

Engberg, John; Castle, Nicholas G.; McCaffrey, Daniel

2008-01-01

Purpose: It is widely believed that physical restraint use causes mental and physical health decline in nursing home residents. Yet few studies exist showing an association between restraint initiation and health decline. In this research, we examined whether physical restraint initiation is associated with subsequent lower physical or mental…

Delegating to the automobile: experimenting with automotive restraints in the 1970s.

PubMed

Wetmore, Jameson M

2015-04-01

This article explores the attempts in the United States in the 1970s to implement a new paradigm for automobile safety-crashworthiness, the idea that automobile passengers should be protected in the event of a crash. A large number of strategies were proposed, including air bags, seatbelt modifications, mandatory belt-use laws, and ignition interlocks. Many of these did not initially come to fruition, but they did give the automobile safety community a chance to experiment with different ways of distributing responsibilities between automobile occupants, automobile manufacturers, and, to a lesser extent, government agencies. These experiments helped pave the way for the successful implementation of a number of new strategies in the 1980s, 1990s, and 2000s.

Air bags and children: a potentially lethal combination.

PubMed

McCaffrey, M; German, A; Lalonde, F; Letts, M

1999-01-01

Air bags have been responsible for saving thousands of lives since their introduction in the early 1970s. Now, however, it has become apparent that under certain conditions, these restraint mechanisms designed to save lives have in fact been the cause of needless morbidity and mortality in children. We reviewed 13 children injured by air bags in Canada, where seat belt wear is mandatory for all occupants. Although 12 of the children sustained relatively minor air bag trauma, one child was killed by the air bag deployment, sustaining an occipital-C1 dislocation. The pediatric population is at particular risk as many parents continue to unwittingly place their children in the front seat and thus in jeopardy of sustaining air bag-induced injuries should a collision occur.

Ensemble models of proteins and protein domains based on distance distribution restraints.

PubMed

Jeschke, Gunnar

2016-04-01

Conformational ensembles of intrinsically disordered peptide chains are not fully determined by experimental observations. Uncertainty due to lack of experimental restraints and due to intrinsic disorder can be distinguished if distance distributions restraints are available. Such restraints can be obtained from pulsed dipolar electron paramagnetic resonance (EPR) spectroscopy applied to pairs of spin labels. Here, we introduce a Monte Carlo approach for generating conformational ensembles that are consistent with a set of distance distribution restraints, backbone dihedral angle statistics in known protein structures, and optionally, secondary structure propensities or membrane immersion depths. The approach is tested with simulated restraints for a terminal and an internal loop and for a protein with 69 residues by using sets of sparse restraints for underlying well-defined conformations and for published ensembles of a premolten globule-like and a coil-like intrinsically disordered protein. © 2016 Wiley Periodicals, Inc.

Behavioral Effects of Acclimatization To Restraint Protocol Used for Awake Animal Imaging

PubMed Central

Reed, Michael D.; Pira, Ashley S.; Febo, Marcelo

2013-01-01

Functional MRI of awake rats involves acclimatization to restraint to minimize motion. We designed a study to examine the effects of an acclimatization protocol (5 days of restraint, 60 minutes per day) on the emission of 22-kHz ultrasonic vocalizations and performance on a forced swim test (FST). Our results show that USV calls are reduced significantly by day 3, 4 and 5 of acclimatization. Although rats show less climbing activity (and more immobility) in FST on day 5 compared to the 1st day of restraint acclimatization, the difference is gone once animals are given a 2 week hiatus. Overall, we show that animals adapt to the restraint over the five day period, however, restraint may introduce confounding behavioral outcomes that may hinder the interpretation of results derived from awake rat imaging. The present data warrant further testing of the effects of MRI restraint on behavior. PMID:23562621

Public Policy on Physical Restraint of Children with Disabilities in Public Schools

ERIC Educational Resources Information Center

McAfee, James K.; Schwilk, Christopher; Mitruski, Megan

2006-01-01

The US Constitution, federal and state legislatures, courts, and regulations permit physical restraint for both therapeutic (i.e., behavior change) and risk prevention purposes. Although most venues limit restraint as punishment, no government entity prohibits use of physical restraint as a response to imminent danger. This paper provides a…

Direct and Collateral Effects of Restraints and Restraint Fading.

ERIC Educational Resources Information Center

Fisher, Wayne W.; And Others

1997-01-01

A study of three individuals with self-injurious behavior (SIB) evaluated a device designed for restraint fading with individuals who display hand-to-head SIB. Results demonstrated that stimulus control of SIB occurred in all individuals subsequent to restraint fading. The study also examined the effects of the rigid arm sleeves and restraint…

The Effects of Non-Contingent Self-Restraint on Self-Injury

ERIC Educational Resources Information Center

Kerth, Denise Marzullo; Progar, Patrick R.; Morales, Sabrina

2009-01-01

Background: Self-restraint is a pervasive phenomenon among individuals who engage in self-injurious behaviour (SIB). Materials and Methods: The present study examined the use of clothing as a socially acceptable alternative to self-restraint to reduce SIB and other topographies of self-restraint in an adolescent diagnosed with autism. Two separate…

Astronaut Anna Fisher demonstrates sleep restraints on shuttle

NASA Technical Reports Server (NTRS)

1984-01-01

Astronaut Anna L. Fisher demonstrates the versatility of shuttle sleep restraints to accommodate the preference of crewmembers as she appears to have configured hers in a horizontal hammock mode. Stowage lockers, one of the middeck walls, another sleep restraint, a jury-rigged foot and hand restraint are among other items in the frame.

End effector with astronaut foot restraint

NASA Technical Reports Server (NTRS)

Monford, Leo G., Jr. (Inventor)

1991-01-01

The combination of a foot restraint platform designed primarily for use by an astronaut being rigidly and permanently attached to an end effector which is suitable for attachment to the manipulator arm of a remote manipulating system is described. The foot restraint platform is attached by a brace to the end effector at a location away from the grappling interface of the end effector. The platform comprises a support plate provided with a pair of stirrups for receiving the toe portion of an astronaut's boots when standing on the platform and a pair of heel retainers in the form of raised members which are fixed to the surface of the platform and located to provide abutment surfaces for abutting engagement with the heels of the astronaut's boots when his toes are in the stirrups. The heel retainers preclude a backward sliding movement of the feet on the platform and instead require a lifting of the heels in order to extract the feet. The brace for attaching the foot restraint platform to the end effector may include a pivot or swivel joint to permit various orientations of the platform with respect to the end effector.

Exploring perspectives on restraint during medical procedures in paediatric care: a qualitative interview study with nurses and physicians

PubMed Central

Svendsen, Edel Jannecke; Pedersen, Reidar; Moen, Anne; Bjørk, Ida Torunn

2017-01-01

ABSTRACT The aim of this study was to explore nurses’ and physicians’ perspectives on and reasoning about the use of restraint during medical procedures on newly admitted preschoolers in somatic hospital care. We analysed qualitative data from individual interviews with a video recall session at the end with seven physicians and eight nurses. They had earlier participated in video recorded peripheral vein cannulations on preschool children. The data were collected between May 2012 and May 2013 at a paediatric hospital unit in Norway. The analysis resulted in three main themes: (1) disparate views on the concept of restraint and restraint use (2), ways to limit the use of physical restraint and its negative consequences, and (3) experience with the role of parents and their influence on restraint. Perspectives from both healthcare professions were represented in all the main themes and had many similarities. The results of this study may facilitate more informed and reflective discussions of restraint and contribute to higher awareness of restraint in clinical practice. Lack of guidance and scientific attention to restraint combined with conflicting interests and values among healthcare providers may result in insecurity, individual dogmatism, and a lack of shared discussions, language, and terminology. PMID:28889788

Exploring perspectives on restraint during medical procedures in paediatric care: a qualitative interview study with nurses and physicians.

PubMed

Svendsen, Edel Jannecke; Pedersen, Reidar; Moen, Anne; Bjørk, Ida Torunn

2017-12-01

The aim of this study was to explore nurses' and physicians' perspectives on and reasoning about the use of restraint during medical procedures on newly admitted preschoolers in somatic hospital care. We analysed qualitative data from individual interviews with a video recall session at the end with seven physicians and eight nurses. They had earlier participated in video recorded peripheral vein cannulations on preschool children. The data were collected between May 2012 and May 2013 at a paediatric hospital unit in Norway. The analysis resulted in three main themes: (1) disparate views on the concept of restraint and restraint use (2), ways to limit the use of physical restraint and its negative consequences, and (3) experience with the role of parents and their influence on restraint. Perspectives from both healthcare professions were represented in all the main themes and had many similarities. The results of this study may facilitate more informed and reflective discussions of restraint and contribute to higher awareness of restraint in clinical practice. Lack of guidance and scientific attention to restraint combined with conflicting interests and values among healthcare providers may result in insecurity, individual dogmatism, and a lack of shared discussions, language, and terminology.

Development of an Independent Locking Securement System for Mobility Aids on Public Transportation Vehicles

DOT National Transportation Integrated Search

1992-12-01

The Independent Locking Securement System Project (ILS System Project) is a : successful attempt to respond to the transportation community's need for a : "universal" securement/restraint system that will accommodate most wheeled : mobility aids, inc...

Optimising product advice based on age when design criteria are based on weight: child restraints in vehicles.

PubMed

Anderson, R W G; Hutchinson, T P

2009-03-01

The motivation for this paper is the high rate of inappropriate child restraint selection in cars that is apparent in published surveys of child restraint use and how the public health messages promoting child restraints might respond. Advice has increasingly been given solely according to the child's weight, while many parents do not know the weight of their children. A common objection to promoting restraint use based on the age of the child is the imprecision of such advice, given the variation in the size of children, but the magnitude of the misclassification such advice would produce has never been estimated. This paper presents a method for estimating the misclassification of children by weight, when advice is posed in terms of age, and applies it to detailed child growth data published by the Centers for Disease Control and Prevention. In Australia, guidelines instructing all parents to promote their children from an infant restraint to a forward-facing child seat at 6 months, and then to a belt-positioning booster at 4 years, would mean that 5% of all children under the age of 6 years would be using a restraint not suited to their weight. Coordination of aged-based advice and the weight ranges chosen for the Australian Standard on child restraints could reduce this level of misclassification to less than 1%. The general method developed may also be applied to other aspects of restraint design that are more directly relevant to good restraint fit.

Parents' experience with child safety restraint in China.

PubMed

Chen, Xiaojun; Yang, Jingzhen; Peek-Asa, Corinne; Li, Liping

2014-04-07

Child safety restraints are effective measures in protecting children from an injury while traveling in a car. However, the rate of child restraint use is extremely low in Chinese cities. Parent drivers could play an important role in promoting child safety restraint use, but not all of them take active responsibility. This study used a qualitative approach and included 14 in-depth interviews among parents with a child, under the age of 6, living in Shantou City (7 child safety restraint users and 7 non-users). Purposive sampling was used to recruit eligible parent drivers who participated in a previous observation study. Interview data were collected from March to April 2013. The audio taped and transcribed data were coded and analyzed to identify key themes. Four key themes on child safety restraint emerged from the in-depth interviews with parents. These included 1) Having a child safety restraint installed in the rear seat with an adult sitting next to the restrained child is ideal, and child safety restraint is seen as an alternative when adult accompaniment is not available; 2) Having effective parental education strategies could help make a difference in child safety restraint use; 3) Inadequate promotion and parents' poor safety awareness contribute to the low rate of child safety restraint in China; 4) Mandatory legislation on child safety restraint use could be an effective approach. Inadequate promotion and low awareness of safe traveling by parents were closely linked to low child safety seat usage under the circumstance of no mandatory legislation. Future intervention efforts need to focus on increasing parents' safe travel awareness combined with CSS product promotion before the laws are enacted.

Parents’ experience with child safety restraint in China

PubMed Central

2014-01-01

Background Child safety restraints are effective measures in protecting children from an injury while traveling in a car. However, the rate of child restraint use is extremely low in Chinese cities. Parent drivers could play an important role in promoting child safety restraint use, but not all of them take active responsibility. Methods This study used a qualitative approach and included 14 in-depth interviews among parents with a child, under the age of 6, living in Shantou City (7 child safety restraint users and 7 non-users). Purposive sampling was used to recruit eligible parent drivers who participated in a previous observation study. Interview data were collected from March to April 2013. The audio taped and transcribed data were coded and analyzed to identify key themes. Results Four key themes on child safety restraint emerged from the in-depth interviews with parents. These included 1) Having a child safety restraint installed in the rear seat with an adult sitting next to the restrained child is ideal, and child safety restraint is seen as an alternative when adult accompaniment is not available; 2) Having effective parental education strategies could help make a difference in child safety restraint use; 3) Inadequate promotion and parents’ poor safety awareness contribute to the low rate of child safety restraint in China; 4) Mandatory legislation on child safety restraint use could be an effective approach. Conclusion Inadequate promotion and low awareness of safe traveling by parents were closely linked to low child safety seat usage under the circumstance of no mandatory legislation. Future intervention efforts need to focus on increasing parents’ safe travel awareness combined with CSS product promotion before the laws are enacted. PMID:24708776

Torsional Restraint Problem of Steel Cold-Formed Beams Restrained By Planar Members

NASA Astrophysics Data System (ADS)

Balázs, Ivan; Melcher, Jindřich; Pešek, Ondřej

2017-10-01

The effect of continuous or discrete lateral and torsional restraints of metal thinwalled members along their spans can positively influence their buckling resistance and thus contribute to more economical structural design. The prevention of displacement and rotation of the cross-section results in stabilization of the member. The restraints can practically be provided e.g. by planar members of cladding supported by metal members (purlins, girts). The rate of stabilization of a member can be quantified using values of shear and rotational stiffness provided by the adjacent planar members. While the lateral restraint effected by certain shear stiffness can be often considered as sufficient, the complete torsional restraint can be safely considered in some practical cases only. Otherwise the values of the appropriate rotational stiffness provided by adjacent planar members may not be satisfactory to ensure full torsional restraint and only incomplete restraint is available. Its verification should be performed using theoretical and experimental analyses. The paper focuses on problem of steel thin-walled coldformed beams stabilized by planar members and investigates the effect of the magnitude of the rotational stiffness provided by the planar members on the resistance of the steel members. Cold-formed steel beams supporting planar members of cladding are considered. Full lateral restraint and incomplete torsional restraint are assumed. Numerical analyses performed using a finite element method software indicate considerable influence of the torsional restraint on the buckling resistance of a steel thin-walled member. Utilization of the torsional restraint in the frame of sizing of a stabilized beam can result in more efficient structural design. The paper quantifies this effect for some selected cases and summarizes results of numerical analysis.

Repeated Neck Restraint Stress Bidirectionally Modulates Excitatory Transmission in the Dentate Gyrus and Performance in a Hippocampus-dependent Memory Task.

PubMed

Spyrka, Jadwiga; Hess, Grzegorz

2018-05-21

The consequences of stress depend on characteristics of the stressor, including the duration of exposure, severity, and predictability. Exposure of mice to repeated neck restraint has been shown to bidirectionally modulate the potential for long-term potentiation (LTP) in the dentate gyrus (DG) in a manner dependent on the number of restraint repetitions, but the influence of repeated brief neck restraint on electrophysiology of single DG neurons has not yet been investigated. Here, we aimed at finding the effects of 1, 3, 7, 14, or 21 daily neck restraint sessions lasting 10 min on electrophysiological characteristics of DG granule cells as well as excitatory and inhibitory synaptic inputs to these neurons. While the excitability of DG granule cells and inhibitory synaptic transmission were unchanged, neck restraint decreased the frequency of spontaneous excitatory currents after three repetitions but enhanced it after 14 and 21 repetitions. The consequences of repeated neck restraint on hippocampus-dependent memory were investigated using the object location test (OLT). Neck restraint stress impaired cognitive performance in the OLT after three repetitions but improved it after 14 and 21 repetitions. Mice subjected to three neck restraint sessions displayed an increase in the measures of depressive and anxiety-like behaviors, however, prolongation of the exposure to neck restraint resulted in a gradual decline in the intensity of these measures. These data indicate that stress imposed by an increasing number of repeated neck restraint episodes bidirectionally modulates both excitatory synaptic transmission in the DG and cognitive performance in the object location memory task. Copyright © 2018 IBRO. Published by Elsevier Ltd. All rights reserved.

76 FR 78730 - Petition for Waiver of Compliance

Federal Register 2010, 2011, 2012, 2013, 2014

2011-12-19

... locations throughout the BNSF operating system. BNSF also claims that: (1) The performance of \\3/4... Restraint Measurement System (GRMS) testing of the concrete crossties has confirmed that the installation of...

Testing and injury potential analysis of rollovers with narrow object impacts.

PubMed

Meyer, Steven E; Forrest, Stephen; Herbst, Brian; Hayden, Joshua; Orton, Tia; Sances, Anthony; Kumaresan, Srirangam

2004-01-01

Recent statistics highlight the significant risk of serious and fatal injuries to occupants involved in rollover collisions due to excessive roof crush. The government has reported that in 2002. Sports Utility Vehicle rollover related fatalities increased by 14% to more than 2400 annually. 61% of all SUV fatalities included rollovers [1]. Rollover crashes rely primarily upon the roof structures to maintain occupant survival space. Frequently these crashes occur off the travel lanes of the roadway and, therefore, can include impacts with various types of narrow objects such as light poles, utility poles and/or trees. A test device and methodology is presented which facilitates dynamic, repeatable rollover impact evaluation of complete vehicle roof structures with such narrow objects. These tests allow for the incorporation of Anthropomorphic Test Dummies (ATDs) which can be instrumented to measure accelerations, forces and moments to evaluate injury potential. High-speed video permits for detailed analysis of occupant kinematics and evaluation of injury causation. Criteria such as restraint performance, injury potential, survival space and the effect of roof crush associated with various types of design alternatives, countermeasures and impact circumstances can also be evaluated. In addition to presentation of the methodology, two representative vehicle crash tests are also reported. Results indicated that the reinforced roof structure significantly reduced the roof deformation compared to the production roof structure.

NASA Occupant Protection Standards Development

NASA Technical Reports Server (NTRS)

Somers, Jeffrey T.; Gernhardt, Michael A.; Lawrence, Charles

2011-01-01

Current National Aeronautics and Space Administration (NASA) occupant protection standards and requirements are based on extrapolations of biodynamic models, which were based on human tests performed under pre-Space Shuttle human flight programs where the occupants were in different suit and seat configurations than is expected for the Multi Purpose Crew Vehicle (MPCV) and Commercial Crew programs. As a result, there is limited statistical validity to the occupant protection standards. Furthermore, the current standards and requirements have not been validated in relevant spaceflight suit, seat configurations or loading conditions. The objectives of this study were to develop new standards and requirements for occupant protection and rigorously validate these new standards with sub-injurious human testing. To accomplish these objectives we began by determining which critical injuries NASA would like to protect for. We then defined the anthropomorphic test device (ATD) and the associated injury metrics of interest. Finally, we conducted a literature review of available data for the Test Device for Human Occupant Restraint New Technology (THOR-NT) ATD to determine injury assessment reference values (IARV) to serve as a baseline for further development. To better understand NASA s environment, we propose conducting sub-injurious human testing in spaceflight seat and suit configurations with spaceflight dynamic loads, with a sufficiently high number of subjects to validate no injury during nominal landing loads. In addition to validate nominal loads, the THOR-NT ATD will be tested in the same conditions as the human volunteers, allowing correlation between human and ATD responses covering the Orion nominal landing environment and commercial vehicle expected nominal environments. All testing will be conducted without the suit and with the suit to ascertain the contribution of the suit to human and ATD responses. In addition to the testing campaign proposed, additional data analysis is proposed to mine existing human injury and response data from other sources, including military volunteer testing, automotive Crash Injury Research Engineering Network (CIREN), and IndyCar impact and injury data. These data sources can allow a better extrapolation of the ATD responses to off-nominal conditions above the nominal range that can safely be tested. These elements will be used to develop injury risk functions for each of the injury metrics measured from the ATD. These risk functions would serve as the basis for the NASA standards. Finally, we propose defining standard test methodology for evaluating future spacecraft designs against the IARVs, including developing a star-rating system to allow crew safety comparisons between vehicles.

Does Brief Bradycardia at the Onset of Arm-Restraint Predict Infants' Emotional Reactivity during Restraint?

ERIC Educational Resources Information Center

Porter, Christin L.; Jones, Blake L.

2011-01-01

Using electrocardiogram data with 78 six-month-old infants, this study examined the presence or absence of brief orienting bradycardia during the onset of maternal arm-restraint and subsequent differences between infants on behavioral organization during restraint. Results showed that 45 of the infants exhibited brief episodes of bradycardia at…

Functional Analysis of Self-Injurious Behavior and Its Relation to Self-Restraint

ERIC Educational Resources Information Center

Rooker, Griffin W.; Roscoe, Eileen M.

2005-01-01

Some individuals who engage in self-injurious behavior (SIB) also exhibit self-restraint. In the present study, a series of three functional analyses were conducted to determine the variables that maintained a participant's SIB, one without restraint items available, one with a preferred and effective form of self-restraint (an airplane pillow)…

Suspension restraint - Induced hypokinesia and antiorthostasis as a simulation of weightlessness

NASA Technical Reports Server (NTRS)

Musacchia, X. J.; Steffen, J. M.; Deavers, D. R.

1982-01-01

Muscle, renal, fluid and electrolyte responses were measured in suspended rats; the hind limbs are non-load bearing and the front limbs can be used for feeding and grooming. Hind limb hypokinesia reverses after removal from the suspension harness. This suspension system is adjustable for a head-down tilt to produce antiorthostatic responses which are also reversible. Responses to hypokinesia or antiorthostatic hypokinesia for up to 14 days were measured, e.g., muscle atrophy: soleus greater than gastrocnemius equals plantaris greater than extensor digitorum longus, kaliuresis, and increased excretion of urea, NH3, and 3 methylhistidine. Muscle protein loss, a response to a reduction in RNA, is also reversible. A head-down tilt for 7-14 days results in diuresis and natriuresis. These changes are reversed within 24 hours after removal from the restraint harness. Physiological effects of suspension restraint can be used to simulate and predict responses to microgravity exposure.

A MATLAB-based eye tracking control system using non-invasive helmet head restraint in the macaque.

PubMed

De Luna, Paolo; Mohamed Mustafar, Mohamed Faiz Bin; Rainer, Gregor

2014-09-30

Tracking eye position is vital for behavioral and neurophysiological investigations in systems and cognitive neuroscience. Infrared camera systems which are now available can be used for eye tracking without the need to surgically implant magnetic search coils. These systems are generally employed using rigid head fixation in monkeys, which maintains the eye in a constant position and facilitates eye tracking. We investigate the use of non-rigid head fixation using a helmet that constrains only general head orientation and allows some freedom of movement. We present a MATLAB software solution to gather and process eye position data, present visual stimuli, interact with various devices, provide experimenter feedback and store data for offline analysis. Our software solution achieves excellent timing performance due to the use of data streaming, instead of the traditionally employed data storage mode for processing analog eye position data. We present behavioral data from two monkeys, demonstrating that adequate performance levels can be achieved on a simple fixation paradigm and show how performance depends on parameters such as fixation window size. Our findings suggest that non-rigid head restraint can be employed for behavioral training and testing on a variety of gaze-dependent visual paradigms, reducing the need for rigid head restraint systems for some applications. While developed for macaque monkey, our system of course can work equally well for applications in human eye tracking where head constraint is undesirable. Copyright © 2014. Published by Elsevier B.V.

Legislating child restraint usage -Its effect on self-reported child restraint use rates in a central city.

PubMed

Brixey, Suzanne; Ravindran, Karthik; Guse, Clare E

2010-02-01

To assess the effect of the newly enacted child passenger safety law, Wisconsin Act 106, on self-report of proper restraint usage of children in Milwaukee's central city population. A prospective, non-randomized study design was used. The settings used were (a) a pediatric urban health center, and (b) two Women, Infants and Children offices in Milwaukee, Wisconsin. Participants included 11,566 surveys collected over 18 months that spanned the pre-legislation and post-legislation time periods from February 2006 through August 2008. The study set out to assess appropriate child passenger restraint. The results showed that the changes in adjusted proper restraint usage rates for infants between the pre-law, grace period, and post-fine periods were 94%, 94%, and 94% respectively. For children 1-3years old, the adjusted proper usage rates were 65%, 63%, and 59%, respectively. And for children 4-7years old, the rates were 43%, 44% and 42%, respectively. There was a significant increase in premature booster seat use in children who should have been restrained in a rear- or forward-facing car seat (10% pre-law, 12% grace period, 20% post-fine; p<0.0005). There was no statistically significant change over time in unrestrained children (2.1%, 1.7%, 1.7%, p=0.7, respectively). The passage of a strengthened child passenger safety law with fines did not significantly improve appropriate restraint use for 0-7year olds, and appropriate use in 1-7year olds remained suboptimal with a majority of urban children inappropriately restrained. Although the number of unrestrained children decreased, we identified an unintended consequence of the legislation - a significant increase in the rate of premature belt-positioning booster seat use among poor, urban children. The design of child restraint systems maximizes protection of the child. Increasing reports of misuse is a call to those who manufacture these child passenger restraints to improve advertising and marketing to the correct age group, ease of installation, and mechanisms to prevent incorrect safety strap and harness placement. To ensure accurate and consistent use on every trip, car seat manufacturers must ensure that best practice recommendations for use as well as age, weight, and height be clearly specified on each child restraint. The authors support the United States Department of Transportation's new consumer program that will assist caregivers in identifying the child seat that will fit in their vehicle. In addition, due to the increase in premature graduation of children into belt-positioning booster seats noted as a result of legislation, promoting and marketing booster seat use for children less than 40 pounds should not be accepted. Child passenger safety technicians must continue to promote best practice recommendations for child passenger restraint use and encourage other community leaders to do the same. Copyright 2010 Elsevier Ltd. All rights reserved.

Automatic safety belt systems owner usage and attitudes in GM Chevettes and VW Rabbits

DOT National Transportation Integrated Search

1981-02-01

This study was designed to: (1) evaluate the effectiveness of automatic restraint systems in increasing belt usage, and (2) determine owner attitudes toward the systems. The information gathered from owners of vehicles with automatic systems will ass...

Challenges of developing an electro-optical system for measuring man's operational envelope

NASA Technical Reports Server (NTRS)

Woolford, B.

1985-01-01

In designing work stations and restraint systems, and in planning tasks to be performed in space, a knowledge of the capabilities of the operator is essential. Answers to such questions as whether a specific control or work surface can be reached from a given restraint and how much force can be applied are of particular interest. A computer-aided design system has been developed for designing and evaluating work stations, etc., and the Anthropometric Measurement Laboratory (AML) has been charged with obtaining the data to be used in design and modeling. Traditional methods of measuring reach and force are very labor intensive and require bulky equipment. The AML has developed a series of electro-optical devices for collecting reach data easily, in computer readable form, with portable systems. The systems developed, their use, and data collected with them are described.

Patient Litter System Response in a Full-Scale CH-46 Crash Test.

PubMed

Weisenbach, Charles A; Rooks, Tyler; Bowman, Troy; Fralish, Vince; McEntire, B Joseph

2017-03-01

U.S. Military aeromedical patient litter systems are currently required to meet minimal static strength performance requirements at the component level. Operationally, these components must function as a system and are subjected to the dynamics of turbulent flight and potentially crash events. The first of two full-scale CH-46 crash tests was conducted at NASA's Langley Research Center and included an experiment to assess patient and litter system response during a severe but survivable crash event. A three-tiered strap and pole litter system was mounted into the airframe and occupied by three anthropomorphic test devices (ATDs). During the crash event, the litter system failed to maintain structural integrity and collapsed. Component structural failures were recorded from the litter support system and the litters. The upper ATD was displaced laterally into the cabin, while the middle ATD was displaced longitudinally into the cabin. Acceleration, force, and bending moment data from the instrumented middle ATD were analyzed using available injury criteria. Results indicated that a patient might sustain a neck injury. The current test illustrates that a litter system, with components designed and tested to static requirements only, experiences multiple component structural failures during a dynamic crash event and does not maintain restraint control of its patients. It is unknown if a modern litter system, with components tested to the same static criteria, would perform differently. A systems level dynamic performance requirement needs to be developed so that patients can be provided with protection levels equivalent to that provided to seated aircraft occupants. Reprint & Copyright © 2017 Association of Military Surgeons of the U.S.

[Vision on and use of physical restraints and 'smart technology' in nursing homes in Flanders].

PubMed

Carlassara, V; Lampo, E; Degryse, B; Van Audenhove, C; Spruytte, N

2017-04-01

The STAFF-project investigates in what way 'smart technology' can offer an alternative for physical restraints in nursing homes. A survey is realized aimed at gaining more insight into the vision on and the use of physical restraints and 'smart technology'. Two partly overlapping structured questionnaires were developed and sent to nursing home staff in Flanders (Belgium). One hundred fifty six administrators (managers or assistant-managers) and 238 caregiving staff (nurses, nursing aids, paramedical staff and other) completed the online questionnaire. In general there is a low acceptability of physical restraint use, however, a more nuanced picture of acceptability is present depending on the specific motivation for using physical restraints and on the specific means of physical restraints. About half of the administrators say they use smart technology in the nursing home. The two main reasons for not applying (yet) smart technology are 'too high price for smart technology' and 'inadequate infrastructure of the nursing home'. All respondents underscore the importance of multiple strategies to diminish the use of physical restraints in nursing homes. Physical restraint use is a complex theme and needs a nuanced analysis and management. This study shows that there is still room for improvement in diminishing the use of physical restraints and that nursing homes in Flanders are open to use smart technology.

Physical and mechanical restraint in psychiatric units: Perceptions and experiences of nursing staff.

PubMed

Vedana, Kelly Graziani Giacchero; da Silva, Danielle Maria; Ventura, Carla Aparecida Arena; Giacon, Bianca Cristina Ciccone; Zanetti, Ana Carolina Guidorizzi; Miasso, Adriana Inocenti; Borges, Tatiana Longo

2018-06-01

Physical restraint in psychiatric units is a common practice but extremely controversial and poorly evaluated by methodologically appropriate investigations. The cultural issues and professionals' perceptions and attitudes are substantial contributors to the frequency of restraint that tend to be elevated. Aim In this qualitative study, we aimed to understand the experiences and perceptions of nursing staff regarding physical restraint in psychiatric units. Through theoretical sampling, 29 nurses from two Brazilian psychiatric units participated in the study. Data were collected from 2014 to 2016 from individual interviews and analyzed through thematic analysis, employing theoretical presuppositions of symbolic interactionism. Physical restraint was considered unpleasant, challenging, risky, and associated with dilemmas and conflicts. The nursing staff was often exposed to the risks and injuries related to restraint. Professionals sought strategies to reduce restraint-related damages, but still considered it necessary due to the lack of effective options to control aggressive behavior. This study provides additional perspectives about physical restraint and reveals the need for safer, humanized and appropriate methods for the care of aggressive patients that consider the real needs and rights of these patients. Copyright © 2017 Elsevier Inc. All rights reserved.

Low speed vehicle passenger ejection restraint effectiveness.

PubMed

Seluga, Kristopher J; Ojalvo, Irving U; Obert, Richard M

2005-07-01

Current golf carts and LSV's (Low Speed Vehicles) produce a significant number of passenger ejections during sharp turns. These LSV's do not typically possess seatbelts, but do provide outboard bench seat hip restraints that also serve as handholds. However, many current restraint designs appear incapable of preventing passenger ejections due to their low height and inefficient handhold position. Alternative handhold and hip restraint designs may improve passenger safety. Accordingly, this paper examines minimum size requirements for hip restraints to prevent passenger ejection during sharp turns and evaluates the effectiveness of a handhold mounted at the center of the bench seat. In this study, a simulation of a turning cart supplies the dynamic input to a biomechanical model of an adult male seated in a golf cart. Various restraint combinations are considered, both with and without the central handhold, to determine the likelihood of passenger ejection. It is shown that only the largest restraint geometries prevent passenger ejection. Adequate hip restraints should be much larger than current designs and a central handhold should be provided. In this way, golf cart and LSV manufacturers could reduce passenger ejections and improve fleet safety by incorporating recommendations provided herein.

Dietary restraint in college women: fear of an imperfect fat self is stronger than hope of a perfect thin self.

PubMed

Dalley, Simon E; Toffanin, Paolo; Pollet, Thomas V

2012-09-01

We predicted that the perceived likelihood of acquiring a hoped-for thin self would mediate perfectionistic strivings on dietary restraint, and that the perceived likelihood of acquiring a feared fat self would mediate perfectionistic concerns on dietary restraint. We also predicted that the mediation pathway from perfectionistic concerns to dietary restraint would have a greater impact than that from perfectionistic strivings. Participants were 222 female college students who reported their height and weight and completed measures of perfectionism, the likelihood of acquiring the feared fat and hoped-for thin selves, and dietary restraint. Statistical analyses revealed that the perceived likelihood of acquiring the feared fat self mediated both perfectionistic concerns and perfectionistic strivings on dietary restraint, and that the mediating pathway from perfectionistic concerns to dietary restraint was greater than that from perfectionistic strivings. Implications for future research and eating pathology interventions are discussed. Copyright © 2012 Elsevier Ltd. All rights reserved.

Movement Limitation and Immune Responses of Rhesus Monkeys

NASA Technical Reports Server (NTRS)

Sonnenfeld, Gerald; Morton, Darla S.; Swiggett, Jeanene P.; Hakenewerth, Anne M.; Fowler, Nina A.

1993-01-01

The effects of restraint on immunological parameters was determined in an 18 day ARRT (adult rhesus restraint test). The monkeys were restrained for 18 days in the experimental station for the orbiting primate (ESOP), the chair of choice for Space Shuttle experiments. Several immunological parameters were determined using peripheral blood, bone marrow, and lymph node specimens from the monkeys. The parameters included: response of bone marrow cells to GM-CSF (granulocyte-macrophage colony stimulating factor), leukocyte subset distribution, and production of IFN-alpha (interferon-alpha) and IFN-gamma (interferon-gamma). The only parameter changed after 18 days of restraint was the percentage of CDB+ T cells. No other immunological parameters showed changes due to restraint. Handling and changes in housing prior to the restraint period did apparently result in some restraint-independent immunological changes. Handling must be kept to a minimum and the animals allowed time to recover prior to flight. All experiments must be carefully controlled. Restraint does not appear to be a major issue regarding the effects of space flight on immune responses.

Spaceflight and immune responses of rhesus monkeys

NASA Technical Reports Server (NTRS)

Sonnenfeld, Gerald; Morton, Darla S.; Swiggett, Jeanene P.; Hakenewerth, Anne M.; Fowler, Nina A.

1995-01-01

The effects of restraint on immunological parameters was determined in an 18 day ARRT (adult rhesus restraint test). The monkeys were restrained for 18 days in the experimental station for the orbiting primate (ESOP), the chair of choice for Space Shuttle experiments. Several immunological parameters were determined using peripheral blood, bone marrow, and lymph node specimens from the monkeys. The parameters included: response of bone marrow cells to GM-CSF (granulocyte-macrophage colony stimulating factor), leukocyte subset distribution, and production of IFN-a (interferon-alpha) and IFN-gamma (interferon-gamma). The only parameter changed after 18 days of restraint was the percentage of CD8+ T cells. No other immunological parameters showed changes due to restraint. Handling and changes in housing prior to the restraint period did apparently result in some restraint-independent immunological changes. Handling must be kept to a minimum and the animals allowed time to recover prior to flight. All experiments must be carefully controlled. Restraint does not appear to be a major issue regarding the effects of space flight on immune responses.

Behavioral effects of acclimatization to restraint protocol used for awake animal imaging.

PubMed

Reed, Michael D; Pira, Ashley S; Febo, Marcelo

2013-07-15

Functional MRI in awake rats involves acclimatization to restraint to minimize motion. We designed a study to examine the effects of an acclimatization protocol (5 days of restraint, 60 min per day) on the emission of 22-kHz ultrasonic vocalizations and performance in a forced swim test (FST). Our results showed that USV calls are reduced significantly by days 3, 4 and 5 of acclimatization. Although the rats showed less climbing activity (and more immobility) in FST on day 5 compared to the 1st day of restraint acclimatization, the difference was not detected once the animals were given a 2-week hiatus. Overall, we showed that animals adapt to the restraint over a five-day period; however, restraint may introduce confounding behavioral outcomes that may hinder the interpretation of results derived from awake rat imaging. The present data warrants further testing of the effects of MRI restraint on behavior. Copyright © 2013 Elsevier B.V. All rights reserved.

Identification of vehicle components associated with severe thoracic injury in motor vehicle crashes: a CIREN and NASS analysis.

PubMed

Nirula, R; Pintar, F A

2008-01-01

Thoracic trauma secondary to motor vehicle crashes (MVC) continues to be a major cause of morbidity and mortality. Specific vehicle features may increase the risk of severe thoracic injury when striking the occupant. We sought to determine which vehicle contact points were associated with an increased risk of severe thoracic injury in MVC to focus subsequent design modifications necessary to reduce thoracic injury. The National Automotive Sampling System (NASS) databases from 1993 to 2001 and the Crash Injury Research and Engineering Network (CIREN) databases from 1996 to 2004 were analyzed separately using univariate and multivariate logistic regression stratified by restraint use and crash direction. The risk of driver thoracic injury, defined as an abbreviated injury scale (AIS) of score > or =3, was determined as it related to specific points of contact between the vehicle and the driver. The incidence of severe chest injury in NASS and CIREN were 5.5% and 33%, respectively. The steering wheel, door panel, armrest, and seat were identified as contact points associated with an increased risk of severe chest injury. The door panel and arm rest were consistently a frequent cause of severe injury in both the NASS and CIREN data. Several vehicle contact points, including the steering wheel, door panel, armrest and seat are associated with an increased risk of severe thoracic injury when striking the occupant. These elements need to be further investigated to determine which characteristics need to be manipulated in order to reduce thoracic trauma during a crash.

CETA truck and EVA restraint system

NASA Technical Reports Server (NTRS)

Beals, David C.; Merson, Wayne R.

1991-01-01

The Crew Equipment Translation Aid (CETA) experiment is an extravehicular activity (EVA) Space Transportation System (STS) based flight experiment which will explore various modes of transporting astronauts and light equipment for Space Station Freedom (SSF). The basic elements of CETA are: (1) two 25 foot long sections of monorail, which will be EVA assembled in the STS cargo bay to become a single 50 ft. rail called the track; (2) a wheeled baseplate called the truck which rolls along the track and can accept three cart concepts; and (3) the three carts which are designated manual, electric, and mechanical. The three carts serve as the astronaut restraint and locomotive interfaces with the track. The manual cart is powered by the astronaut grasping the track's handrail and pulling himself along. The electric cart is operated by an astronaut turning a generator which powers the electric motor and drives the cart. The mechanical cart is driven by a Bendix type transmission and is similar in concept to a man-propelled railroad cart. During launch and landing, the truck is attached to the deployable track by means of EVA removable restraint bolts and held in position by a system of retractable shims. These shims are positioned on the exterior of the rail for launch and landing and rotate out of the way for the duration of the experiment. The shims are held in position by strips of Velcro nap, which rub against the sides of the shim and exert a tailored force. The amount of force required to rotate the shims was a major EVA concern, along with operational repeatability and extreme temperature effects. The restraint system was tested in a thermal-vac and vibration environment and was shown to meet all of the initial design requirements. Using design inputs from the astronauts who will perform the EVA, CETA evolved through an iterative design process and represented a cooperative effort.

Characteristics of psychiatric hospitalizations with multiple mechanical restraint episodes versus hospitalization with a single mechanical restraint episode.

PubMed

Guzman-Parra, Jose; Guzik, Justyna; Garcia-Sanchez, Juan A; Pino-Benitez, Isabel; Aguilera-Serrano, Carlos; Mayoral-Cleries, Fermin

2016-10-30

We investigated the characteristics of multiple episodes of mechanical restraint versus a single episode in a psychiatric ward of a public general hospital. The following characteristics were associated with multiple restraints: young age, length of hospital stay, not being readmitted within 30 days from previous discharge, and admission in the previous year before the implementation of an intervention program to reduce mechanical restraint. The study suggests that both organizational factors and patients' disturbed behaviour are associated with the risk of being mechanically restrained several times. Copyright © 2016 Elsevier Ireland Ltd. All rights reserved.

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.

Designing and evaluating a persuasive child restraint television commercial.

PubMed

Lewis, Ioni; Ho, Bonnie; Lennon, Alexia

2016-01-01

Relatively high rates of child restraint inappropriate use and misuse and faults in the installation of restraints have suggested a crucial need for public education messages to raise parental awareness of the need to use restraints correctly. This project involved the devising and pilot testing of message concepts, filming of a television advertisement (the TVC), and the evaluation of the TVC. This article focuses specifically upon the evaluation of the TVC. The development and evaluation of the TVC were guided by an extended theory of planned behavior that included the standard constructs of attitudes, subjective norms, and perceived behavioral control as well as the additional constructs of group norms and descriptive norms. The study also explored the extent to which parents with low and high intentions to self-check restraints differed on salient beliefs regarding the behavior. An online survey of parents (N = 384) was conducted where parents were randomly assigned to either the intervention group (n = 161), and therefore viewed the advertisement within the survey, or the control group (n = 223), and therefore did not view the advertisement. Following a one-off exposure to the TVC, the results indicated that, although not a significant difference, parents in the intervention group reported stronger intentions (M = 4.43, SD = 0.74) to self-check restraints than parents in the control group (M = 4.18, SD = 0.86). In addition, parents in the intervention group (M = 4.59, SD = 0.47) reported significantly higher levels of perceived behavioral control than parents in the control group (M = 4.40, SD = 0.73). The regression results revealed that, for parents in the intervention group, attitudes and group norms were significant predictors of parental intentions to self-check their child restraint. Finally, the exploratory analyses of parental beliefs suggested that those parents with low intentions to self-check child restraints were significantly more likely than high intenders to agree that they did not have enough time to check restraints or that having a child in a restraint is more important than checking the installation of the restraint. Overall, the findings provide some support for the persuasiveness of the child restraint TVC and provide insight into the factors influencing reported parental intentions as well as salient beliefs underpinning self-checking of restraints. Interventions that attempt to increase parental perceptions of the importance of self-checking restraints regularly and brevity of the time involved in doing so may be effective.

Mental health inpatients' and staff members' suggestions for reducing physical restraint: A qualitative study.

PubMed

Wilson, C; Rouse, L; Rae, S; Kar Ray, M

2018-04-01

WHAT IS KNOWN ON THE SUBJECT?: Restraint has negative psychological, physical and relational consequences for mental health patients and staff. Restraint reduction interventions have been developed (e.g., "Safewards"). Limited qualitative research has explored suggestions on how to reduce physical restraint (and feasibility issues with implementing interventions) from those directly involved. WHAT DOES THIS PAPER ADD TO EXISTING KNOWLEDGE?: This paper explores mental health patients' and staff members' suggestions for reducing physical restraint, whilst addressing barriers to implementing these. Findings centred on four themes: improving communication and relationships; staffing factors; environment and space; and activities and distraction. Not all suggestions are addressed by currently available interventions. Barriers to implementation were identified, centring on a lack of time and/or resources; with the provision of more time for staff to spend with patients and implement interventions seen as essential to reducing physical restraint. WHAT ARE THE IMPLICATIONS FOR PRACTICE?: Improving communication and relationships between staff/patients, making staffing-related changes, improving ward environments and providing patient activities are central to restraint reduction in mental healthcare. Fundamental issues related to understaffing, high staff turnover, and lack of time and resources need addressing in order for suggestions to be successfully implemented. Introduction Physical restraint has negative consequences for all involved, and international calls for its reduction have emerged. Some restraint reduction interventions have been developed, but limited qualitative research explores suggestions on how to reduce physical restraint (and feasibility issues with implementation) from those directly involved. Aims To explore mental health patients' and staff members' suggestions for reducing physical restraint. Methods Interviews were conducted with 13 inpatients and 22 staff members with experience of restraint on adult mental health inpatient wards in one UK National Health Service Trust. Results Findings centred on four overarching themes: improving communication and relationships between staff/patients; making staff-related changes; improving ward environments/spaces; and having more activities. However, concerns were raised around practicalities/feasibility of their implementation. Discussion Continued research is needed into best ways to reduce physical restraint, with an emphasis on feasibility/practicality and how to make time in busy ward environments. Implications for Practice Improving communication and relationships between staff/patients, making staffing-related changes, improving ward environments and providing patient activities are central to restraint reduction in mental healthcare. However, fundamental issues related to understaffing, high staff turnover and lack of time/resources need addressing in order for these suggestions to be successfully implemented. © 2018 John Wiley & Sons Ltd.

Influence of standing or seated pelvis on dummy responses in rear impacts.

PubMed

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

2012-03-01

There is a question whether the standing or seated pelvis should be used in Hybrid III dummy evaluations of seats and belt restraint systems in severe rear impacts. This study compares the standing and seated Hybrid III pelvis in matched rear sled tests. Sixteen sled tests were found at 10, 16 and 24 km/h rear delta V in Ford's archives where matched tests were run with the standing and seated pelvis in a belted Hybrid III dummy. Two new tests were conducted at 40 km/h rear delta V to extend the severity range. The head, chest and pelvis were instrumented with triaxial accelerometers and the upper and lower neck, thoracic spine and lumbar spine had transducers measuring triaxial loads and moments. Belt Loads were measured. High-speed video recorded different views of the dummy motion. Dummy kinematics and biomechanical responses were compared for all of the data with the two different Hybrid III pelvic designs. In the 40 km/h sled tests, the dummy motion and excursion were essentially similar with the standing and seated pelvis. The similarities included the lap belt interaction with the pelvis and the leg movement upward flexing the hip joint. Overall, similar biomechanic and kinematic responses were found, including the pelvic acceleration, spinal forces and moments. For the lower speed tests at 10, 16 and 24 km/h, the motion sequence was also similar with the two different pelvises, including the upward movement of the legs as the seat was loaded and rebound kinematics. The biomechanical responses were similar. The seated pelvis involves only a small portion of the upper leg molded into the vinyl skin of the pelvis and does not limit leg rotation at the hip joint. Furthermore, lap belt loads were minimal during the rearward movement of the dummy. The matched testing showed no significant difference in occupant kinematics or biomechanical responses between the standing and seated pelvis in rear sled tests. The Hybrid III dummy with the seated pelvis is suitable for FMVSS 301 and other testing of seats and belt restraint systems in severe rear impacts. Copyright © 2011 Elsevier Ltd. All rights reserved.

[Physical and pharmacological restraints in geriatric and gerontology services and centers].

PubMed

Ramos Cordero, Primitivo; López Trigo, José Antonio; Maíllo Pedraz, Herminio; Paz Rubio, José María

2015-01-01

Physical and pharmacological restraints are a controversial issue in the context of geriatric care due to their moral, ethical, social and legal repercussions and, despite this fact, no specific legislation exists at a national level. The use of restraints is being questioned with growing frequency, as there are studies that demonstrate that restraints do not reduce the number of falls or their consequences, but rather can increase them, cause complications, injuries and potentially fatal accidents. Restraints are not always used rationally, despite compromising a fundamental human right, that is, freedom, protected in the Constitution, as well as values and principles, such as dignity and personal self-esteem. There are centers where restraints are applied to more than 50% of patients, and in some cases without the consent of their legal representatives. On some occasions, restraints are used for attaining organizational or environmental objectives, such as complying with tight schedules, and for reducing or avoiding the supervision of patients who walk erratically and, at times, are used indefinitely. Even greater confusion exists with respect to the emerging concept of chemical or pharmacological restraints, since no conceptual framework exists based on scientific evidence, and with sufficient consensus for guiding healthcare workers. In this context, the Sociedad Española de Geriatría y Gerontología (SEGG--Spanish Geriatrics and Gerontology Society), aware of the significance and transcendence of the issue, and in an attempt to preserve and guarantee maximum freedom, dignity and self-esteem, on the one hand, and to ensure the maximum integrity and legal certainty of the persons cared for in geriatric and gerontology services and centers, on the other, decided to create an "Interdisciplinary Committee on Restraints" made up by members from different disciplines and members of SEGG Working Groups or Committees, external health care workers, groups, organizations, and associations, who are experts in restraints, as well as the main "anti-restraint" movements. An outcome of this decision is the Consensus document on physical and pharmacological restraints, together with the Consensus on physical and pharmacological restraints, published by the SEGG, which should signify a qualitative leap forward in care for the elderly, and serving as a best practice guide for healthcare workers. Copyright © 2014 SEGG. Published by Elsevier Espana. All rights reserved.

Are automobile head restraints used effectively?

PubMed Central

Lubin, S.; Sehmer, J.

1993-01-01

Observation of 992 motor vehicles and their drivers revealed that most drivers do not have their head restraints effectively positioned. Improper positioning was more common with adjustable restraints, in commercial vehicles, and among male drivers. Some head restraints could not be adjusted properly. Improvements in headrest adjustment might help decrease morbidity in motor vehicle accidents. Images Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 PMID:8053992

Validity and measurement invariance of the Physical Restraint Use Questionnaire (PRUQ) in nursing staff.

PubMed

Penelo, Eva; Estévez-Guerra, Gabriel J; Fariña-López, Emilio

2018-03-01

To study the internal structure and measurement invariance of the Physical Restraint Use Questionnaire and to compare perceptions, experience and training, regarding use of physical restraint on the older people between nursing staff working in hospitals and nursing homes. Physical restraint of patients is still common in many countries, and thus, it is important to study the attitudes of nursing staff. One of the most common tools used to assess perceptions regarding its use is the Physical Restraint Use Questionnaire. However, gaps exist in its internal structure and measurement invariance across different groups of respondents. Cross-sectional multicentre survey. Data were collected from nurses working in eight Spanish hospitals and 19 nursing homes. All registered nurses and nurse assistants (N = 3,838) were contacted, of whom 1,635 agreed to participate. Confirmatory factor analysis was performed to determine internal structure and measurement invariance of Physical Restraint Use Questionnaire, after which scale scores and other measures of experience and training were compared between hospital-based (n = 855) and nursing homes-based (n = 780) nurses. The Physical Restraint Use Questionnaire showed three invariant factors across type of facility, and also professional category and sex. Nursing staff working in both types of facility scored similarly; prevention of therapy disruption and prevention of falls were rated more important. Nurses working in nursing homes reported using restraint "many times" more frequently (52.9% vs. 38.6%), less severe lack of training (18.2% vs. 58.7%) being perceived as more adequate (33.4% vs. 17.7%), than hospital-based nurses. These findings support Physical Restraint Use Questionnaire as a valid and reliable tool for assessing the importance given to the use of physical restraint in the older people by nursing professionals, regardless of the setting being studied. The information would help design more specifically the physical restraint training of nursing staff and to plan institutional interventions aimed at reducing its use. © 2018 John Wiley & Sons Ltd.

Distension-Induced Gastric Contraction is Attenuated in an Experimental Model of Gastric Restraint

PubMed Central

Lu, Xiao; Guo, Xiaomei; Mattar, Samer G.; Navia, Jose A.

2010-01-01

Background Gastric distension has important implications for motility and satiety. The hypothesis of this study was that distension affects the amplitude and duration of gastric contraction and that these parameters are largely mediated by efferent vagus stimulation. Methods A novel isovolumic myograph was introduced to test these hypotheses. The isovolumic myograph isolates the stomach and records the pressure generated by the gastric contraction under isovolumic conditions. Accordingly, the phasic changes of gastric contractility can be documented. A group of 12 rats were used under in vivo conditions and isolated ex vivo conditions and with two different gastric restraints (small and large) to determine the effect of degree of restraint. Results The comparison of the in vivo and ex vivo contractility provided information on the efferent vagus mediation of gastric contraction, i.e., the in vivo amplitude and duration reached maximum of 12.6 ± 2.7 mmHg and 19.8 ± 5.6 s in contrast to maximum of 5.7 ± 0.9 mmHg and 7.3 ± 1.3 s in ex vivo amplitude and duration, respectively. The comparison of gastric restraint and control groups highlights the role of distension on in vivo gastric contractility. The limitation of gastric distension by restraint drastically reduced the maximal amplitude to below 2.9 ± 0.2 mmHg. Conclusions The results show that distension-induced gastric contractility is regulated by both central nervous system and local mechanisms with the former being more substantial. Furthermore, the gastric restraint significantly attenuates gastric contractility (decreased amplitude and shortened duration of contraction) which is mediated by the efferent vagus activation. These findings have important implications for gastric motility and physiology and may improve our understanding of satiety. PMID:20706803

Intrinsic brain subsystem associated with dietary restraint, disinhibition and hunger: an fMRI study.

PubMed

Zhao, Jizheng; Li, Mintong; Zhang, Yi; Song, Huaibo; von Deneen, Karen M; Shi, Yinggang; Liu, Yijun; He, Dongjian

2017-02-01

Eating behaviors are closely related to body weight, and eating traits are depicted in three dimensions: dietary restraint, disinhibition, and hunger. The current study aims to explore whether these aspects of eating behaviors are related to intrinsic brain activation, and to further investigate the relationship between the brain activation relating to these eating traits and body weight, as well as the link between function connectivity (FC) of the correlative brain regions and body weight. Our results demonstrated positive associations between dietary restraint and baseline activation of the frontal and the temporal regions (i.e., food reward encoding) and the limbic regions (i.e., homeostatic control, including the hypothalamus). Disinhibition was positively associated with the activation of the frontal motivational system (i.e., OFC) and the premotor cortex. Hunger was positively related to extensive activations in the prefrontal, temporal, and limbic, as well as in the cerebellum. Within the brain regions relating to dietary restraint, weight status was negatively correlated with FC of the left middle temporal gyrus and left inferior temporal gyrus, and was positively associated with the FC of regions in the anterior temporal gyrus and fusiform visual cortex. Weight status was positively associated with the FC within regions in the prefrontal motor cortex and the right ACC serving inhibition, and was negatively related with the FC of regions in the frontal cortical-basal ganglia-thalamic circuits responding to hunger control. Our data depicted an association between intrinsic brain activation and dietary restraint, disinhibition, and hunger, and presented the links of their activations and FCs with weight status.

Role of TLR4 in the Modulation of Central Amygdala GABA Transmission by CRF Following Restraint Stress.

PubMed

Varodayan, F P; Khom, S; Patel, R R; Steinman, M Q; Hedges, D M; Oleata, C S; Homanics, G E; Roberto, M; Bajo, M

2018-01-04

Stress induces neuroimmune responses via Toll-like receptor 4 (TLR4) activation. Here, we investigated the role of TLR4 in the effects of the stress peptide corticotropin-releasing factor (CRF) on GABAergic transmission in the central nucleus of the amygdala (CeA) following restraint stress. Tlr4 knock out (KO) and wild-type rats were exposed to no stress (naïve), a single restraint stress (1 h) or repeated restraint stress (1 h per day for 3 consecutive days). After 1 h recovery from the final stress session, whole-cell patch-clamp electrophysiology was used to investigate the effects of CRF (200 nM) on CeA GABAA-mediated spontaneous inhibitory postsynaptic currents (sIPSCs). TLR4 does not regulate baseline GABAergic transmission in the CeA of naive and stress-treated animals. However, CRF significantly increased the mean sIPSC frequencies (indicating enhanced GABA release) across all genotypes and stress treatments, except for the Tlr4 KO rats that experienced repeated restraint stress. Overall, our results suggest a limited role for TLR4 in CRF's modulation of CeA GABAergic synapses in naïve and single stress rats, though TLR4-deficient rats that experienced repeated psychological stress exhibit a blunted CRF cellular response. TLR4 has a limited role in CRF's activation of the CeA under basal conditions, but interacts with the CRF system to regulate GABAergic synapse function in animals that experience repeated psychological stress. © The Author(s) 2018. Medical Council on Alcohol and Oxford University Press. All rights reserved.

PDBStat: a universal restraint converter and restraint analysis software package for protein NMR.

PubMed

Tejero, Roberto; Snyder, David; Mao, Binchen; Aramini, James M; Montelione, Gaetano T

2013-08-01

The heterogeneous array of software tools used in the process of protein NMR structure determination presents organizational challenges in the structure determination and validation processes, and creates a learning curve that limits the broader use of protein NMR in biology. These challenges, including accurate use of data in different data formats required by software carrying out similar tasks, continue to confound the efforts of novices and experts alike. These important issues need to be addressed robustly in order to standardize protein NMR structure determination and validation. PDBStat is a C/C++ computer program originally developed as a universal coordinate and protein NMR restraint converter. Its primary function is to provide a user-friendly tool for interconverting between protein coordinate and protein NMR restraint data formats. It also provides an integrated set of computational methods for protein NMR restraint analysis and structure quality assessment, relabeling of prochiral atoms with correct IUPAC names, as well as multiple methods for analysis of the consistency of atomic positions indicated by their convergence across a protein NMR ensemble. In this paper we provide a detailed description of the PDBStat software, and highlight some of its valuable computational capabilities. As an example, we demonstrate the use of the PDBStat restraint converter for restrained CS-Rosetta structure generation calculations, and compare the resulting protein NMR structure models with those generated from the same NMR restraint data using more traditional structure determination methods. These results demonstrate the value of a universal restraint converter in allowing the use of multiple structure generation methods with the same restraint data for consensus analysis of protein NMR structures and the underlying restraint data.

Activation of the HPA Axis and Depression of Feeding Behavior Induced by Restraint Stress Are Separately Regulated by PACAPergic Neurotransmission in the Mouse

PubMed Central

Jiang, Sunny Zhihong; Eiden, Lee E.

2016-01-01

We measured serum CORT elevation in wild-type and PACAP-deficient C57Bl/6N male mice after acute (1 hr) or prolonged (2–3 hr) daily restraint stress for seven days. The PACAP-dependence of CORT elevation was compared to that of stress-induced hypophagia. Daily restraint induced unhabituated peak CORT elevation, and hypophagia/weight loss, of similar magnitude for 1, 2 and 3 hr of daily restraint, in wild-type mice. Peak CORT elevation, and hypophagia, were both attenuated in PACAP-deficient mice for 2 and 3 hrs daily restraint. Hypophagia induced by 1-hr daily restraint was also greatly reduced in PACAP-deficient mice, however CORT elevation, both peak and during recovery from stress, was unaffected. Thus, hypothalamic PACAPergic neurotransmission appears to affect CRH gene transcription and peptide production, but not CRH release, in response to psychogenic stress. A single exposure to restraint sufficed to trigger hypophagia over the following 24 hours. PACAP deficiency attenuated HPA axis response (CORT elevation) to prolonged (3 hr) but not acute (1 hr) single-exposure restraint stress, while hypophagia induced by either a single 1 hr or a single 3 hr restraint were both abolished in PACAP-deficient mice. These results suggest that PACAP’s actions to promote suppression of food intake following an episode of psychogenic stress is unrelated to the release of CRH into the portal circulation to activate the pituitary-adrenal axis. Furthermore, demonstration of suppressed food intake after a single 1-hr restraint stress provides a convenient assay for investigating the location of the synapses and circuits mediating the effects of PACAP on the behavioral sequelae of psychogenic stress. PMID:27228140

Activation of the HPA axis and depression of feeding behavior induced by restraint stress are separately regulated by PACAPergic neurotransmission in the mouse.

PubMed

Jiang, Sunny Zhihong; Eiden, Lee E

2016-07-01

We measured serum CORT elevation in wild-type and PACAP-deficient C57BL/6N male mice after acute (1 h) or prolonged (2-3 h) daily restraint stress for 7 d. The PACAP dependence of CORT elevation was compared to that of stress-induced hypophagia. Daily restraint induced unhabituated peak CORT elevation, and hypophagia/weight loss, of similar magnitude for 1, 2, and 3 h of daily restraint, in wild-type mice. Peak CORT elevation, and hypophagia, were both attenuated in PACAP-deficient mice for 2 and 3 h daily restraint. Hypophagia induced by 1-h daily restraint was also greatly reduced in PACAP-deficient mice, however CORT elevation, both peak and during recovery from stress, was unaffected. Thus, hypothalamic PACAPergic neurotransmission appears to affect CRH gene transcription and peptide production, but not CRH release, in response to psychogenic stress. A single exposure to restraint sufficed to trigger hypophagia over the following 24 h. PACAP deficiency attenuated HPA axis response (CORT elevation) to prolonged (3 h) but not acute (1 h) single-exposure restraint stress, while hypophagia induced by either a single 1 h or a single 3 h restraint were both abolished in PACAP-deficient mice. These results suggest that PACAP's actions to promote suppression of food intake following an episode of psychogenic stress is unrelated to the release of CRH into the portal circulation to activate the pituitary-adrenal axis. Furthermore, demonstration of suppressed food intake after a single 1-h restraint stress provides a convenient assay for investigating the location of the synapses and circuits mediating the effects of PACAP on the behavioral sequelae of psychogenic stress.