30 CFR 57.14130 - Roll-over protective structures (ROPS) and seat belts for surface equipment.

Code of Federal Regulations, 2012 CFR

2012-07-01

... Protective Structures (ROPS) for Construction, Earthmoving, Forestry, and Mining Machines,”, 1986; or (2) SAE... operating graders from a standing position, the grader operator shall wear safety lines and a harness in... requirement of SAE J386, “Operator Restraint System for Off-Road Work Machines” (1985, 1993, or 1997), or SAE...

Thoracic injuries to contained and restrained occupants in single-vehicle pure rollover crashes.

PubMed

Bambach, M R; Grzebieta, R H; McIntosh, A S

2013-01-01

Around one in three contained and restrained seriously injured occupants in single-vehicle pure rollover crashes receive a serious injury to the thorax. With dynamic rollover test protocols currently under development, there is a need to understand the nature and cause of serious thoracic injuries incurred in rollover events. This will allow decisions to be made with regards to adoption of a suitable crash test dummy and appropriate thoracic injury criteria in such protocols. Valid rollover occupant protection test protocols will lead to vehicle improvements that will reduce the high trauma burden of vehicle rollover crashes. This paper presents an analysis of contained and restrained occupants involved in single-vehicle pure rollover crashes that occurred in the United States between 2000 and 2009 (inclusive). Serious thoracic injury typology and causality are determined. A logistic regression model is developed to determine associations between the incidence of serious thoracic injury and the human, vehicle and environmental characteristics of the crashes. Recommendations are made with regards to the appropriate assessment of potential thoracic injury in dynamic rollover occupant protection crash test protocols. Copyright © 2012 Elsevier Ltd. All rights reserved.

Action Learning: a new method to increase tractor rollover protective structure (ROPS) adoption.

PubMed

Biddle, Elyce Anne; Keane, Paul R

2012-01-01

Action Learning is a problem-solving process that is used in various industries to address difficult problems. This project applied Action Learning to a leading problem in agricultural safety. Tractor overturns are the leading cause of fatal injury to farmworkers. This cause of injury is preventable using rollover protective structures (ROPS), protective equipment that functions as a roll bar structure to protect the operator in the event of an overturn. For agricultural tractors manufactured after 1976 and employee operated, Occupational Safety and Health Administration (OSHA) regulation requires employers to equip them with ROPS and seat belts. By the mid-1980s, US tractor manufacturers began adding ROPS on all farm tractors over 20 horsepower sold in the United States (http://www.nasdonline.org/document/113/d001656/rollover-protection-for-farm-tractor-operators.html). However, many older tractors remain in use without ROPS, putting tractor operators at continued risk for traumatic injury and fatality. For many older tractor models ROPS are available for retrofit, but for a variety of reasons, tractor owners have not chosen to retrofit those ROPS. The National Institute for Occupational Safety and Health (NIOSH) attempted various means to ameliorate this occupational safety risk, including the manufacture of a low-cost ROPS for self-assembly. Other approaches address barriers to adoption. An Action Learning approach to increasing adoption of ROPS was followed in Virginia and New York, with mixed results. Virginia took action to increase the manufacturing and adoption of ROPS, but New York saw problems that would be insurmountable. Increased focus on team composition might be needed to establish effective Action Learning teams to address this problem.

Action Learning: A New Method to Increase Tractor Rollover Protective Structure (ROPS) Adoption

PubMed Central

Biddle, Elyce Anne; Keane, Paul R.

2016-01-01

Action Learning is a problem-solving process that is used in various industries to address difficult problems. This project applied Action Learning to a leading problem in agricultural safety. Tractor overturns are the leading cause of fatal injury to farmworkers. This cause of injury is preventable using rollover protective structures (ROPS), protective equipment that functions as a roll bar structure to protect the operator in the event of an overturn. For agricultural tractors manufactured after 1976 and employee operated, Occupational Safety and Health Administration (OSHA) regulation requires employers to equip them with ROPS and seat belts. By the mid-1980s, US tractor manufacturers began adding ROPS on all farm tractors over 20 horsepower sold in the United States (http://www.nasdonline.org/document/113/d001656/rollover-protection-for-farm-tractor-operators.html). However, many older tractors remain in use without ROPS, putting tractor operators at continued risk for traumatic injury and fatality. For many older tractor models ROPS are available for retrofit, but for a variety of reasons, tractor owners have not chosen to retrofit those ROPS. The National Institute for Occupational Safety and Health (NIOSH) attempted various means to ameliorate this occupational safety risk, including the manufacture of a low-cost ROPS for self-assembly. Other approaches address barriers to adoption. An Action Learning approach to increasing adoption of ROPS was followed in Virginia and New York, with mixed results. Virginia took action to increase the manufacturing and adoption of ROPS, but New York saw problems that would be insurmountable. Increased focus on team composition might be needed to establish effective Action Learning teams to address this problem. PMID:22994641

A numerical investigation of factors affecting cervical spine injuries during rollover crashes.

PubMed

Hu, Jingwen; Yang, King H; Chou, Clifford C; King, Albert I

2008-11-01

Factors affecting the risk of cervical spine injury in rollover crashes were investigated using a detailed finite element human head-neck model. Analyze systematically neck responses and associated injury predictors under complex loading conditions similar to real-world rollover scenarios and use the findings to identify potential design improvements. Although many previous experimental and numerical studies have focused on cervical spine injury mechanisms and tolerance, none of them have investigated the risk of cervical spine injuries under loading condition similar to that in rollovers. The effects of changing the coefficient of friction (COF), impact velocity, padding material thickness and stiffness, and muscle force on the risk of neck injuries were analyzed in 16 different impact orientations based on a Taguchi array of design of experiments. Impact velocity is the most important factor in determining the risk of cervical spine fracture (P = 0.000). Decreases in the COF between the head and impact surface can effectively reduce the risk of cervical spine fracture (P = 0.038). If the COF is not 0, an impact with lateral force component could sometimes increase the risk of cervical spine fracture; and the larger the oriented angle of the impact surface, the more important it becomes to reduce the COF to protect the neck. Soft (P = 0.033) and thick (P = 0.137) padding can actually decrease the neck fracture risk, which is in contrast to previous experimental data. A careful selection of proper padding stiffness and thickness, along with a minimized COF between the head and impact surface or between the padding and its supporting structure, may simultaneously decrease the risk of head and neck injuries during rollover crashes. A seatbelt design to effectively reduce/eliminate the head-to-roof impact velocity is also very crucial to enhance the neck protection in rollovers.

A stable dynamic cohort analysis of installing cost-effective rollover protective structures (CROPS).

PubMed

Owusu-Edusei, K; Biddle, E A

2007-04-01

Cost-effective rollover protective structures (CROPS) are less costly model-specific rollover protective structure (ROPS) retrofits that are being developed and evaluated with the hope of increasing adoption and eventually preventing or mitigating injuries due to tractor overturns. A dynamic cohort of the estimated retrofittable non-ROPS tractors (accounting for attrition due to aging) was tracked over a 20-year period to determine the expected costs, as well as the expected number of fatal and non-fatal injuries resulting from tractor overturns. Two alternatives were tracked: No-ROPS and Install-CROPS. For a starting cohort size of 1,065,164 (an estimate for the year 2004), the Install-CROPS option prevented an estimated total of 878 (192 fatal and 686 non-fatal) injuries over the 20-year period. Expected costs were $513 million (cost of installing CROPS on all the non-ROPS tractors plus cost of the associated injuries) and $284 million (cost of injuries resulting from the No-ROPS option) over the same time period. Thus, the net cost per injury prevented was $260,820. When the cost of intervention ($1000 for purchasing, shipping, and installation of existing ROPS retrofit) was used in the analysis, the cost-effectiveness ratio was $927,000 per injury prevented over the 20-year period. Thus, installing CROPS instead of existing ROPS retrofits improved the cost-effectiveness ratio substantially, with a 72% reduction in the net cost per injury prevented.

Evaluation of engineering plastic for rollover protective structure (ROPS) mounting.

PubMed

Comer, R S; Ayers, P D; Liu, J

2007-04-01

Agriculture has one of the highest fatality rates of any industry in America. Tractor rollovers are a significant contributor to the high death rate. Rollover protective structures (ROPS) have helped lower these high fatality rates on full-size tractors. However, a large number of older tractors still do not use ROPS due to the difficulty of designing and creating a mounting structure. To help reduce this difficulty, engineering plastics were evaluated for use in a ROPS mounting structure on older tractors. The use of engineering plastics around axle housings could provide a uniform mounting configuration as well as lower costs for aftermarket ROPS. Various plastics were examined through shear testing, scale model testing, and compressive strength testing. Once a material was chosen based upon strength and cost, full-scale testing of the plastic's strength on axle housings was conducted. Finally, a mounting structure was tested in static ROPS tests, and field upset tests were performed in accordance with SAE Standard J2194. Initial tests revealed that the ROPS mounting structure and axle housing combination had higher torsional strength with less twisting than the axle housing alone. An engineering plastic ROPS mounting structure was easily successful in withstanding the forces applied during the static longitudinal and lateral ROPS tests. Field upset testing revealed that the mounting structure could withstand the impact loads seen during actual upsets without a failure. During both static testing and field upset testing, no permanent twisting of the mounting structure was found. Engineering plastic could therefore be a viable option for a universal ROPS mounting structure for older tractors.

29 CFR 1926.1001 - Minimum performance criteria for rollover protective structures for designated scrapers, loaders...

Code of Federal Regulations, 2013 CFR

2013-07-01

... of Steel Products (available at each Regional Office of the Occupational Safety and Health... Society of Automotive Engineers Recommended Practices: SAE J320a, Minimum Performance Criteria for Roll...

29 CFR 1926.1001 - Minimum performance criteria for rollover protective structures for designated scrapers, loaders...

Code of Federal Regulations, 2014 CFR

2014-07-01

... of Steel Products (available at each Regional Office of the Occupational Safety and Health... Society of Automotive Engineers Recommended Practices: SAE J320a, Minimum Performance Criteria for Roll...

29 CFR 1926.1001 - Minimum performance criteria for rollover protective structures for designated scrapers, loaders...

Code of Federal Regulations, 2010 CFR

2010-07-01

... of Steel Products (available at each Regional Office of the Occupational Safety and Health... Society of Automotive Engineers Recommended Practices: SAE J320a, Minimum Performance Criteria for Roll...

29 CFR 1926.1001 - Minimum performance criteria for rollover protective structures for designated scrapers, loaders...

Code of Federal Regulations, 2011 CFR

2011-07-01

... of Steel Products (available at each Regional Office of the Occupational Safety and Health... Society of Automotive Engineers Recommended Practices: SAE J320a, Minimum Performance Criteria for Roll...

29 CFR 1926.1001 - Minimum performance criteria for rollover protective structures for designated scrapers, loaders...

Code of Federal Regulations, 2012 CFR

2012-07-01

... of Steel Products (available at each Regional Office of the Occupational Safety and Health... Society of Automotive Engineers Recommended Practices: SAE J320a, Minimum Performance Criteria for Roll...

The NIOSH CROPS Demonstration Project: A Study in New York and Virginia with an Emphasis on Youth

PubMed Central

Hard, David L.; McKenzie, Eugene A.; Cantis, Douglas; May, John; Sorensen, Julie; Bayes, Barbara; Madden, Erin; Stone, Bruce; Maass, Jimmy

2016-01-01

The agriculture, forestry, and fishing (AgFF) industry sector has had the highest rate of work-related deaths over the past several years. Tractors are the single largest source of occupational fatalities in this industry sector, and tractor rollovers are the largest category of tractor fatalities. The risk of death due to tractor rollovers has been found to be reduced considerably when rollover protective structures (ROPS) are used in conjunction with seatbelts. Increasing the number of tractors with ROPS and seatbelts is one way in which tractor rollover fatalities can be mitigated. The NIOSH cost-effective rollover protective structure (CROPS) project was designed as a demonstration project to determine if CROPS, a type of ROPS, could be retrofitted in the field and were acceptable to farmers. To this end, the CROPS project was successful, with 50 tractors being retrofitted with CROPS in the field. All study participants were asked to complete a pretest, test, and posttest regarding the CROPS retrofit demonstration and their knowledge and attitudes toward ROPS. CROPS demonstrators were the participants who retrofitted their tractors with CROPS. Demonstrators were asked to recruit three to five other participants, known as observers, to watch the demonstration. The rationale was to generate interest in ROPS/CROPS among other farmers and community leaders. Overall, 16% of the participants had youth operating tractors on their farms. Participants reported that 44 youth operated tractors on their farms, more than 25% of these young tractor operators were 4 to 10 years old, and half of the youth operating tractors on participant farms were 13 years old or younger. Only one participant group (demonstrators) included individuals who had all of their tractors protected with ROPS/CROPS for young tractor operators (28%), but they accounted for only one farm each among the New York and Virginia demonstrators. The survey question on ROPS importance did not show an overall increase after respondents participated in the CROPS demonstration project. However, one Virginia observer asked to become a Virginia demonstrator and installed a CROPS on his tractor. Additionally, the questions on attitude toward ROPS showed a general increase in mean scores, with the some of the lowest response categories on the follow-up survey not being selected by respondents, indicating a potentially positive impact on participants' safety attitudes toward ROPS. For the safety attitude questions, the majority remained the same. This study indicates there is still much work to be done to reduce the number of deaths in production agriculture due to tractor rollovers. CROPS could be a valuable addition to the efforts of retrofitting ROPS on tractors in order to reduce the number of deaths due to tractor rollovers. PMID:27857511

The NIOSH CROPS Demonstration Project: A Study in New York and Virginia with an Emphasis on Youth.

PubMed

Hard, David L; McKenzie, Eugene A; Cantis, Douglas; May, John; Sorensen, Julie; Bayes, Barbara; Madden, Erin; Stone, Bruce; Maass, Jimmy

2016-01-01

The agriculture, forestry, and fishing (AgFF) industry sector has had the highest rate of work-related deaths over the past several years. Tractors are the single largest source of occupational fatalities in this industry sector, and tractor rollovers are the largest category of tractor fatalities. The risk of death due to tractor rollovers has been found to be reduced considerably when rollover protective structures (ROPS) are used in conjunction with seatbelts. Increasing the number of tractors with ROPS and seatbelts is one way in which tractor rollover fatalities can be mitigated. The NIOSH cost-effective rollover protective structure (CROPS) project was designed as a demonstration project to determine if CROPS, a type of ROPS, could be retrofitted in the field and were acceptable to farmers. To this end, the CROPS project was successful, with 50 tractors being retrofitted with CROPS in the field. All study participants were asked to complete a pretest, test, and posttest regarding the CROPS retrofit demonstration and their knowledge and attitudes toward ROPS. CROPS demonstrators were the participants who retrofitted their tractors with CROPS. Demonstrators were asked to recruit three to five other participants, known as observers, to watch the demonstration. The rationale was to generate interest in ROPS/CROPS among other farmers and community leaders. Overall, 16% of the participants had youth operating tractors on their farms. Participants reported that 44 youth operated tractors on their farms, more than 25% of these young tractor operators were 4 to 10 years old, and half of the youth operating tractors on participant farms were 13 years old or younger. Only one participant group (demonstrators) included individuals who had all of their tractors protected with ROPS/CROPS for young tractor operators (28%), but they accounted for only one farm each among the New York and Virginia demonstrators. The survey question on ROPS importance did not show an overall increase after respondents participated in the CROPS demonstration project. However, one Virginia observer asked to become a Virginia demonstrator and installed a CROPS on his tractor. Additionally, the questions on attitude toward ROPS showed a general increase in mean scores, with the some of the lowest response categories on the follow-up survey not being selected by respondents, indicating a potentially positive impact on participants' safety attitudes toward ROPS. For the safety attitude questions, the majority remained the same. This study indicates there is still much work to be done to reduce the number of deaths in production agriculture due to tractor rollovers. CROPS could be a valuable addition to the efforts of retrofitting ROPS on tractors in order to reduce the number of deaths due to tractor rollovers.

The effect of roof strength on reducing occupant injury in rollovers.

PubMed

Herbst, Brian; Forrest, Steve; Orton, Tia; Meyer, Steven E; Sances, Anthony; Kumaresan, Srirangam

2005-01-01

Roof crush occurs and potentially contributes to serious or fatal occupant injury in 26% of rollovers. It is likely that glazing retention is related to the degree of roof crush experienced in rollover accidents. Occupant ejection (including partial ejection) is the leading cause of death and injury in rollover accidents. In fatal passenger car accidents involving ejection, 34% were ejected through the side windows. Side window glass retention during a rollover is likely to significantly reduce occupant ejections. The inverted drop test methodology is a test procedure to evaluate the structural integrity of roofs under loadings similar to those seen in real world rollovers. Recent testing on many different vehicle types indicates that damage consistent with field rollover accidents can be achieved through inverted drop testing at very small drop heights. Drop test comparisons were performed on 16 pairs of vehicles representing a large spectrum of vehicle types. Each vehicle pair includes a production vehicle and a vehicle with a reinforced roof structure dropped under the same test conditions. This paper offers several examples of post-production reinforcements to roof structures that significantly increase the crush resistance of the roof as measured by inverted drop tests. These modifications were implemented with minimal impact on vehicle styling, interior space and visual clearances. The results of these modifications indicate that roof crush can be mitigated by nearly an order of magnitude, as roof crush was reduced by 44-91% with only a 1-2.3% increase in vehicle weight. Additionally, this paper analyzes the glazing breakage patterns in the moveable tempered side windows on the side adjacent to the vehicle impact point in the inverted drop tests. A comparison is made between the production vehicles and the reinforced vehicles in order to determine if the amount roof crush is related to glazing integrity in the side windows. Lastly, two drop test pairs, performed with Hybrid III test dummies, indicates that the reduction of roof crush resulted in a direct reduction in neck loading and therefore an increase in occupant protection.

Encouraging farmers to retrofit tractors: a qualitative analysis of risk perceptions among a group of high-risk farmers in New York.

PubMed

Sorensen, J A; May, J J; Paap, K; Purschwitz, M A; Emmelin, M

2008-01-01

Tractor rollovers continue to be one of the most frequent causes of agricultural fatalities. Despite knowledge of rollovers and the efficacy of rollover protective structures (ROPS), few New York farmers have considered installing ROPS on their unprotected tractors. Qualitative interviews conducted with an "at-risk" segment of the New York farming community indicate that there are a number of barriers to safety in general and to retrofitting, in particular. The following themes and categories emerged in relation to safety and risk taking: constant exposures to risk with positive outcomes normalizes risk; the modeling of risk by significant others positions risk as part of a farming identity; and the pressure to reduce costs, save time, and accept risk frames risk-taking as the cost-effective option (especially in regard to retrofitting, which farmers believe is both expensive and time-consuming). Recommendations for researchers planning retrofitting interventions would be to focus safety messages on the risk to significant others or on the financial impact of rollovers, and to provide financial incentives and assistance to farmers considering retrofitting.

30 CFR 77.403-1 - Mobile equipment; rollover protective structures (ROPS).

Code of Federal Regulations, 2013 CFR

2013-07-01

... professional engineer that: (1) The ROPS complies with the Society of Automotive Engineers (SAE) Standard J 397.... Steel used in the ROPS must have capability to perform at 0 °F., or exhibit Charpy V-notch impact...

30 CFR 77.403-1 - Mobile equipment; rollover protective structures (ROPS).

Code of Federal Regulations, 2014 CFR

2014-07-01

... professional engineer that: (1) The ROPS complies with the Society of Automotive Engineers (SAE) Standard J 397.... Steel used in the ROPS must have capability to perform at 0 °F., or exhibit Charpy V-notch impact...

30 CFR 77.403-1 - Mobile equipment; rollover protective structures (ROPS).

Code of Federal Regulations, 2012 CFR

2012-07-01

... professional engineer that: (1) The ROPS complies with the Society of Automotive Engineers (SAE) Standard J 397.... Steel used in the ROPS must have capability to perform at 0 °F., or exhibit Charpy V-notch impact...

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

29 CFR 1926.1000 - Rollover protective structures (ROPS) for material handling equipment.

Code of Federal Regulations, 2013 CFR

2013-07-01

... two times the weight of the prime mover applied at the point of impact. (i) The design objective shall..., if any; (3) Machine make, model, or series number that the structure is designed to fit. (f) Machines... performance criteria detailed in §§ 1926.1001 and 1926.1002, as applicable or shall be designed, fabricated...

29 CFR 1926.1000 - Rollover protective structures (ROPS) for material handling equipment.

Code of Federal Regulations, 2010 CFR

2010-07-01

... two times the weight of the prime mover applied at the point of impact. (i) The design objective shall..., if any; (3) Machine make, model, or series number that the structure is designed to fit. (f) Machines... performance criteria detailed in §§ 1926.1001 and 1926.1002, as applicable or shall be designed, fabricated...

29 CFR 1926.1000 - Rollover protective structures (ROPS) for material handling equipment.

Code of Federal Regulations, 2014 CFR

2014-07-01

... two times the weight of the prime mover applied at the point of impact. (i) The design objective shall..., if any; (3) Machine make, model, or series number that the structure is designed to fit. (f) Machines... performance criteria detailed in §§ 1926.1001 and 1926.1002, as applicable or shall be designed, fabricated...

29 CFR 1926.1000 - Rollover protective structures (ROPS) for material handling equipment.

Code of Federal Regulations, 2011 CFR

2011-07-01

... two times the weight of the prime mover applied at the point of impact. (i) The design objective shall..., if any; (3) Machine make, model, or series number that the structure is designed to fit. (f) Machines... performance criteria detailed in §§ 1926.1001 and 1926.1002, as applicable or shall be designed, fabricated...

29 CFR 1926.1000 - Rollover protective structures (ROPS) for material handling equipment.

Code of Federal Regulations, 2012 CFR

2012-07-01

... two times the weight of the prime mover applied at the point of impact. (i) The design objective shall..., if any; (3) Machine make, model, or series number that the structure is designed to fit. (f) Machines... performance criteria detailed in §§ 1926.1001 and 1926.1002, as applicable or shall be designed, fabricated...

Finite element modeling of ROPS in static testing and rear overturns.

PubMed

Harris, J R; Mucino, V H; Etherton, J R; Snyder, K A; Means, K H

2000-08-01

Even with the technological advances of the last several decades, agricultural production remains one of the most hazardous occupations in the United States. Death due to tractor rollover is a prime contributor to this hazard. Standards for rollover protective structures (ROPS) performance and certification have been developed by groups such as the Society of Automotive Engineers (SAE) and the American Society of Agricultural Engineers (ASAE) to combat these problems. The current ROPS certification standard, SAE J2194, requires either a dynamic or static testing sequence or both. Although some ROPS manufacturers perform both the dynamic and static phases of SAE J2194 testing, it is possible for a ROPS to be certified for field operation using static testing alone. This research compared ROPS deformation response from a simulated SAE J2194 static loading sequence to ROPS deformation response as a result of a simulated rearward tractor rollover. Finite element analysis techniques for plastic deformation were used to simulate both the static and dynamic rear rollover scenarios. Stress results from the rear rollover model were compared to results from simulated static testing per SAE J2194. Maximum stress values from simulated rear rollovers exceeded maximum stress values recorded during simulated static testing for half of the elements comprising the uprights. In the worst case, the static model underpredicts dynamic model results by approximately 7%. In the best case, the static model overpredicts dynamic model results by approximately 32%. These results suggest the need for additional experimental work to characterize ROPS stress levels during staged overturns and during testing according to the SAE standard.

29 CFR 1926.1002 - Protective frames (roll-over protective structures, known as ROPS) for wheel-type agricultural...

Code of Federal Regulations, 2012 CFR

2012-07-01

... produced by using a 4,410-lb (2,000-kg) weight acting as a pendulum. The impact face of the weight shall be... the center of gravity of the pendulum will swing, or more than one restraining cable shall give a... to the side on the same frame. The pendulum dropped from the height (see the definition of “H” in...

29 CFR 1926.1002 - Protective frames (roll-over protective structures, known as ROPS) for wheel-type agricultural...

Code of Federal Regulations, 2011 CFR

2011-07-01

... produced by using a 4,410-lb (2,000-kg) weight acting as a pendulum. The impact face of the weight shall be... the center of gravity of the pendulum will swing, or more than one restraining cable shall give a... to the side on the same frame. The pendulum dropped from the height (see the definition of “H” in...

29 CFR 1926.1002 - Protective frames (roll-over protective structures, known as ROPS) for wheel-type agricultural...

Code of Federal Regulations, 2010 CFR

2010-07-01

... produced by using a 4,410-lb (2,000-kg) weight acting as a pendulum. The impact face of the weight shall be... the center of gravity of the pendulum will swing, or more than one restraining cable shall give a... to the side on the same frame. The pendulum dropped from the height (see the definition of “H” in...

29 CFR 1926.1002 - Protective frames (roll-over protective structures, known as ROPS) for wheel-type agricultural...

Code of Federal Regulations, 2013 CFR

2013-07-01

... produced by using a 4,410-lb (2,000-kg) weight acting as a pendulum. The impact face of the weight shall be... the center of gravity of the pendulum will swing, or more than one restraining cable shall give a... to the side on the same frame. The pendulum dropped from the height (see the definition of “H” in...

29 CFR 1926.1002 - Protective frames (roll-over protective structures, known as ROPS) for wheel-type agricultural...

Code of Federal Regulations, 2014 CFR

2014-07-01

... produced by using a 4,410-lb (2,000-kg) weight acting as a pendulum. The impact face of the weight shall be... the center of gravity of the pendulum will swing, or more than one restraining cable shall give a... to the side on the same frame. The pendulum dropped from the height (see the definition of “H” in...

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.

29 CFR 1928.51 - Roll-over protective structures (ROPS) for tractors used in agricultural operations.

Code of Federal Regulations, 2011 CFR

2011-07-01

..., designed to furnish the power to pull, carry, propel, or drive implements that are designed for agriculture... point of the hood does not exceed 60 inches, and (4) The tractor is designed so that the operator.... The seat mounting shall be capable of withstanding this load plus a load equal to four times the...

29 CFR 1928.51 - Roll-over protective structures (ROPS) for tractors used in agricultural operations.

Code of Federal Regulations, 2012 CFR

2012-07-01

..., designed to furnish the power to pull, carry, propel, or drive implements that are designed for agriculture... point of the hood does not exceed 60 inches, and (4) The tractor is designed so that the operator.... The seat mounting shall be capable of withstanding this load plus a load equal to four times the...

29 CFR 1928.51 - Roll-over protective structures (ROPS) for tractors used in agricultural operations.

Code of Federal Regulations, 2010 CFR

2010-07-01

..., designed to furnish the power to pull, carry, propel, or drive implements that are designed for agriculture... point of the hood does not exceed 60 inches, and (4) The tractor is designed so that the operator.... The seat mounting shall be capable of withstanding this load plus a load equal to four times the...

29 CFR 1928.51 - Roll-over protective structures (ROPS) for tractors used in agricultural operations.

Code of Federal Regulations, 2013 CFR

2013-07-01

..., designed to furnish the power to pull, carry, propel, or drive implements that are designed for agriculture... point of the hood does not exceed 60 inches, and (4) The tractor is designed so that the operator.... The seat mounting shall be capable of withstanding this load plus a load equal to four times the...

A Demonstration Project in New York and Virginia: Retrofitting Cost-Effective Roll-over Protective Structures (CROPS) on Tractors.

PubMed

Hard, D L; McKenzie, E A; Cantis, D; May, J; Sorensen, J; Bayes, B; Madden, E; Wyckoff, S; Stone, B; Maass, J

2015-07-01

The NIOSH cost-effective roll-over protective structure (CROPS) demonstration project sought to determine whether three prototype roll-over protective structures (ROPS) designed to be retrofitted on Ford 8N, Ford 3000, Ford 4000, and Massey Ferguson 135 tractors could be installed in the field and whether they would be acceptable by the intended end users (farmers). There were a total of 50 CROPS. demonstrators (25 in New York and 25 in Virginia), with 45 observers attending the New York CROPS demonstrations and 36 observers attending the Virginia CROPS demonstrations, for a total of 70 participants in New York and 61 in Virginia. The oldest retrofitted tractors were 77 to 62 years old, while the newest retrofitted tractors were 40 to 37 years old. The most frequently retrofitted tractor in the CROPS demonstration project was a Ford 3000 series tractor (n = 19; 38%), followed by Ford 4000 (n = 11; 22%), Massey Ferguson 135 (n = 11; 22%), and Ford 8N (n = 9; 18%). A major issue of CROPS retrofitting was the rear wheel fenders. The effort involved in disassembling the fenders (removing the old bolts was often faster by cutting them with a torch), modifying the fender mounting brackets, and then reinstalling the fenders with the CROPS generally required the most time. In addition, various other semi-permanent equipment attachments, such as front-end loaders, required additional time and effort to fit with the CROPS. Demonstrators were asked to rank the reasons why they had not retrofitted their tractors with ROPS until they had enrolled in the CROPS demonstration program. ROPS "cost too much" was ranked as the primary reason for participants in both states (80% for New York and 88% for Virginia). The second highest ranked reasons were "ROPS wasn't available" for Virginia (80%) and "hassle to find ROPS" for New York (69%). The third highest ranked reasons were "not enough time to find ROPS" for New York (67%) and "hassle to find ROPS" for Virginia (79%). All demonstrators and observers indicated that they were glad to have participated in the CROPS project.

Cost effectiveness of a dealer's intervention in retrofitting rollover protective structures

PubMed Central

Myers, M; Cole, H; Westneat, S

2005-01-01

Objective: To evaluate the cost effectiveness of a 4.5 year education campaign that promoted farmers' adoption of rollover protective structures (ROPS) to prevent tractor overturn injuries. Design: Randomized controlled trial, decision analysis, and cost effectiveness analysis. Setting: One treatment county and one control county in the State of Kentucky. Intervention: A campaign by a local tractor and equipment dealership to encourage farmers to purchase and install ROPS and seatbelt retrofit kits for older tractors. Main outcome measures: Number of injuries averted and cost per injury averted. Results: The dealership's 4.5 year intervention was shown to potentially reduce both fatal (0.26) and non-fatal (1.50) injuries by 2.6% in its county over the intervention period using a 20 year analytic horizon. When extrapolated statewide, 6.7 lives would be saved and 39 non-fatal injuries would be averted over the combined 24.5 year combined intervention period and analytic horizon. The intervention for this period was cost effective with a "savings" of $35 713 per injury (fatal plus non-fatal) averted at a 4% discount rate. Conclusions: Tractor manufacturer promotions can influence their dealerships to promote ROPS retrofits by their customers. A manufacturer backed dealer ROPS retrofit campaign was cost effective in reducing overturn related injuries. PMID:15933410

Continuous overturn control of compactors/rollers by rollover protective structures

PubMed Central

Myers, Melvin L.

2009-01-01

The objective of this article is to report on the effectiveness of Rollover Protective Structures (ROPS) in preventing continuous overturns of compactors/rollers. This study is a case-based analysis of government investigation reports of injury-related overturns of compactors/rollers. The overturns were predominately on construction sites including road and embankment construction in the USA. Other sites included driveway and roadway maintenance or repair and transporting of compactors/rollers either by driving or when loading on or unloading from trailers. The principle intervention observed in controlling a continuous overturn (a roll beyond 90° relative to the impact surface) was the presence of a ROPS on a compactor/roller that serves as an anti-roll bar. The main outcome measures are cases of compactor/roller overturns that are restricted to a 90° roll or are continuous (exceed a 90° roll.) All cases of an overturn in which a ROPS was present resulted in no continuous overturn, and the cases involved with no ROPS averaged an overturn of 301°, showing a propensity for a continuous overturn. This case-based analysis identified a ROPS on compactors/rollers as an effective control for reducing the risk of an overturn to 90° relative to the impact plane. PMID:21765649

Integration of vehicle yaw stabilisation and rollover prevention through nonlinear hierarchical control allocation

NASA Astrophysics Data System (ADS)

Alberding, Matthäus B.; Tjønnås, Johannes; Johansen, Tor A.

2014-12-01

This work presents an approach to rollover prevention that takes advantage of the modular structure and optimisation properties of the control allocation paradigm. It eliminates the need for a stabilising roll controller by introducing rollover prevention as a constraint on the control allocation problem. The major advantage of this approach is the control authority margin that remains with a high-level controller even during interventions for rollover prevention. In this work, the high-level control is assigned to a yaw stabilising controller. It could be replaced by any other controller. The constraint for rollover prevention could be replaced by or extended to different control objectives. This work uses differential braking for actuation. The use of additional or different actuators is possible. The developed control algorithm is computationally efficient and suitable for low-cost automotive electronic control units. The predictive design of the rollover prevention constraint does not require any sensor equipment in addition to the yaw controller. The method is validated using an industrial multi-body vehicle simulation environment.

Research and simulation on the rollover system of corn harvester

NASA Astrophysics Data System (ADS)

Li, Shizhuang; Cao, Shukun

2017-01-01

The structural characteristics of our country's corn harvester are narrow-track, high centroid and existence of eccentric distance, so rollover accident is easily to occur when driving in mountainous and hilly regions. In order to improve the design quality of corn harvester and enhance the security of operation, it is of great significance to research the rollover prevention system of the corn harvester. Hydro-pneumatic suspension has powerful function of adjusting the balance of automobile body and good shock absorption function. In this paper, hydro-pneumatic suspension is applied to the rollover prevention system of the corn harvester to improve the ability of anti-rollover. At last using ADAMS simulation technology to simulate the roll stability of traditional corn harvester and the corn harvester with hydro pneumatic suspension, then calculating the heeling angle in both cases.

Encouraging the installation of rollover protective structures in New York State: the design of a social marketing intervention.

PubMed

Sorensen, Julie A; May, John; Ostby-Malling, Ronne; Lehmen, Tom; Strand, John; Stenlund, Hans; Weinehall, Lars; Einehall, Lars W; Emmelin, Maria

2008-11-01

Increasing the percentage of rollover protective structure (ROPS) equipped tractors has been the focus of many agricultural safety campaigns. Traditionally efforts have attempted to persuade farmers through education or community awareness interventions. These efforts have lead to marginal change. In response, a social marketing approach was tested as a means for increasing interest in ROPS retrofitting in New York. An initial phone survey was conducted with a random sample of New York farmers to identify a potential target population. Following target selection, in-depth interviews were conducted to isolate barriers and motivators to retrofitting. This information was used to develop message prototypes which were tested in small focus group discussions. Selected and revised messages, as well as various other incentives developed in response to feedback from interviews, were then tested in a prospective, quasi-randomized controlled trial. Small crop and livestock farms were selected as the intervention target since they represent 86% of New York farms with none or only one ROPS protected tractor. Barriers to retrofitting which were identified in interviews were: 1) constant exposures normalize risk, 2) risk is modeled by significant others and 3) safety in general and retrofitting in particular requires too much time and money. The piloting of ROPS incentives led to a marked increase in ROPS sales in New York. Social Marketing provides a promising framework for the design of agricultural injury prevention programs. The potential implications for other health initiatives seeking to promote behaviour change are also discussed.

Re-examination of the role of the human acoustic stapedius reflex

NASA Astrophysics Data System (ADS)

Phillips, Dennis P.; Stuart, Andrew; Carpenter, Michael

2002-05-01

The ``rollover'' seen in the word recognition performance scores of patients with Bell's palsy (facial nerve paralysis) has historically been taken as an indicator of the role of the stapedius reflex in the protection from upward spread of masking. Bell's palsy, however, may be a polyneuropathy, so it is not clear that the poor word recognition performance at high levels is necessarily attributable specifically to impaired facial nerve function. The present article reports two new experiments that probe whether an isolated impairment of the stapedius reflex can produce rollover in word recognition performance-intensity functions. In experiment 1, performance-intensity functions for monosyllabic speech materials were obtained from ten normal listeners under two listening conditions: normal and low-frequency augmented to offset the effects of the stapedius reflex on the transmission of low-frequency vibrations to the cochlea. There was no effect of the spectral augmentation on word recognition for stimulus levels up to 107 dB SPL. In experiment 2, six patients who had undergone stapedectomy were tested for rollover using performance-intensity functions. None of the patients showed rollover in their performance-intensity functions, even at stimulus levels in excess of 100 dB HL. These data suggest that if the stapedius reflex has a role in protection from upward spread of masking, then this role is inconsequential for word recognition in quiet.

Finite element analysis of ROPS for mechanical driving dump truck cab

NASA Astrophysics Data System (ADS)

Wang, Yong; Xie, Heping; Fang, Yuanbin; Feng, Handui; Dong, Lei

2018-02-01

For roll-over protective structures (ROPS) in a mechanical driving dump truck cab, it simulates the lateral, vertical and longitudinal loads of ROPS. It obtains stress and deformation of the cab that occurs to roll. For the relative weak position of ROPS in the cab, the structure of the cab is improved and verified according to the ISO 3164: 1995. The results show that the established finite element model can effectively predict the deformation and stress distribution of ROPS, and optimize the weak structure of the cab, which has important guiding significance for structural design of the cab and ROPS optimization of the mechanical driving dump truck cab.

A spatial cluster analysis of tractor overturns in Kentucky from 1960 to 2002

USGS Publications Warehouse

Saman, D.M.; Cole, H.P.; Odoi, A.; Myers, M.L.; Carey, D.I.; Westneat, S.C.

2012-01-01

Background: Agricultural tractor overturns without rollover protective structures are the leading cause of farm fatalities in the United States. To our knowledge, no studies have incorporated the spatial scan statistic in identifying high-risk areas for tractor overturns. The aim of this study was to determine whether tractor overturns cluster in certain parts of Kentucky and identify factors associated with tractor overturns. Methods: A spatial statistical analysis using Kulldorff's spatial scan statistic was performed to identify county clusters at greatest risk for tractor overturns. A regression analysis was then performed to identify factors associated with tractor overturns. Results: The spatial analysis revealed a cluster of higher than expected tractor overturns in four counties in northern Kentucky (RR = 2.55) and 10 counties in eastern Kentucky (RR = 1.97). Higher rates of tractor overturns were associated with steeper average percent slope of pasture land by county (p = 0.0002) and a greater percent of total tractors with less than 40 horsepower by county (p<0.0001). Conclusions: This study reveals that geographic hotspots of tractor overturns exist in Kentucky and identifies factors associated with overturns. This study provides policymakers a guide to targeted county-level interventions (e.g., roll-over protective structures promotion interventions) with the intention of reducing tractor overturns in the highest risk counties in Kentucky. ?? 2012 Saman et al.

Integrating Cost-effective Rollover Protective Structure Installation in High School Agricultural Mechanics: A Feasibility Study.

PubMed

Mazur, Joan; Vincent, Stacy; Watson, Jennifer; Westneat, Susan

2015-01-01

This study with three Appalachian county agricultural education programs examined the feasibility, effectiveness, and impact of integrating a cost-effective rollover protective structure (CROPS) project into high school agricultural mechanics classes. The project aimed to (1) reduce the exposure to tractor overturn hazards in three rural counties through the installation of CROPS on seven tractors within the Cumberland Plateau in the east region; (2) increase awareness in the targeted rural communities of cost-effective ROPS designs developed by the National Institution for Occupational Safety and Health (NIOSH) to encourage ROPS installations that decrease the costs of a retrofit; (3) test the feasibility of integration of CROPS construction and installations procedures into the required agricultural mechanics classes in these agricultural education programs; and (4) explore barriers to the implementation of this project in high school agricultural education programs. Eighty-two rural students and three agricultural educators participated in assembly and installation instruction. Data included hazard exposure demographic data, knowledge and awareness of CROPS plans, and pre-post knowledge of construction and assessment of final CROPS installation. Findings demonstrated the feasibility and utility of a CROPS education program in a professionally supervised secondary educational setting. The project promoted farm safety and awareness of availability and interest in the NIOSH Cost-effective ROPS plans. Seven CROPS were constructed and installed. New curriculum and knowledge measures also resulted from the work. Lessons learned and recommendations for a phase 2 implementation and further research are included.

Cost-effectiveness of a ROPS social marketing campaign.

PubMed

Sorensen, J A; Jenkins, P; Bayes, B; Clark, S; May, J J

2010-01-01

Tractor rollovers are the most frequent cause of death in the farm community. Rollover protection structures (ROPS) can prevent the injuries and fatalities associated with these events; however, almost half of U.S. farms lack these essential devices. One promising strategy for increasing ROPS use is social marketing. The purpose of this study was to assess the costs associated with the New York ROPS Social Marketing Campaign in relation to the cost of fatalities and injuries averted as a result of the campaign to determine whether cost savings could be demonstrated in the initial years of program implementation. A total of 524 farmers who had retrofitted a tractor through the program were mailed a survey to assess the number of rollovers or close calls that occurred since ROPS installation. Responses were obtained from 382 farmers, two of whom indicated that they had a potential fatality/injury scenario since retrofitting their tractor through the program. The cost savings associated with the intervention was estimated using a decision-tree analysis adapted from Myers and Pana-Cryan with appropriate consumer price index adjustments. The data were compared to the cost of the New York ROPS Social Marketing Campaign to arrive at an associated cost-savings estimate relative to the intervention. This study indicates that a net savings will likely be demonstrated within the third year of the New York ROPS Social Marketing initiative. These data may provide evidence for researchers hoping to generate support from state and private agencies for similar initiatives.

Rollover Injury in Vehicles with High Strength-to-Weight Ratio (SWR) Roofs, Curtain and Side Airbags and Other Safety Improvements.

PubMed

Viano, David C; Parenteau, Chantal S

2018-06-21

This study investigated trends in severe injury and ejection in rollover crashes involving lap-shoulder belted drivers and right-front passengers. It was conducted because of changes in 2009 to consumer information programs and regulations related to rollover protection. The data is presented by model year (MY) of the vehicle in groups from 1995-2016. NASS-CDS cases with 2010-16 MY vehicles were also evaluated to determine the crash circumstances and causes for severe injury of belted occupants in vehicles with a high strength-to-weight (SWR) roof, curtain and side airbags and other safety improvements. 1997-2015 NASS-CDS data was evaluated for severe injury and ejection of lap-shoulder belted front-outboard occupants in light vehicles. Crashes were grouped by front, side, rear and rollover. The injury and ejection data was grouped by vehicle MY: 1995-99, 2000-04, 2005-09 and 2010-16. Only drivers and right-front passengers were included if they were lap-shoulder belted and 15+ years old. Severely injured occupants were defined as those with MAIS 4-6 or fatality (MAIS 4+F). National estimates were made with weighted data using the ratio weight in NASS-CDS. All NASS-CDS electronic cases were evaluated for belted occupants with MAIS 4+F injury in rollovers involving 2010-16 MY vehicles. The crash circumstances and injuries were studied. These vehicles had high SWR roofs to meet IIHS ratings and FMVSS 216. The 1997-2015 NASS-CDS included 2,083,776 belted front occupants in rollover crashes with 24,466 (1.17%) MAIS 4+F injuries. The frequency of rollover crashes has decreased with modern vehicles (p < 0.0001). The 1995-1999 MY vehicles involved in a rollover accounted for 7.03% of all crashes (756,228/10,760,000). The corresponding proportion was 3.57% with 2010-2016 MY vehicles (81,406 v 2,282,062). The risk for MAIS 4+F was 1.325 ± 0.347% in rollover crashes with 1995-99 MY vehicles. It was 27.2% lower in 2010-16 MY vehicles at 0.964 ± 0.331% (p < 0.001). There were 42,567 (2.002%) ejections of belted occupants in rollover crashes, irrespective of injury outcome. The risk for ejection was 3.042 ± 1.44% in rollover crashes with 1995-99 MY vehicles. It was 43.6% lower in 2004-2009 MY vehicle at 1.715 ± 0.660% (p <0.001) and 83.4% lower in 2010-16 MY vehicle at 0.505 ± 0.336% (p < 0.001). There were 17 rollovers with MAIS 4+F in 2010-16 MY vehicles in NASS-CDS. Their roof strength was SWR = 4.15 ± 1.05 based on 15 vehicles. Many of the collisions involved front or side impacts and then a rollover. Four cases involved 16-30 year old drivers in extremely high-speed loss of control crashes resulting in >10 cm vertical roof deformation or substantial roof deformation based on photos. The roof strength (SWR) of 4.20 ± 1.0 was not sufficient to prevent roof deformation in these crashes. This study found a reduction in severe injury and ejection risk with modern vehicles. It indicates vehicle safety has improved in response to IIHS and NHTSA efforts to expand the array of safety requirements and increase performance so that newer models are safer than earlier ones. There has been an incremental improvement in safety by these advances.

An improvement in rollover detection of articulated vehicles using the grey system theory

NASA Astrophysics Data System (ADS)

Chou, Tao; Chu, Tzyy-Wen

2014-05-01

A Rollover Index combined with the grey system theory, called a Grey Rollover Index (GRI), is proposed to assess the rollover threat for articulated vehicles with a tractor-semitrailer combination. This index can predict future trends of vehicle dynamics based on current vehicle motion; thus, it is suitable for vehicle-rollover detection. Two difficulties are encountered when applying the GRI for rollover detection. The first difficulty is effectively predicting the rollover threat of the vehicles, and the second difficulty is achieving a definite definition of the real rollover timing of a vehicle. The following methods are used to resolve these problems. First, a nonlinear mathematical model is constructed to accurately describe the vehicle dynamics of articulated vehicles. This model is combined with the GRI to predict rollover propensity. Finally, TruckSim™ software is used to determine the real rollover timing and facilitate the accurate supply of information to the rollover detection system through the GRI. This index is used to verify the simulation based on the common manoeuvres that cause rollover accidents to reduce the occurrence of false signals and effectively increase the efficiency of the rollover detection system.

Planar Impacts in Rollover Crashes: Significance, Distribution and Injury Epidemiology

PubMed Central

Bose, Dipan; Kerrigan, Jason R.; Foster, Jonathan B.; Crandall, Jeff R.; Tobaru, Shigeo

2011-01-01

While one third of all fatal motor vehicle crashes involve rollover of the vehicle, a substantially large portion of these rollover crashes involve planar impacts (e.g., frontal, side or rear impact) that influence the crash kinematics and subsequently the injury outcome. The objective of the study was to evaluate the distribution of planar impacts in rollover crashes, and in particular, to describe the differences in the underlying crash kinematics, injury severity and the regional distribution of injuries when compared to the rollover-dominated crashes without significant planar impact (i.e., primary rollovers). Sampled cases (n=6,900) from the U.S. National Automotive Sampling System – Crashworthiness Data System, representing approximately 3.3 million belted drivers involved in a rollover crash in years 1998–2008, were analyzed. Single vehicle rollover crashes with significant planar impact (21% of all rollover crashes) were in general more likely to result in occupant fatality and involved higher incidence of moderate to severe injuries compared to single vehicle primary rollovers (p<0.05). A substantial proportion of the planar impact rollovers ended in single quarter turn crashes (30%), mostly resulting from a frontal impact (59%). While chest was the most frequently injured body region among all rollover victims sustaining severe injuries, severe injuries sustained in primary rollovers were more isolated (single body region) in comparison to the ones sustained in rollovers with planar impacts. The results emphasize the higher risk of rollover victims sustaining an injury and the differences in distribution of injuries sustained when a planar impact is associated with the rollover crash. PMID:22105400

New developments in operator protection for forest machines

Treesearch

Robert B. Rummer; S. Taylor; M. Veal

2003-01-01

Mechanization of forest operations ha greatly improved saftey of woods work. However, increasing use of machines has introduced new hazards that must be addressed. Two of these hazards are rollover of swing-type forestry machines (currently excluded from standard protection) and the hazard of thrown objects from cutting devices. Ongoing research projects are developing...

Stability and optimised H∞ control of tripped and untripped vehicle rollover

NASA Astrophysics Data System (ADS)

Jin, Zhilin; Zhang, Lei; Zhang, Jiale; Khajepour, Amir

2016-10-01

Vehicle rollover is a serious traffic accident. In order to accurately evaluate the possibility of untripped and some special tripped vehicle rollovers, and to prevent vehicle rollover under unpredictable variations of parameters and harsh driving conditions, a new rollover index and an anti-roll control strategy are proposed in this paper. Taking deflections of steering and suspension induced by the roll at the axles into consideration, a six degrees of freedom dynamic model is established, including lateral, yaw, roll, and vertical motions of sprung and unsprung masses. From the vehicle dynamics theory, a new rollover index is developed to predict vehicle rollover risk under both untripped and special tripped situations. This new rollover index is validated by Carsim simulations. In addition, an H-infinity controller with electro hydraulic brake system is optimised by genetic algorithm to improve the anti-rollover performance of the vehicle. The stability and robustness of the active rollover prevention control system are analysed by some numerical simulations. The results show that the control system can improve the critical speed of vehicle rollover obviously, and has a good robustness for variations in the number of passengers and longitude position of the centre of gravity.

Severe soft tissue injuries of the upper extremity in motor vehicle crashes involving partial ejection: the protective role of side curtain airbags.

PubMed

Kaufman, Robert; Fraade-Blanar, Laura; Lipira, Angelo; Friedrich, Jeffrey; Bulger, Eileen

2017-05-01

Partial ejection (PE) of the upper extremity (UE) can occur in a motor vehicle crash (MVC) resulting in complex and severe soft tissue injuries (SSTI). This study evaluated the relationship between partial ejection and UE injuries, notably SSTIs, in MVCs focusing on crash types and characteristics, and further examined the role of side curtain airbags (SCABs) in the prevention of partial ejection and reducing SSTI of the UE. Weighted data was analyzed from the National Automotive Sampling System Crashworthiness Data System (NASS-CDS) from 1993 to 2012. Logistic regression models were used to assess the relationship of PE with SSTI of the UE and the effect of SCABs in both nearside impacts and rollover collisions. Crash Injury Research and Engineering Network (CIREN) case studies illustrated PE involving SSTI of the UE, and long term treatment. Rollover and nearside impact collisions had the highest percentages of partial ejection, with over half occurring in rollover collisions. Annually over 800 SSTIs of the UE occurred in all MVCs. For nearside lateral force impacts, a multivariable analysis adjusting for belt use and delta V showed a 15 times (OR 15.35, 95% CI 4.30, 54.79) greater odds of PE for occupants without SCABs compared to those with a SCAB deployment. No occupants (0 of 51,000) sustained a SSTI of the UE when a SCAB deployed in nearside impacts, compared to 0.01% (114 of 430,000) when SCABs were unavailable or did not deploy. In rollover collisions, a multivariable analysis adjusted for number of quarter turns and belt use showed 3 times the odds (OR 3.02, 95% CI 1.22, 7.47) of PE for occupants without SCABs compared to those with a SCAB deployment. Just 0.17% (32 of 19,000) of the occupants sustained a SSTI of the UE in rollovers with a SCAB deployment, compared to 0.53% (2294 of 431,000) of the occupants when SCABs were unavailable or did not deploy. CIREN case studies illustrated the injury causation of SSTI of the UE due to partial ejection, and the long term treatment and medical costs associated with a SSTI to the UE. The majority of severe soft tissue injuries (SSTI) of the upper extremity (UE) involved partial ejection out the nearside window of outboard seated occupants in nearside impacts and rollover collisions. Real world case studies showed that SSTIs of the upper extremity require extensive treatment, extended hospitalization and are costly. Occupants without a side curtain airbag (SCAB) deployment had an increase in the odds of partial ejection. SCAB deployments provided protection against partial ejection and prevented SSTIs of the UE, with none occurring in nearside impacts, and a small percentage and reduction occurring in rollover collisions compared to those where SCABs were unavailable or did not deploy. Copyright © 2017 Elsevier Ltd. All rights reserved.

Field relevance of a suite of rollover tests to real-world crashes and injuries.

PubMed

Parenteau, Chantal S; Viano, David C; Shah, Minoo; Gopal, Madana; Davies, John; Nichols, David; Broden, Johan

2003-01-01

The objective of this study was to assess the distribution of rollover accidents occurring in the field and to compare the vehicle kinematics in the predominant field crash modes with available laboratory tests. For this purpose, US accident data were analyzed to identify types and circumstances for vehicle rollovers. Rollovers were most commonly induced when the lateral motion of the vehicle was suddenly slowed or stopped. This type of rollover mechanism is referred to as "trip-over". Trip-overs accounted for 57% of passenger car and 51% of light truck vehicle (LTV) rollovers. More than 90% of trip-overs were initiated by ground contact. Fall-overs were the second most common rollover type, accounting for 13% of passenger car and 15% of LTV rollovers. Bounce-overs only accounted for 8% of both passenger car and LTV rollovers. The FMVSS 208 dolly and the ADAC corkscrew rollover tests are well-known laboratory tests, but do not simulate many of the real-world rollovers. Three additional tests have been devised to more fully address the field relevant conditions identified in this study. To do so, assumptions were made and adding the new laboratory tests (soil-trip, curb-trip and ditch fall-over) increases representativeness to 83% of passenger car and 75% of LTV rollovers reported in the field. Accident data were also used to identify injuries in belted drivers so the information could later be used to better understand occupant kinematics in various roll conditions. The injury distribution for belted/non-ejected drivers was assessed for trip-over, fall-over and bounce-over accidents. Serious injuries (AIS 3+) were most common to the head and thorax, in particular for bounce-overs. Head injuries occurred from contact with the roof, pillar and the interior, while thoracic injuries resulted from contact with the interior and steering wheel assembly. Field data are useful in the development of laboratory test conditions for rollovers as it provides insights on the significance of various rollover types, understanding of injury biomechanics, guidance for future testing and inputs for mathematical modeling.

78 FR 55124 - Submission for Review: Death Benefit Payment Rollover Election, RI 94-7

Federal Register 2010, 2011, 2012, 2013, 2014

2013-09-09

... OFFICE OF PERSONNEL MANAGEMENT Submission for Review: Death Benefit Payment Rollover Election, RI... information collection request (ICR) 3206-0218, Death Benefit Payment Rollover Election, RI 94-7. As required... Operations, Retirement Services, Office of Personnel Management. Title: Death Benefit Payment Rollover...

Classification of rollovers according to crash severity.

PubMed

Digges, K; Eigen, A

2006-01-01

NASS/CDS 1995-2004 was used to classify rollovers according to severity. The rollovers were partitioned into two classes - rollover as the first event and rollover preceded by an impact with a fixed or non-fixed object. The populations of belted and unbelted were examined separately and combined. The average injury rate for the unbelted was five times that for the belted. Approximately 21% of the severe injuries suffered by belted occupants were in crashes with harmful events prior to the rollover that produced severe damage to the vehicle. This group carried a much higher injury risk than the average. A planar damage measure in addition to the rollover measure was required to adequately capture the crash severity of this population. For rollovers as the first event, approximately 1% of the serious injuries to belted occupants occurred during the first quarter-turn. Rollovers that were arrested during the 1 ( st ) quarter-turn carried a higher injury rate than average. The number of quarter-turns were grouped in various ways including the number of times the vehicle roof faces the ground (number of vehicle inversions). The number of vehicle inversions was found to be a statistically significant injury predictor for 78% of the belted and unbelted populations with MAIS 3+F injuries in rollovers. The remaining 22% required crash severity metrics in addition to the number of vehicle inversions.

Classification of Rollovers According to Crash Severity

PubMed Central

Digges, K.; Eigen, A.

2006-01-01

NASS/CDS 1995–2004 was used to classify rollovers according to severity. The rollovers were partitioned into two classes – rollover as the first event and rollover preceded by an impact with a fixed or non-fixed object. The populations of belted and unbelted were examined separately and combined. The average injury rate for the unbelted was five times that for the belted. Approximately 21% of the severe injuries suffered by belted occupants were in crashes with harmful events prior to the rollover that produced severe damage to the vehicle. This group carried a much higher injury risk than the average. A planar damage measure in addition to the rollover measure was required to adequately capture the crash severity of this population. For rollovers as the first event, approximately 1% of the serious injuries to belted occupants occurred during the first quarter-turn. Rollovers that were arrested during the 1st quarter-turn carried a higher injury rate than average. The number of quarter-turns were grouped in various ways including the number of times the vehicle roof faces the ground (number of vehicle inversions). The number of vehicle inversions was found to be a statistically significant injury predictor for 78% of the belted and unbelted populations with MAIS 3+F injuries in rollovers. The remaining 22% required crash severity metrics in addition to the number of vehicle inversions. PMID:16968634

77 FR 66187 - Submission for Review: Rollover Election (RI 38-117), Rollover Information (RI 38-118), and...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-11-02

... Rollovers, provides more detailed information. Analysis Agency: Retirement Operations, Retirement Services... Information (RI 38-118), and Special Tax Notice Regarding Rollovers (RI 37-22) AGENCY: Office of Personnel... on an extension, without change, of a currently approved information collection request (ICR) 3206...

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.

Effects of alignment on the roll-over shapes of prosthetic feet.

PubMed

Hansen, Andrew

2008-12-01

Recent work suggests that a prosthetic ankle-foot component's roll-over shape - the effective rocker it conforms to between initial contact and opposite initial contact (the 'roll-over' interval of walking) - is closely linked to its final alignment in the prosthesis (as determined by a skilled prosthetist using heuristic techniques). If true, this information may help to determine the appropriate alignment for a lower limb prosthesis before it is built, or a priori. Knowledge is needed for future models that will incorporate the roll-over shape including the relative effect of alignment on the roll-over shape's radius of curvature and arc length. The purpose of this study was to evaluate the hypotheses that: (i) Changes in prosthesis alignment alter the position and orientation of a foot's roll-over shape in prosthesis-based coordinates, and (ii) these changes occur without changing the radius of curvature or arc length of the roll-over shape. To examine the hypotheses, this study examined the effects of nine alignment settings on the roll-over shapes of two prosthetic feet. The idea that alignment changes move and rotate roll-over shapes of prosthetic feet in prosthesis coordinates is supported by this work, but the hypothesis that the radius of curvature and arc length do not change for different alignments is not strongly supported by the data. A revised approach is presented that explains some of the changes to the roll-over shape parameters due to changes in rotational alignment.

Occupant injury in rollover crashes - Contribution of planar impacts with objects and other vehicles.

PubMed

Ivarsson, Johan; Poplin, Gerald; McMurry, Tim; Crandall, Jeff; Kerrigan, Jason

2015-12-01

Planar impacts with objects and other vehicles may increase the risk and severity of injury in rollover crashes. The current study compares the frequency of injury measures (MAIS 2+, 3+, and 4+; fatal; AIS 2+ head and cervical spine; and AIS 3+ head and thorax) as well as vehicle type distribution (passenger car, SUV, van, and light truck), crash kinematics, and occupant demographics between single vehicle single event rollovers (SV Pure) and multiple event rollovers to determine which types of multiple event rollovers can be pooled with SV Pure to study rollover induced occupant injury. Four different types of multiple event rollovers were defined: single and multi-vehicle crashes for which the rollover is the most severe event (SV Prim and MV Prim) and single and multi-vehicle crashes for which the rollover is not the most severe event (SV Non-Prim and MV Non-Prim). Information from real world crashes was obtained from the National Automotive Sampling System - Crashworthiness Data System (NASS-CDS) for the period from 1995 through 2011. Belted, contained or partially ejected, adult occupants in vehicles that completed 1-16 lateral quarter turns were assigned to one of the five rollover categories. The results showed that the frequency of injury in non-primary rollovers (SV Non-Prim and MV Non-Prim) involving no more than one roof inversion is substantially greater than in SV Pure, but that this disparity diminishes for crashes involving multiple inversions. It can further be concluded that for a given number of roof inversions, the distribution of injuries and crash characteristics in SV Pure and SV Prim crashes are sufficiently similar for these categories to be considered collectively for purposes of understanding etiologies and developing strategies for prevention. Copyright © 2015 Elsevier Ltd. All rights reserved.

Thoracolumbar junction injuries after rollover crashes: difference between belted and unbelted front seat occupants.

PubMed

Inamasu, Joji; Guiot, Bernard H

2009-10-01

Motor vehicle collision (MVC) is one of the most common causes of thoracolumbar junction (TLJ) injury. Although it is of no doubt that the use of seatbelt reduces the incidence and severity of MVC-induced TLJ injury, how it is protective for front-seat occupants of an automobile after rollover crashes is unclear. Among 200 consecutive patients with a major TLJ (Th11-L2) injury due to high-energy trauma admitted from 2000 to 2004, 22 patients were identified as front-seat occupants of a four-wheel vehicle when a rollover crash occurred. The 22 patients were divided into two groups: 10 who were belted, and 12 who were unbelted. Patients' demographics including the mean Injury Severity Score (ISS), incidence of neurologic deficit, level of TLJ injury, and type of TLJ injury according to the AO fracture classification were compared between the two groups. Neurologic deficit was present exclusively in the unbelted group, and the difference in the incidence was statistically significant (P = 0.04). Similarly, AO type B/C injury was present exclusively in the unbelted group. The belted group had a significantly lower mean ISS than the unbelted group (P < 0.01). Comparison between the ejected and non-ejected victims within the unbelted group revealed no statistical difference in the incidence of neurologic deficit or type of injury. It is likely that the high incidence of neurologic deficit in the unbelted group was due to the high incidence of AO type B/C injury. This study indirectly proves the efficacy of seatbelt in reducing the severity of rollover-induced TLJ injury. Because of the limited number of cases, it is uncertain whether ejection from vehicle, which occurs exclusively in the unbelted victims, is a crucial factor in determining the severity or type of injury after rollover crashes.

Thoracolumbar junction injuries after rollover crashes: difference between belted and unbelted front seat occupants

PubMed Central

Guiot, Bernard H.

2009-01-01

Motor vehicle collision (MVC) is one of the most common causes of thoracolumbar junction (TLJ) injury. Although it is of no doubt that the use of seatbelt reduces the incidence and severity of MVC-induced TLJ injury, how it is protective for front-seat occupants of an automobile after rollover crashes is unclear. Among 200 consecutive patients with a major TLJ (Th11-L2) injury due to high-energy trauma admitted from 2000 to 2004, 22 patients were identified as front-seat occupants of a four-wheel vehicle when a rollover crash occurred. The 22 patients were divided into two groups: 10 who were belted, and 12 who were unbelted. Patients’ demographics including the mean Injury Severity Score (ISS), incidence of neurologic deficit, level of TLJ injury, and type of TLJ injury according to the AO fracture classification were compared between the two groups. Neurologic deficit was present exclusively in the unbelted group, and the difference in the incidence was statistically significant (P = 0.04). Similarly, AO type B/C injury was present exclusively in the unbelted group. The belted group had a significantly lower mean ISS than the unbelted group (P < 0.01). Comparison between the ejected and non-ejected victims within the unbelted group revealed no statistical difference in the incidence of neurologic deficit or type of injury. It is likely that the high incidence of neurologic deficit in the unbelted group was due to the high incidence of AO type B/C injury. This study indirectly proves the efficacy of seatbelt in reducing the severity of rollover-induced TLJ injury. Because of the limited number of cases, it is uncertain whether ejection from vehicle, which occurs exclusively in the unbelted victims, is a crucial factor in determining the severity or type of injury after rollover crashes. PMID:19688353

Constrained Laboratory vs. Unconstrained Steering-Induced Rollover Crash Tests.

PubMed

Kerrigan, Jason R; Toczyski, Jacek; Roberts, Carolyn; Zhang, Qi; Clauser, Mark

2015-01-01

The goal of this study was to evaluate how well an in-laboratory rollover crash test methodology that constrains vehicle motion can reproduce the dynamics of unconstrained full-scale steering-induced rollover crash tests in sand. Data from previously-published unconstrained steering-induced rollover crash tests using a full-size pickup and mid-sized sedan were analyzed to determine vehicle-to-ground impact conditions and kinematic response of the vehicles throughout the tests. Then, a pair of replicate vehicles were prepared to match the inertial properties of the steering-induced test vehicles and configured to record dynamic roof structure deformations and kinematic response. Both vehicles experienced greater increases in roll-axis angular velocities in the unconstrained tests than in the constrained tests; however, the increases that occurred during the trailing side roof interaction were nearly identical between tests for both vehicles. Both vehicles experienced linear accelerations in the constrained tests that were similar to those in the unconstrained tests, but the pickup, in particular, had accelerations that were matched in magnitude, timing, and duration very closely between the two test types. Deformations in the truck test were higher in the constrained than the unconstrained, and deformations in the sedan were greater in the unconstrained than the constrained as a result of constraints of the test fixture, and differences in impact velocity for the trailing side. The results of the current study suggest that in-laboratory rollover tests can be used to simulate the injury-causing portions of unconstrained rollover crashes. To date, such a demonstration has not yet been published in the open literature. This study did, however, show that road surface can affect vehicle response in a way that may not be able to be mimicked in the laboratory. Lastly, this study showed that configuring the in-laboratory tests to match the leading-side touchdown conditions could result in differences in the trailing side impact conditions.

SUV rollover in single vehicle crashes and the influence of ESC and SSF.

PubMed

Kallan, Michael J; Jermakian, Jessica Steps

2008-10-01

The modern Sport Utility Vehicle (SUV) fleet continues to go through a transformation in response to the concern that they are at an increased risk of rollover. Our research objective was to look at changes in rollover rates for single vehicle crashes in the modern SUV fleet (corresponding to NCAP rollover testing model years) and the impact of electronic stability control (ESC) and lowered center of gravity. We looked at 2001-2006 NASS-GES data on a probability sample of 3,331 SUVs involved in single vehicle crashes, weighted to represent 324,149 crashes in the study population. Static Stability Factor (SSF) information from NCAP testing and ESC presence (from IIHS) were also incorporated. 20.2% of these SUVs were involved a rollover, which decreased by more than half from model year 2001 (25.3%) through 2006 (11.5%). Nearly 9% had ESC as a standard feature, including 47% in model year 2006. The majority of the late model year decline in rollover rates can be attributed to ESC presence and higher SSF. Rollover was two-thirds less likely (adjusted OR=0.33, 95% CI=0.20-0.55) in SUVs with ESC as a standard feature versus those known not to have ESC. Those SUVs with SSF > or = 1.20 were significantly less likely to rollover (adjusted OR=0.31, 95% CI=0.20-0.48). Additional significant predictors of rollover included SUV size, driver age and alcohol use. Our study builds on the previous work of NHTSA, IIHS, and others with regard to rollover risk by looking at an even wider array of late model year SUVs.

SUV Rollover in Single Vehicle Crashes and the Influence of ESC and SSF

PubMed Central

Kallan, Michael J.; Jermakian, Jessica Steps

2008-01-01

The modern Sport Utility Vehicle (SUV) fleet continues to go through a transformation in response to the concern that they are at an increased risk of rollover. Our research objective was to look at changes in rollover rates for single vehicle crashes in the modern SUV fleet (corresponding to NCAP rollover testing model years) and the impact of electronic stability control (ESC) and lowered center of gravity. We looked at 2001–2006 NASS-GES data on a probability sample of 3,331 SUVs involved in single vehicle crashes, weighted to represent 324,149 crashes in the study population. Static Stability Factor (SSF) information from NCAP testing and ESC presence (from IIHS) were also incorporated. 20.2% of these SUVs were involved a rollover, which decreased by more than half from model year 2001 (25.3%) through 2006 (11.5%). Nearly 9% had ESC as a standard feature, including 47% in model year 2006. The majority of the late model year decline in rollover rates can be attributed to ESC presence and higher SSF. Rollover was two-thirds less likely (adjusted OR=0.33, 95% CI=0.20–0.55) in SUVs with ESC as a standard feature versus those known not to have ESC. Those SUVs with SSF ≥ 1.20 were significantly less likely to rollover (adjusted OR=0.31, 95% CI=0.20–0.48). Additional significant predictors of rollover included SUV size, driver age and alcohol use. Our study builds on the previous work of NHTSA, IIHS, and others with regard to rollover risk by looking at an even wider array of late model year SUVs. PMID:19026218

Epidemiology of moderate-to-severe injury patterns observed in rollover crashes.

PubMed

McMurry, Timothy L; Bose, Dipan; Ridella, Stephen A; Eigen, Ana M; Crandall, Jeff R; Kerrigan, Jason R

2016-05-01

Previous epidemiological studies have highlighted the high risk of injury to the head, thorax, and cervical spine in rollover crashes. However, such results provide limited information on whole-body injury distribution and multiple region injury patterns necessary for the improvement and prioritization of rollover-focused injury countermeasures. Sampled cases representing approximately 133,000 U.S. adult occupants involved in rollover crashes (between 1995 and 2013) sustaining moderate-to-severe injuries were selected from the National Automotive Sampling System Crashworthiness Data System database. A retrospective cohort study, based on a survey of population-based data, was used to identify relevant whole body injury patterns. Among belted occupants injured in rollover crashes, 79.2% sustained injuries to only one body region. The three most frequently injured (AIS2+) body regions were head (42.1%), upper extremity (28.0%), and thorax (27.1%). The most frequent multi-region injury pattern involved the head and upper extremity, but this pattern only accounted for 2.3% of all of occupants with moderate or worse injuries. The results indicated that for rollover-dominated crashes, the frequently observed injury patterns involved isolated body regions. In contrast, multi-region injury patterns are more frequently observed in rollovers with significant planar impacts. Identification of region-specific injury patterns in pure rollover crashes is essential for clarifying injury mitigation targets and developing whole-body injury metrics specifically applicable to rollovers. Copyright © 2016 Elsevier Ltd. All rights reserved.

Vehicle anti-rollover control strategy based on load transferring rate

NASA Astrophysics Data System (ADS)

Dai, W. T.; Du, H. Q.; Zhang, L.

2018-03-01

When vehicles is drived on a low adhesion road or going on a high speed and sharp turn, it is prone to product some lateral stability problems, such as lateral sideslip or rollover. In order to improve the vehicle anti-rollover stability under these limited conditions, a SUV vehicle model with high mass center was built based on the software of CarSim and the rollover stability controller was designed using the static threshold value method for the lateral load transferring rate (LTR). The simulations are shown that the vehicle anti-rollover stability under limit conditions is improved using the SUV model.

Rollover of Sport Utility Vehicles

NASA Astrophysics Data System (ADS)

Penny, Desmond N.

2004-02-01

Recently, the PBS program "Frontline" examined the history of the development of the sport utility vehicle (SUV) and the efforts to force car makers to design SUVs that are less prone to rollover. The dangers of SUV rollovers were spotlighted in the fall of 2000, when the Ford-Firestone scandal prompted Congress to launch a series of hearings focusing on deaths and injuries related to faulty Firestone tires mounted on Ford Explorers. However, during the same 10-year period in which Ford-Firestone rollover crashes caused some 300 deaths, more than 12,000 people — 40 times as many — died in SUV rollovers unrelated to tire failure.

Statistical Estimation of Rollover Risk

DOT National Transportation Integrated Search

1989-08-01

This report describes the results of a statistical analysis to determine the : probability of a rollover in a single vehicle accident. Over 39,000 accidents, : which included 4910 rollovers in the states of Texas, Maryland, and Washington were : exam...

Heavy truck rollover characterization (phase B).

DOT National Transportation Integrated Search

2009-09-01

The Heavy Truck Rollover Characterization Study - Phase-B builds on the results of prior phases of research. Phases 1 and 2 (Funded by Federal Highway Administration) involved heavy truck rollover characterization for a tractor and box-trailer; and P...

Path-following in model predictive rollover prevention using front steering and braking

NASA Astrophysics Data System (ADS)

Ghazali, Mohammad; Durali, Mohammad; Salarieh, Hassan

2017-01-01

In this paper vehicle path-following in the presence of rollover risk is investigated. Vehicles with high centre of mass are prone to roll instability. Untripped rollover risk is increased in high centre of gravity vehicles and high-friction road condition. Researches introduce strategies to handle the short-duration rollover condition. In these researches, however, trajectory tracking is affected and not thoroughly investigated. This paper puts stress on tracking error from rollover prevention. A lower level model predictive front steering controller is adopted to deal with rollover and tracking error as a priority sequence. A brake control is included in lower level controller which directly obeys an upper level controller (ULC) command. The ULC manages vehicle speed regarding primarily tracking error. Simulation results show that the proposed control framework maintains roll stability while tracking error is confined to predefined error limit.

Vehicle lift-off modelling and a new rollover detection criterion

NASA Astrophysics Data System (ADS)

Mashadi, Behrooz; Mostaghimi, Hamid

2017-05-01

The modelling and development of a general criterion for the prediction of rollover threshold is the main purpose of this work. Vehicle dynamics models after the wheels lift-off and when the vehicle moves on the two wheels are derived and the governing equations are used to develop the rollover threshold. These models include the properties of the suspension and steering systems. In order to study the stability of motion, the steady-state solutions of the equations of motion are carried out. Based on the stability analyses, a new relation is obtained for the rollover threshold in terms of measurable response parameters. The presented criterion predicts the best time for the prevention of the vehicle rollover by applying a correcting moment. It is shown that the introduced threshold of vehicle rollover is a proper state of vehicle motion that is best for stabilising the vehicle with a low energy requirement.

49 CFR 179.102-3 - Materials poisonous by inhalation.

Code of Federal Regulations, 2014 CFR

2014-10-01

... top fitting protection system and nozzle capable of sustaining, without failure, a rollover accident... geometric center of the loaded tank car as a transverse vector. Failure is deemed to occur when the deformed... any top fitting in the case of an accident where any top fitting would be sheared off. The tank nozzle...

49 CFR 179.102-3 - Materials poisonous by inhalation.

Code of Federal Regulations, 2013 CFR

2013-10-01

... top fitting protection system and nozzle capable of sustaining, without failure, a rollover accident... geometric center of the loaded tank car as a transverse vector. Failure is deemed to occur when the deformed... any top fitting in the case of an accident where any top fitting would be sheared off. The tank nozzle...

49 CFR 179.102-3 - Materials poisonous by inhalation.

Code of Federal Regulations, 2011 CFR

2011-10-01

... top fitting protection system and nozzle capable of sustaining, without failure, a rollover accident... geometric center of the loaded tank car as a transverse vector. Failure is deemed to occur when the deformed... any top fitting in the case of an accident where any top fitting would be sheared off. The tank nozzle...

49 CFR 179.102-3 - Materials poisonous by inhalation.

Code of Federal Regulations, 2012 CFR

2012-10-01

... top fitting protection system and nozzle capable of sustaining, without failure, a rollover accident... geometric center of the loaded tank car as a transverse vector. Failure is deemed to occur when the deformed... any top fitting in the case of an accident where any top fitting would be sheared off. The tank nozzle...

49 CFR 179.102-3 - Materials poisonous by inhalation.

Code of Federal Regulations, 2010 CFR

2010-10-01

... equipped with a top fitting protection system and nozzle capable of sustaining, without failure, a rollover... the geometric center of the loaded tank car as a transverse vector. Failure is deemed to occur when... off. The tank nozzle must meet the performance standard in paragraph (a)(1) of this section and only...

Health savings accounts and health reimbursement arrangements: assets, account balances, and rollovers, 2006-2010.

PubMed

Fronstin, Paul

2011-01-01

ASSET LEVELS GROWING: In 2010, there was $7.7 billion in health savings accounts (HSAs) and health reimbursement arrangements (HRAs), spread across 5.7 million accounts. This is up from 2006, when there were 1.2 million accounts with $835.4 million in assets, and 2009, when 5 million accounts held $7.1 billion in assets. AFTER LEVELING OFF, AVERAGE ACCOUNT BALANCE DROPS SLIGHTLY: Increases in average account balances leveled off in 2008 and 2009, and fell slightly in 2010. In 2006, account balances averaged $696. They increased to $1,320 in 2007, a 90 percent increase. Account balances averaged $1,356 in 2008 and $1,419 in 2009, 3 percent and 5 percent increases, respectively. In 2010, average account balances fell to $1,355, down 4.5 percent from the previous year. AVERAGE ROLLOVER DECLINES, WHILE TOTAL ROLLOVERS INCREASE: Despite a decline in the average rollover amount in 2010, total assets being rolled over have been increasing. $4.2 billion was rolled over in 2010, up from $4 billion in 2009. The average rollover increased from $592 in 2006 to $1,295 in 2009, and fell to $1,029 in 2010. The percentage of individuals without a rollover decreased from 23 percent in 2006 to 10 percent in 2009 and increased slightly to 13 percent in 2010. HEALTHY BEHAVIOR MEANS HIGHER ACCOUNT BALANCES AND HIGHER ROLLOVERS: Individuals who exercised, those who did not smoke, and those who were not obese had higher account balances and higher rollovers than those with less healthy behaviors. It was also found that individuals who used cost or quality information had higher account balances and higher rollovers compared with those who did not use such information. However, no relationship was found between either account balance or rollover amounts and various cost-conscious behaviors such as checking pricing before getting services or asking for generic drugs instead of brand names, among other things. DIFFERENCES IN ACCOUNT BALANCES: Men have higher account balances than women, older individuals have higher account balances than younger ones, account balances increase with household income, and education has a significant impact on account balances independent of income and other variables. DIFFERENCES IN ROLLOVER AMOUNTS: Men rolled over more money than women, and older individuals had higher rollover amounts than younger individuals. Rollover amounts increase with household income and education, and individuals with single coverage rolled over a higher amount than those with family coverage.

Intermediate Maneuver Induced Rollover Simulation (IMIRS) and Sensitivity Analysis. Final Report

DOT National Transportation Integrated Search

1991-02-01

This report describes the development of the Intermediate Maneuver Induced Rollover Simulation (IMIRS) which can be used to investigate the phenomenon of maneuver induced rollover of light vehicles. The IMIRS represents an enhancement of the existing...

Differential Rollover Risk in Vehicle-to-Traffic Barrier Collisions

PubMed Central

Gabauer, Douglas J.; Gabler, Hampton C.

2009-01-01

In the roadside safety community, there has been debate over the influence of vehicle and barrier type on rollover rates in traffic barrier crashes. This study investigated rollover rates between sport utility vehicles (SUVs), pickup trucks, and cars in vehicle-traffic barrier crashes and has examined the effect of barrier type on rollover risk for concrete barrier and metal barrier impacts. The analysis included 955 barrier impact cases that were selected from 11-years of in-depth crash data available through the National Automotive Sampling System (NASS) / Crashworthiness Data System (CDS). In real world tow-away level longitudinal barrier collisions, the most important predictors of vehicle rollover were found to be vehicle type and whether the vehicle was tracking prior to barrier impact. Based on binary logistic regression, SUVs were found to have 8 times the risk of rollover as cars in barrier impacts. Although pickups were found to have an increased risk of rollover compared to cars, the risk was not as pronounced as that found for SUVs. This finding has direct implications for the full scale crash testing of longitudinal barriers as the testing procedures have been predicated on the assumption that the pickup truck provides a critical or worst case impact scenario. In towaway crashes, our study does not support the notion that concrete barriers have a higher risk of vehicle rollover than metal beam barriers. PMID:20184839

Inverted drop testing and neck injury potential.

PubMed

Forrest, Stephen; Herbst, Brian; Meyer, Steve; Sances, Anthony; Kumaresan, Srirangam

2003-01-01

Inverted drop testing of vehicles is a methodology that has long been used by the automotive industry and researchers to test roof integrity and is currently being considered by the National Highway Traffic Safety Administration as a roof strength test. In 1990 a study was reported which involved 8 dolly rollover tests and 5 inverted drop tests. These studies were conducted with restrained Hybrid III instrumented Anthropometric Test Devices (ATD) in production and rollcaged vehicles to investigate the relationship between roof strength and occupant injury potential. The 5 inverted drop tests included in the study provided a methodology producing "repeatable roof impacts" exposing the ATDs to the similar impact environment as those seen in the dolly rollover tests. Authors have conducted two inverted drop test sets as part of an investigation of two real world rollover accidents. Hybrid-III ATD's were used in each test with instrumented head and necks. Both test sets confirm that reduction of roof intrusion and increased headroom can significantly enhance occupant protection. In both test pairs, the neck force of the dummy in the vehicle with less crush and more survival space was significantly lower. Reduced roof crush and dynamic preservation of the occupant survival space resulted in only minor occupant contact and minimal occupant loading, establishing a clear causal relationship between roof crush and neck injuries.

Design of an unified chassis controller for rollover prevention, manoeuvrability and lateral stability

NASA Astrophysics Data System (ADS)

Yoon, Jangyeol; Yim, Seongjin; Cho, Wanki; Koo, Bongyeong; Yi, Kyongsu

2010-11-01

This paper describes a unified chassis control (UCC) strategy to prevent vehicle rollover and improve both manoeuvrability and lateral stability. Since previous researches on rollover prevention are only focused on the reduction of lateral acceleration, the manoeuvrability and lateral stability cannot be guaranteed. For this reason, it is necessary to design a UCC controller to prevent rollover and improve lateral stability by integrating electronic stability control, active front steering and continuous damping control. This integration is performed through switching among several control modes and a simulation is performed to validate the proposed method. Simulation results indicate that a significant improvement in rollover prevention, manoeuvrability and lateral stability can be expected from the proposed UCC system.

29 CFR Appendix B to Subpart C of... - Figures C-1 through C-16

Code of Federal Regulations, 2013 CFR

2013-07-01

... 29 Labor 9 2013-07-01 2013-07-01 false Figures C-1 through C-16 B Appendix B to Subpart C of Part 1928 Labor Regulations Relating to Labor (Continued) OCCUPATIONAL SAFETY AND HEALTH ADMINISTRATION, DEPARTMENT OF LABOR (CONTINUED) OCCUPATIONAL SAFETY AND HEALTH STANDARDS FOR AGRICULTURE Roll-Over Protective...

Investigation into Improvement for Anti-Rollover Propensity of SUV

NASA Astrophysics Data System (ADS)

Xiong, Fei; Lan, Fengchong; Chen, Jiqing; Yang, Yuedong

2017-05-01

Currently, many research from domestic and foreign on improving anti-rollover performance of vehicle mainly focus on the electronic control of auxiliary equipment, do not make full use of suspension layout to optimize anti-rollover performance of vehicle. This investigation into anti-rollover propensity improvement concentrates on the vehicle parameters greatly influencing on anti-rollover propensity of vehicle. A simulation based on fishhook procedure is used to perform design trials and evaluations aimed at ensuring an optimal balance between vehicle's design parameters and various engineering capacities, the anti-rollover propensity is optimized at the detailed design stage of a new SUV model. Firstly a four-DOF theoretical kinematic model is established, then a complete multi-body dynamics model built in ADAMS/car based on the whole vehicle parameters is correlated to the objective handing and stability test results of a mule car. Secondly, in fishhook test simulations, the Design of Experiments method is used to quantify the effect of the vehicle parameters on the anti-rollover performance. By means of the simulation, the roll center height of front suspension should be more than 30 mm, that of rear suspension less than 150 mm, and the HCG less than 620 mm for the SUV. The ratio of front to rear suspension roll stiffness should be ranged from 1.4 to 1.6 for the SUV. As a result, at the detailed design stage of product, the anti-rollover performance of vehicle can be improved by optimizing chassis and integrated vehicle parameters.

77 FR 33007 - Submission for Review: Rollover Election (RI 38-117), Rollover Information (RI 38-118), and...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-06-04

... more detailed information. Analysis Agency: Retirement Operations, Retirement Services, Office of... Information (RI 38-118), and Special Tax Notice Regarding Rollovers (RI 37-22) AGENCY: Office of Personnel... on an extension, without change, of a currently approved collection information request (ICR) 3206...

A study of finite element modeling for simulation of vehicle rollover

NASA Astrophysics Data System (ADS)

Lin, Zhigui; Liu, Changye; Lv, Juncheng; Jia, Ligang; Sun, Haichao; Chen, Tao

2017-04-01

At present, the automobile ownership has been a very large figure, and growing rapidly with the social progress and development. Automobile has been one of the most important transportation in people's life. Accordingly, there are a large number of fatalities and serious injuries in traffic accident every year. Vehicle safety has been paid more and more attentions in recent years. There are several kinds of traffic accidents including frontal crash, side crash, etc., while rollover crash is a special kind. The vehicle rollover has the lowest incidence in the all kinds of traffic accidents but has the highest rate of seriously injuries, most of which lead to death. For these reasons, it is very necessary to study the vehicle rollover crash. However, it's so hard that there are a small amount of literatures studying rollover due to its variety, large degree of freedom, and difficulty to repeat and control. The method to investigate rollover crash contains experiment, the finite element method and rigid-body-based models. The finite element method contains many advantages such as low cost, repeatability, detailed data and so on, but the limitation is obvious. A test and simulation has been accomplished to study the FEM for vehicle rollover crash particularly in this paper.

Investigation of factors affecting the injury severity of single-vehicle rollover crashes: A random-effects generalized ordered probit model.

PubMed

Anarkooli, Alireza Jafari; Hosseinpour, Mehdi; Kardar, Adele

2017-09-01

Rollover crashes are responsible for a notable number of serious injuries and fatalities; hence, they are of great concern to transportation officials and safety researchers. However, only few published studies have analyzed the factors associated with severity outcomes of rollover crashes. This research has two objectives. The first objective is to investigate the effects of various factors, of which some have been rarely reported in the existing studies, on the injury severities of single-vehicle (SV) rollover crashes based on six-year crash data collected on the Malaysian federal roads. A random-effects generalized ordered probit (REGOP) model is employed in this study to analyze injury severity patterns caused by rollover crashes. The second objective is to examine the performance of the proposed approach, REGOP, for modeling rollover injury severity outcomes. To this end, a mixed logit (MXL) model is also fitted in this study because of its popularity in injury severity modeling. Regarding the effects of the explanatory variables on the injury severity of rollover crashes, the results reveal that factors including dark without supplemental lighting, rainy weather condition, light truck vehicles (e.g., sport utility vehicles, vans), heavy vehicles (e.g., bus, truck), improper overtaking, vehicle age, traffic volume and composition, number of travel lanes, speed limit, undulating terrain, presence of central median, and unsafe roadside conditions are positively associated with more severe SV rollover crashes. On the other hand, unpaved shoulder width, area type, driver occupation, and number of access points are found as the significant variables decreasing the probability of being killed or severely injured (i.e., KSI) in rollover crashes. Land use and side friction are significant and positively associated only with slight injury category. These findings provide valuable insights into the causes and factors affecting the injury severity patterns of rollover crashes, and thus can help develop effective countermeasures to reduce the severity of rollover crashes. The model comparison results show that the REGOP model is found to outperform the MXL model in terms of goodness-of-fit measures, and also is significantly superior to other extensions of ordered probit models, including generalized ordered probit and random-effects ordered probit (REOP) models. As a result, this research introduces REGOP as a promising tool for future research focusing on crash injury severity. Copyright © 2017 Elsevier Ltd. All rights reserved.

Rollover footwear affects lower limb biomechanics during walking.

PubMed

Forghany, Saeed; Nester, Christopher J; Richards, Barry; Hatton, Anna Lucy; Liu, Anmin

2014-01-01

To investigate the effect of rollover footwear on walking speed, metabolic cost of gait, lower limb kinematics, kinetics, EMG muscle activity and plantar pressure. Twenty subjects (mean age-33.1 years, height-1.71 m, body mass-68.9 kg, BMI 23.6, 12 male) walked in: a flat control footwear; a flat control footwear weighted to match the mass of a rollover shoe; a rollover shoe; MBT footwear. Data relating to metabolic energy and temporal aspects of gait were collected during 6 min of continuous walking, all other data in a gait laboratory. The rollover footwear moved the contact point under the shoe anteriorly during early stance, increasing midfoot pressures. This changed internal ankle dorsiflexion moments to plantarflexion moments earlier, reducing ankle plantarflexion and tibialis anterior activity after initial contact, and increasing calf EMG activity. In mid stance the rollover footwear resulted in a more dorsiflexed ankle position but less ankle movement. During propulsion, the rollover footwear reduced peak ankle dorsiflexion, peak internal plantarflexor ankle moments and the range of ankle plantarflexion. Vertical ground reaction loading rates were increased by the rollover footwear. There were no effects on temporal or energy cost of gait and no effect of elevated shoe weight. Investigating all proposed effects of this footwear concurrently has enabled a more valid investigation of how the footwear effects are interrelated. There were concurrent changes in several aspects of lower limb function, with greatest effects at the foot and ankle, but no change in the metabolic cost of walking. Copyright © 2013 Elsevier B.V. All rights reserved.

49 CFR 238.215 - Rollover strength.

Code of Federal Regulations, 2010 CFR

2010-10-01

...-level, the intermediate floor rail. The allowable stress in the structural members of the occupied volumes for this condition shall be one-half yield or one-half the critical buckling stress, whichever is.... Other than roof sheathing and framing, the allowable stress in the structural members of the occupied...

49 CFR 238.415 - Rollover strength.

Code of Federal Regulations, 2010 CFR

2010-10-01

... side frame. The allowable stress in the structural members of the occupied volumes for this condition shall be one-half yield or one-half the critical buckling stress, whichever is less. Minor localized... framing. The allowable stress in the structural members of the occupied volumes for this condition shall...

49 CFR 238.415 - Rollover strength.

Code of Federal Regulations, 2012 CFR

2012-10-01

... side frame. The allowable stress in the structural members of the occupied volumes for this condition shall be one-half yield or one-half the critical buckling stress, whichever is less. Minor localized... framing. The allowable stress in the structural members of the occupied volumes for this condition shall...

49 CFR 238.415 - Rollover strength.

Code of Federal Regulations, 2014 CFR

2014-10-01

... side frame. The allowable stress in the structural members of the occupied volumes for this condition shall be one-half yield or one-half the critical buckling stress, whichever is less. Minor localized... framing. The allowable stress in the structural members of the occupied volumes for this condition shall...

49 CFR 238.215 - Rollover strength.

Code of Federal Regulations, 2012 CFR

2012-10-01

...-level, the intermediate floor rail. The allowable stress in the structural members of the occupied volumes for this condition shall be one-half yield or one-half the critical buckling stress, whichever is.... Other than roof sheathing and framing, the allowable stress in the structural members of the occupied...

49 CFR 238.215 - Rollover strength.

Code of Federal Regulations, 2013 CFR

2013-10-01

...-level, the intermediate floor rail. The allowable stress in the structural members of the occupied volumes for this condition shall be one-half yield or one-half the critical buckling stress, whichever is.... Other than roof sheathing and framing, the allowable stress in the structural members of the occupied...

49 CFR 238.215 - Rollover strength.

Code of Federal Regulations, 2014 CFR

2014-10-01

...-level, the intermediate floor rail. The allowable stress in the structural members of the occupied volumes for this condition shall be one-half yield or one-half the critical buckling stress, whichever is.... Other than roof sheathing and framing, the allowable stress in the structural members of the occupied...

49 CFR 238.415 - Rollover strength.

Code of Federal Regulations, 2013 CFR

2013-10-01

... side frame. The allowable stress in the structural members of the occupied volumes for this condition shall be one-half yield or one-half the critical buckling stress, whichever is less. Minor localized... framing. The allowable stress in the structural members of the occupied volumes for this condition shall...

49 CFR 238.215 - Rollover strength.

Code of Federal Regulations, 2011 CFR

2011-10-01

...-level, the intermediate floor rail. The allowable stress in the structural members of the occupied volumes for this condition shall be one-half yield or one-half the critical buckling stress, whichever is.... Other than roof sheathing and framing, the allowable stress in the structural members of the occupied...

49 CFR 238.415 - Rollover strength.

Code of Federal Regulations, 2011 CFR

2011-10-01

... side frame. The allowable stress in the structural members of the occupied volumes for this condition shall be one-half yield or one-half the critical buckling stress, whichever is less. Minor localized... framing. The allowable stress in the structural members of the occupied volumes for this condition shall...

26 CFR 1.402(f)-1 - Required explanation of eligible rollover distributions; questions and answers.

Code of Federal Regulations, 2010 CFR

2010-04-01

... in a series of periodic payments that are eligible rollover distributions? Q-4: May a plan... a reasonable period of time before making an eligible rollover distribution, to provide the...(f) notice must be designed to be easily understood and must explain the following: the rules under...

26 CFR 31.3405(c)-1 - Withholding on eligible rollover distributions; questions and answers.

Code of Federal Regulations, 2010 CFR

2010-04-01

... plan administrator withhold tax from an eligible rollover distribution for which a direct rollover..., DEPARTMENT OF THE TREASURY (CONTINUED) EMPLOYMENT TAXES AND COLLECTION OF INCOME TAX AT SOURCE EMPLOYMENT TAXES AND COLLECTION OF INCOME TAX AT SOURCE Collection of Income Tax at Source § 31.3405(c)-1...

Safety Changes in the US Vehicle Fleet since Model Year 1990, Based on NASS Data

PubMed Central

Eigen, Ana Maria; Digges, Kennerly; Samaha, Randa Radwan

2012-01-01

Based on the National Automotive Sampling System Crashworthiness Data System since the 1988–1992 model years, there has been a reduction in the MAIS 3+ injury rate and the Mean HARM for all crash modes. The largest improvement in vehicle safety has been in rollovers. There was an increase in the rollover injury rate in the 1993–1998 model year period, but a reduction since then. When comparing vehicles of the model year 1993 to 1998 with later model vehicles, the most profound difference was the reduction of rollover frequency for SUV’s – down more than 20% when compared to other crash modes. When considering only model years since 2002 the rollover frequency reduction was nearly 40%. A 26% reduction in the rate of moderate and serious injuries for all drivers in rollovers was observed for the model years later than 1998. The overall belt use rate for drivers of late model vehicles with HARM weighted injuries was 62% - up from 54% in earlier model vehicles. However, in rollover crashes, the same belt use rate lagged at 54%. PMID:23169134

Rollovers during play: Complementary perspectives.

PubMed

Smuts, Barbara; Bauer, Erika; Ward, Camille

2015-07-01

In this commentary, we compare and contrast Norman et al.s' findings on rollovers during dog play (Norman et al., 2015; the "target article") with our work on dog play fighting (Bauer and Smuts, 2007; Ward et al., 2008). We first review our major findings and then correct some errors in the target article's descriptions of our work. We then further explore the concept of "defensive" rollovers proposed in the target article. We conclude that a combination of the target article's approach and ours should inform future investigations of dog rollovers. Copyright © 2015 Elsevier B.V. All rights reserved.

Cervical spine injury in rollover crashes: Anthropometry, excursion, roof deformation, and ATD prediction.

PubMed

Roberts, Carolyn W; Toczyski, Jacek; Kerrigan, Jason R

2018-04-22

While rollover crashes are rare, approximately one third of vehicle occupant fatalities occur in rollover crashes. Most severe-to-fatal injuries resulting from rollover crashes occur in the head or neck region, due to head and neck interaction with the roof during the crash. While many studies have used anthropomorphic test devices (ATDs) to predict head and neck injury, the biofidelity of ATDs in rollover has not been established. This study aims to build on previous research to compare the dynamic response and injuries sustained by four post mortem human surrogates (PMHS) to those predicted by six different ATDs in full-scale rollover crash tests. Additionally, this study evaluates injuries sustained by PMHS relative to possible contributing factors including occupant kinematics, occupant anthropometry, and vehicle roof deformation. While the vehicle kinematics and roof deformation were comparable for all tests, three out of the four PMHS sustained cervical spine injury, but only the tallest specimen sustained cervical spine fracture. Neck flexion at the time of head-to-roof contact appears to have affected cervical spine injury risk in these cases. Despite the injuries sustained in the PMHS, none of the six ATDs measured forces or accelerations that exceeded injury assessment reference values (IARVs), which adds to recent literature illustrating substantial differences between ATDs and PMHS in a rollover-like scenario. Copyright © 2018. Published by Elsevier Ltd.

26 CFR 1.402(f)-1 - Required explanation of eligible rollover distributions; questions and answers.

Code of Federal Regulations, 2013 CFR

2013-04-01

... each distribution in a series of periodic payments that are eligible rollover distributions? Q-4: May a... required, within a reasonable period of time before making an eligible rollover distribution, to provide... section 402(f) notice must be designed to be easily understood and must explain the following: the rules...

78 FR 13853 - Federal Motor Vehicle Safety Standards; Denial of Petition for Rulemaking; Vehicle Rollover...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-03-01

... stability control systems,'' a copy of the preliminary regulatory impact analysis for FMVSS No. 126, and... directed NHTSA to develop a dynamic rollover test and to use information obtained in that test to help... policy establishing a ``fishhook'' test as the dynamic rollover test for NCAP. The fishhook test is an...

A generic analytical foot rollover model for predicting translational ankle kinematics in gait simulation studies.

PubMed

Ren, Lei; Howard, David; Ren, Luquan; Nester, Chris; Tian, Limei

2010-01-19

The objective of this paper is to develop an analytical framework to representing the ankle-foot kinematics by modelling the foot as a rollover rocker, which cannot only be used as a generic tool for general gait simulation but also allows for case-specific modelling if required. Previously, the rollover models used in gait simulation have often been based on specific functions that have usually been of a simple form. In contrast, the analytical model described here is in a general form that the effective foot rollover shape can be represented by any polar function rho=rho(phi). Furthermore, a normalized generic foot rollover model has been established based on a normative foot rollover shape dataset of 12 normal healthy subjects. To evaluate model accuracy, the predicted ankle motions and the centre of pressure (CoP) were compared with measurement data for both subject-specific and general cases. The results demonstrated that the ankle joint motions in both vertical and horizontal directions (relative RMSE approximately 10%) and CoP (relative RMSE approximately 15% for most of the subjects) are accurately predicted over most of the stance phase (from 10% to 90% of stance). However, we found that the foot cannot be very accurately represented by a rollover model just after heel strike (HS) and just before toe off (TO), probably due to shear deformation of foot plantar tissues (ankle motion can occur without any foot rotation). The proposed foot rollover model can be used in both inverse and forward dynamics gait simulation studies and may also find applications in rehabilitation engineering. Copyright 2009 Elsevier Ltd. All rights reserved.

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.

SUV Rollover Test

NASA Technical Reports Server (NTRS)

Chambers, William V.

2004-01-01

The National Highway Traffic Safety Administration (NHTSA) approached NASA to evaluate vehicle rollover resistance using the High Capacity Centrifuge Facility. Testing was planned for six different sport utility vehicles. Previous methods for simulating the rollover conditions were considered to be not indicative of the true driving conditions. A more realistic gradual application of side loading could be achieved by using a centrifuge facility. A unique load measuring lower support system was designed to measure tire loading on the inboard tires and to indicate tire liftoff. This lower support system was designed to more closely emulate the actual rollover conditions. Additional design features were provided to mitigate potential safety hazards.

A comprehensive review of rollover accidents involving vehicles equipped with Electronic Stability Control (ESC) systems.

PubMed

Padmanaban, Jeya; Shields, Leland E; Scheibe, Robert R; Eyges, Vitaly E

2008-10-01

This study investigated 478 police accident reports from 9 states to examine and characterize rollover crashes involving ESC-equipped vehicles. The focus was on the sequence of critical events leading to loss of control and rollover, and the interactions between the accident, driver, and environment. Results show that, while ESC is effective in reducing loss of control leading to certain rollover crashes, its effectiveness is diminished in others, particularly when the vehicle departs the roadway or when environmental factors such as slick road conditions or driver factors such as speeding, distraction, fatigue, impairment, or overcorrection are present.

A Comprehensive Review of Rollover Accidents Involving Vehicles Equipped with Electronic Stability Control (ESC) Systems

PubMed Central

Padmanaban, Jeya; Shields, Leland E.; Scheibe, Robert R.; Eyges, Vitaly E.

2008-01-01

This study investigated 478 police accident reports from 9 states to examine and characterize rollover crashes involving ESC-equipped vehicles. The focus was on the sequence of critical events leading to loss of control and rollover, and the interactions between the accident, driver, and environment. Results show that, while ESC is effective in reducing loss of control leading to certain rollover crashes, its effectiveness is diminished in others, particularly when the vehicle departs the roadway or when environmental factors such as slick road conditions or driver factors such as speeding, distraction, fatigue, impairment, or overcorrection are present. PMID:19026219

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.

Vehicle rollover risk and electronic stability control systems.

PubMed

MacLennan, P A; Marshall, T; Griffin, R; Purcell, M; McGwin, G; Rue, L W

2008-06-01

Electronic stability control (ESC) systems were developed to reduce motor vehicle collisions (MVCs) caused by loss of control. Introduced in Europe in 1995 and in the USA in 1996, ESC is designed to improve vehicle lateral stability by electronically detecting and automatically assisting drivers in unfavorable situations. To examine the relationship between vehicle rollover risk and presence of ESC using a large national database of MVCs. A retrospective cohort study for the period 1995 through 2006 was carried out using data obtained from the National Automotive Sampling System General Estimates System. All passenger cars and sport utility vehicles (SUVs)/vans of model year 1996 and later were eligible. Vehicle ESC (unavailable, optional, standard) was determined on the basis of make, model, and model year. Risk ratios (RRs) and 95% CIs were calculated to compare rollover risk by vehicle ESC group. For all crashes, vehicles equipped with standard ESC had decreased risk of rollover (RR = 0.62, 95% CI 0.50 to 0.77) compared with vehicles with ESC unavailable. The association was consistent for single-vehicle MVCs (RR = 0.61, 95% CI 0.46 to 0.82); passenger cars had decreased rollover risk (RR = 0.77, 95% CI 0.52 to 1.12), but SUVs/vans had a more dramatically decreased risk (RR = 0.40, 95% CI 0.26 to 0.61). This study supports previous results showing ESC to be effective in reducing the risk of rollover. ESC is more effective in SUVs/vans for rollovers related to single-vehicle MVCs.

North Texas Sediment Budget: Sabine Pass to San Luis Pass

DTIC Science & Technology

2006-09-01

concrete units have been placed over sand-filled fabric tube . .......................................33 Figure 28. Sand-filled fabric tubes protecting...system UTM Zone 15, NAD 83 Longshore drift directions King (in preparation) Based on wave hindcast statistics and limited buoy data Rollover Pass...along with descriptions of the jetties and limited geographic coordinate data1 (Figure 18). The original velum or Mylar sheets from which the report

Injuries to Occupants of U.S. Army High Mobility Multipurpose Wheeled Vehicles in Rollover Accidents, 1989-2007

DTIC Science & Technology

2013-04-02

This research conducted on occupant injuries in U.S. Army High Mobility Multipurpose Wheeled Vehicle (HMMWV) rollover accidents was presented at the ...12  1 Introduction The High Mobility Multipurpose Wheeled Vehicle (HMMWV) is...Soldiers may experience the full impact of jarring forces and/or projectile forces of unrestrained equipment. Rollovers are especially hazardous to

Health savings accounts and health reimbursement arrangements: assets, account balances, and rollovers, 2006-2011.

PubMed

Fronstin, Paul

2012-01-01

ASSET LEVELS GROWING: In 2011, there was $12.4 billion in health savings accounts (HSAs) and health reimbursement arrangements (HRAs), spread across 8.4 million accounts, according to data from the 2011 EBRI/MGA Consumer Engagement in Health Care Survey, sponsored by EBRI and Matthew Greenwald & Associates. This is up from 2006, when there were 1.3 million accounts with $873.4 million in assets, and 2010, when 5.4 million accounts held $7.3 billion in assets. AFTER LEVELING OFF, AVERAGE ACCOUNT BALANCES INCREASED: After average account balances leveled off in 2008 and 2009, and fell slightly in 2010, they increased in 2011. In 2006, account balances averaged $696. They increased to $1,320 in 2007, a 90 percent increase. Account balances averaged $1,356 in 2008 and $1,419 in 2009, 3 percent and 5 percent increases, respectively. In 2010, average account balances fell to $1,355, down 4.5 percent from the previous year. In 2011, average account balances increased to $1,470, a 9 percent increase from 2010. TOTAL AND AVERAGE ROLLOVERS INCREASE: After declining to $1,029 in 2010, average rollover amounts increased to $1,208 in 2011. Total assets being rolled over increased as well: $6.7 billion was rolled over in 2011, up from $3.7 billion in 2010. The percentage of individuals without a rollover remained at 13 percent in 2011. HEALTHY BEHAVIOR DOES NOT MEAN HIGHER ACCOUNT BALANCES AND HIGHER ROLLOVERS: Individuals who smoke have more money in their accounts than those who do not smoke. In contrast, obese individuals have less money in their account than the nonobese. There is very little difference in account balances by level of exercise. Very small differences were found in account balances and rollover amounts between individuals who used cost or quality information, compared with those who did not use such information. However, next to no relationship was found between either account balance or rollover amounts and various cost-conscious behaviors. When a difference was found, those exhibiting the cost-conscious behavior were found to have lower account balances and rollover amounts. DIFFERENCES IN ACCOUNT BALANCES: Men have higher account balances than women, older individuals have higher account balances than younger ones, account balances increase with household income, and education has a significant impact on account balances independent of income and other variables. DIFFERENCES IN ROLLOVER AMOUNTS: Men rolled over more money than women, and older individuals had higher rollover amounts than younger individuals. Rollover amounts increase with household income and education, and individuals with single coverage rolled over a slightly higher amount than those with family coverage.

Rollover risk prediction of heavy vehicles by reliability index and empirical modelling

NASA Astrophysics Data System (ADS)

Sellami, Yamine; Imine, Hocine; Boubezoul, Abderrahmane; Cadiou, Jean-Charles

2018-03-01

This paper focuses on a combination of a reliability-based approach and an empirical modelling approach for rollover risk assessment of heavy vehicles. A reliability-based warning system is developed to alert the driver to a potential rollover before entering into a bend. The idea behind the proposed methodology is to estimate the rollover risk by the probability that the vehicle load transfer ratio (LTR) exceeds a critical threshold. Accordingly, a so-called reliability index may be used as a measure to assess the vehicle safe functioning. In the reliability method, computing the maximum of LTR requires to predict the vehicle dynamics over the bend which can be in some cases an intractable problem or time-consuming. With the aim of improving the reliability computation time, an empirical model is developed to substitute the vehicle dynamics and rollover models. This is done by using the SVM (Support Vector Machines) algorithm. The preliminary obtained results demonstrate the effectiveness of the proposed approach.

Adoption of rollover protective structures (ROPS) on U.S. farm tractors by state: 1993-1995, 2001, and 2004.

PubMed

Hard, D L; Myers, J R

2011-04-01

This research compares state-level rollover protective structure (ROPS) prevalence rates from the early and mid-1990s to those observed in the years 2001 and 2004. In addition, state-level ROPS prevalence rates are compared to state-level tractor overturn fatality rates. Tractor data for 1993-1995 and for 2001 and 2004 for all tractors and ROPS-equipped tractors in use on U.S. farms were derived from surveys conducted for NIOSH by the USDA-NASS. Changes in ROPS prevalence rates at the state level between the two time periods were assessed using a two-sample paired t-test with unequal sample sizes. Poisson regression was used to assess the association between ROPS prevalence rates and tractor overturn fatality rates at the state level. Overall, 49 of the 50 states had an observed increase in the percentage of farm tractors equipped with ROPS from 1993-1995 to 2001 and 2004. This increase was statistically significant for 34 states. Large shifts in ROPS prevalence were found within individual states and in clusters of states. These include a major increase in the southeastern U.S. and some western states. However, a core of states in the northeast (many of them in or near the Appalachian Mountains) through the upper midwest remain in the bottom quartile for ROPS prevalence. For the years 1992 through 2004, the highest fatality rates were observed in many of the same states that were identified previously as having persistently low ROPS prevalence rates. There is a clear relationship between low state-level ROPS prevalence rates and high state-specific tractor overturn fatality rates. While progress has been made in increasing the percentage of ROPS-equipped farm tractors, it is projected that ROPS prevalence rates will not reach a protective level nationally until after 2015. Regionally, the northeast and midwest will not reach protective levels of ROPS-equipped tractors until after 2020. Based on the adoption rates observed, tractor overturn rates will likely continue to be a more localized, but significant, public health issue for several states beyond the year 2020. The results of this study show the geographic areas of the U.S. where the greatest need exists, and where a greater emphasis should be placed on ROPS promotion activities. However, addressing this public health issue on a large scale will require resources and an organized commitment, which have historically been lacking.

Factors that influence chest injuries in rollovers.

PubMed

Digges, Kennerly; Eigen, Ana; Tahan, Fadi; Grzebieta, Raphael

2014-01-01

The design of countermeasures to reduce serious chest injuries for belted occupants involved in rollover crashes requires an understanding of the cause of these injuries and of the test conditions to assure the effectiveness of the countermeasures. This study defines rollover environments and occupant-to-vehicle interactions that cause chest injuries for belted drivers. The NASS-CDS was examined to determine the frequency and crash severity for belted drivers with serious (Abbreviated Injury Scale [AIS] 3+) chest injuries in rollovers. Case studies of NASS crashes with serious chest injuries sustained by belted front occupants were undertaken and damage patterns were determined. Vehicle rollover tests with dummies were examined to determine occupant motion in crashes with damage similar to that observed in the NASS cases. Computer simulations were performed to further explore factors that could contribute to chest injury. Finite element model (FEM) vehicle models with both the FEM Hybrid III dummy and THUMS human model were used in the simulations. Simulation of rollovers with 6 quarter-turns or less indicated that increases in the vehicle pitch, either positive or negative, increased the severity of dummy chest loadings. This finding was consistent with vehicle damage observations from NASS cases. For the far-side occupant, the maximum chest loadings were caused by belt and side interactions during the third quarter-turn and by the center console loading during the fourth quarter-turn. The results showed that the THUMS dummy produced more realistic kinematics and improved insights into skeletal and chest organ loadings compared to the Hybrid III dummy. These results suggest that a dynamic rollover test to encourage chest injury reduction countermeasures should induce a roll of at least 4 quarter-turns and should also include initial vehicle pitch and/or yaw so that the vehicle's axis of rotation is not aligned with its inertial roll axis during the initial stage of the rollover.

Validation by numerical simulation of the behaviour of protective structures of machinery cabins subjected to standardized shocks

NASA Astrophysics Data System (ADS)

Dumitrache, P.; Goanţă, A. M.

2017-08-01

The ability of the cabins to insure the operator protection in the case of the shock loading that appears at the roll-over of the machine or when the cab is struck by the falling objects, it’s one of the most important performance criterions that it must comply by the machines and the mobile equipments. The experimental method provides the most accurate information on the behaviour of protective structures, but generates high costs due to experimental installations and structures which may be compromised during the experiments. In these circumstances, numerical simulation of the actual problem (mechanical shock applied to a strength structure) is a perfectly viable alternative, given that the hardware and software current performances provides the necessary support to obtain results with an acceptable level of accuracy. In this context, the paper proposes using FEA platforms for virtual testing of the actual strength structures of the cabins using their finite element models based on 3D models generated in CAD environments. In addition to the economic advantage above mentioned, although the results obtained by simulation using the finite element method are affected by a number of simplifying assumptions, the adequate modelling of the phenomenon can be a successful support in the design process of structures to meet safety performance criteria imposed by current standards. In the first section of the paper is presented the general context of the security performance requirements imposed by current standards on the cabins strength structures. The following section of the paper is dedicated to the peculiarities of finite element modelling in problems that impose simulation of the behaviour of structures subjected to shock loading. The final section of the paper is dedicated to a case study and to the future objectives.

Occupant and crash characteristics for case occupants with cervical spine injuries sustained in motor vehicle collisions.

PubMed

Stein, Deborah M; Kufera, Joseph A; Ho, Shiu M; Ryb, Gabriel E; Dischinger, Patricia C; O'Connor, James V; Scalea, Thomas M

2011-02-01

Motor vehicle collisions (MVCs) are the leading cause of spine and spinal cord injuries in the United States. Traumatic cervical spine injuries (CSIs) result in significant morbidity and mortality. This study was designed to evaluate both the epidemiologic and biomechanical risk factors associated with CSI in MVCs by using a population-based database and to describe occupant and crashes characteristics for a subset of severe crashes in which a CSI was sustained as represented by the Crash Injury Research Engineering Network (CIREN) database. Prospectively collected CIREN data from the eight centers were used to identify all case occupants between 1996 and November 2009. Case occupants older than 14 years and case vehicles of the four most common vehicle types were included. The National Automotive Sampling System's Crashworthiness Data System, a probability sample of all police-reported MVCs in the United States, was queried using the same inclusion criteria between 1997 and 2008. Cervical spinal cord and spinal column injuries were identified using Abbreviated Injury Scale (AIS) score codes. Data were abstracted on all case occupants, biomechanical crash characteristics, and injuries sustained. Univariate analysis was performed using a χ analysis. Logistic regression was used to identify significant risk factors in a multivariate analysis to control for confounding associations. CSIs were identified in 11.5% of CIREN case occupants. Case occupants aged 65 years or older and those occupants involved in rollover crashes were more likely to sustain a CSI. In univariate analysis of the subset of severe crashes represented by CIREN, the use of airbag and seat belt together (reference) were more protective than seat belt alone (odds ratio [OR]=1.73, 95% confidence interval [CI]=1.32-2.27) or the use of neither restraint system (OR=1.45, 95% CI=1.02-2.07). The most frequent injury sources in CIREN crashes were roof and its components (24.8%) and noncontact sources (15.5%). In multivariate analysis, age, rollover impact, and airbag-only restraint systems were associated with an increased odds of CSI. Using the population-based National Automotive Sampling System's Crashworthiness Data System data, 0.35% of occupants sustained a CSI. In univariate analysis, older age was noted to be a significant risk factor for CSI. Airbag-only restraint systems and both rollover and lateral crashes were also identified as risk factors for CSI. In addition, increasing delta v was highly associated with CSIs. In multivariate analysis, similar risk factors were noted. Of all the restraint systems, seat belt use without airbag deployment was found to be the most protective restraint system (OR=0.29, 95% CI=0.16-0.50), whereas airbag-only restraint was associated with the highest risk of CSI (OR=3.54, 95% CI=2.29-5.46). Despite advances in automotive safety, CSIs sustained in MVC continue to occur too often. Older case occupants are at an increased risk of CSI. Rollover crashes and severe crashes led to a much higher risk of CSI than other types and severity of MVCs. Seat belt use is very effective in preventing CSI, whereas airbag deployment may increase the risk of occupants sustaining a CSI. More protection for older occupants is needed and protection in both rollover and lateral crashes should remain a focus of the automotive industry. The design of airbag restraint systems should be evaluated so that they are not causative of serious injury. In addition, engineers should continue to focus on improving automotive design to minimize the risk of spinal injury to occupants in high severity crashes.

Stories or statistics? Farmers' attitudes toward messages in an agricultural safety campaign.

PubMed

Morgan, S E; Cole, H P; Struttmann, T; Piercy, L

2002-05-01

Farming is the second most hazardous occupation in the U.S. The high mortality rate is due in large part to farm equipment hazards, particularly tractor overturns. Injuries and deaths associated with tractor overturns could be prevented with the use of a rollover protective structure (ROPS). In spite of the known dangers associated with overturn incidents, farmers are reluctant to retrofit ROPS on older tractors. Few agricultural safety campaigns target the issue of ROPS retrofits, and none have been evaluated systematically. This article reports a study that examines a set of messages that were central to the Community Partners for Healthy Farming project. This study indicates that narrative-based messages and messages incorporating fear appeals are more favorably evaluated by farmers than messages that simply inform farmers or messages that rely on statistics.

Tazemetostat Rollover Study (TRuST): An Open-Label Rollover Study

ClinicalTrials.gov

2018-06-05

Diffuse Large B-cell Lymphoma; Follicular Lymphoma; Malignant Rhabdoid Tumors (MRT); Rhabdoid Tumors of the Kidney (RTK); Atypical Teratoid Rhabdoid Tumors (ATRT); Synovial Sarcoma; Epitheliod Sarcoma; Mesothelioma; Advanced Solid Tumors

Epidemiology, Causes and Prevention of Car Rollover Crashes with Ejection

PubMed Central

El-Hennawy, HM; El-Menyar, A; Al-Thani, H; Tuma, M; Parchani, A; Abdulrahman, H; Peralta, R; Asim, M; Zarour, A; Latifi, R

2014-01-01

Rollover crashes (ROCs) are responsible for almost a third of all highway vehicle occupant fatalities. Although ROCs are common and serious mechanism of injury, ROCs are under-reported. To analyze the causes, mechanism, impact and prevention of ROCs, we reviewed the literature between 1984 and 2013. By utilizing the search engines PubMed, MEDLINE and EMBASE by using key words “ROCs” “Ejection” and “vehicle” the initial search yielded 241 abstracts, of which 58 articles were relevant. Most of the articles were either retrospective or experimental studies funded by automobile companies. All vehicles are susceptible to rollovers to certain extents. Despite continuing innovation in vehicles’ safety, human factor is pivotal in prevention of ROCs. Distracted driving, speeding and drinking escalate the chances of rollover crashes. Wearing a seatbelt greatly improves the chances of surviving a ROC. PMID:25221693

Social and Individual Influences on Tractor Operating Practices of Young Adult Agricultural Workers.

PubMed

Rudolphi, Josie M; Campo, Shelly; Gerr, Fred; Rohlman, Diane S

2018-05-01

Tractor-related incidents are the leading cause of agricultural-related fatalities in the United States. Injuries from rollovers can be prevented by equipping tractors with rollover protective structures (ROPS, an engineering approach) and by using seatbelts (a behavior-based approach). While adult farmers report low seatbelt use and frequent use of tractors without ROPS, it is unknown whether the young adult population has adopted similar tractor driving practices. This study was designed to identify tractor operating practices among young adult agricultural workers and the influence of supervisors, peers, and parents on their safety behaviors. An online survey was conducted among college students enrolled in agricultural science classes in four Midwestern colleges and universities. Participants answered questions about their tractor operating practices, the influence of supervisors, peers, parents, and individual risk taking tendencies on their workplace practices. A tractor operation safety score was estimated from participants' responses. Linear regression was used to examine the association of these influences and the tractor operation safety score. Of the 193 respondents, most (78.8%) reported that they never or rarely wear a seatbelt when operating a tractor with a ROPS. Supervisory influences, such as being negatively evaluated by a supervisor, were found to be more strongly associated with tractor operating behaviors than peer or parent influence. Young adult agricultural workers frequently reported unsafe tractor operating behaviors. Supervisors were found to have the most influence over reported behaviors of young adult agricultural workers. Copyright © 2017 The Society for Adolescent Health and Medicine. Published by Elsevier Inc. All rights reserved.

Characterisation of prosthetic feet used in low-income countries.

PubMed

Sam, M; Hansen, A H; Childress, D S

2004-08-01

Eleven kinds of prosthetic feet that were designed for use in low-income countries were mechanically characterised in this study. Masses of the different kinds of prosthetic feet varied substantially. Dynamic properties, including damping ratios and resonant frequencies, were obtained from step unloading tests of the feet while interacting with masses comparable to the human body. Data showed that for walking, the feet can be appropriately modeled using their quasistatic properties since natural frequencies were high compared to walking frequencies and since damping ratios were small. Roll-over shapes, the effective rocker (cam) geometries that the feet deform to under walking loads, were determined using a quasistatic loading technique and a spatial transformation of the ground reaction force's centre of pressure. The roll-over shapes for most of the prosthetic feet studied were similar to the roll-over shape of the SACH (solid-ankle cushioned heel) prosthetic foot. All roll-over shapes showed a lack of forefoot support, which may cause a "drop-off" experience at the end of single limb stance and shorter step lengths of the contralateral limb. The roll-over shapes of prosthetic feet appear useful in characterization of foot function.

Integrating engineering principles into the medico-legal investigation of a rare fatal rollover car accident involving complex dynamics.

PubMed

Grassi, Vincenzo M; Castagnola, Flaminia; Miscusi, Massimo; De-Giorgio, Fabio

2016-09-01

Rollover car accidents can be the result of forceful steering or hitting an obstacle that acts like a ramp. Mortality from this type of car accident is particularly high, especially when occupants are thrown out of the vehicle. We report a case of a 67-year-old man who died after a rollover accident that occurred when he was driving a car equipped with a glass moonroof. He was found inside his car with his safety belt correctly fastened and the roof shattered. At autopsy, a wide avulsion injury of the head was observed, which was associated with an atlanto-axial dislocation and full-thickness fracture of the cervical body and posterior facet joints of the seventh cervical vertebra. The data collected at the scene of the accident were integrated with the autopsy results to yield a forensic engineering reconstruction. This reconstruction elucidated the dynamics of the event and correctly ascribed the lesions observed at autopsy to the phases of the rollover. Afterward, an analysis of the scientific literature concerning rollover crash tests was conducted to understand why the driver sustained fatal injuries even though his seatbelt was properly fastened.

Jackpot Structural Features: Rollover Effect and Goal-Gradient Effect in EGM Gambling.

PubMed

Li, En; Rockloff, Matthew J; Browne, Matthew; Donaldson, Phillip

2016-06-01

Relatively little research has been undertaken on the influence of jackpot structural features on electronic gaming machine (EGM) gambling behavior. This study considered two common features of EGM jackpots: progressive (i.e., the jackpot incrementally growing in value as players make additional bets), and deterministic (i.e., a guaranteed jackpot after a fixed number of bets, which is determined in advance and at random). Their joint influences on player betting behavior and the moderating role of jackpot size were investigated in a crossed-design experiment. Using real money, players gambled on a computer simulated EGM with real jackpot prizes of either $500 (i.e., small jackpot) or $25,000 (i.e., large jackpot). The results revealed three important findings. Firstly, players placed the largest bets (20.3 % higher than the average) on large jackpot EGMs that were represented to be deterministic and non-progressive. This finding was supportive of a hypothesized 'goal-gradient effect', whereby players might have felt subjectively close to an inevitable payoff for a high-value prize. Secondly, large jackpots that were non-deterministic and progressive also promoted high bet sizes (17.8 % higher than the average), resembling the 'rollover effect' demonstrated in lottery betting, whereby players might imagine that their large bets could be later recouped through a big win. Lastly, neither the hypothesized goal-gradient effect nor the rollover effect was evident among players betting on small jackpot machines. These findings suggest that certain high-value jackpot configurations may have intensifying effects on player behavior.

Rollover Data Special Study : Final Report.

DOT National Transportation Integrated Search

2011-01-31

This report summarizes research results from the Rollover Data Special Study (RODSS) project. The research encompassed the : design of a RODSS database for the National Highway Traffic Safety Administration, review of the RODSS data to evaluate the :...

U02 : heavy truck rollover characterization (phase-A) final report.

DOT National Transportation Integrated Search

2009-01-01

This Heavy Truck Rollover Characterization Program is a major research effort conducted by the National Transportation Research Center, Inc. (NTRCI) in partnership with Oak Ridge National Laboratory (ORNL), Michelin Americas Research Company (MARC), ...

Cervical vertebral realignment when voluntarily adopting a protective neck posture.

PubMed

Newell, Robyn S; Siegmund, Gunter P; Blouin, Jean-Sébastien; Street, John; Cripton, Peter A

2014-07-01

In vivo human volunteer study of the intervertebral postural changes and muscle activity levels while tensing the neck muscles. To determine if actively tensing the neck muscles changes the posture of the cervical spine and, because axial impact neck injury often occurs while inverted, whether these changes exist both upright and upside down. Rollover accidents are dynamic and complex events in which head contacts with the vehicle interior can cause catastrophic neck injuries. Computational modeling has suggested that active neck muscles may increase the risk of cervical spine fracture in a rollover crash. Cadaver testing has also demonstrated that overall neck alignment and curvature are key to understanding and preventing catastrophic neck injuries. Although muscle activity and neck posture affects the resulting injury, there are currently no in vivo data describing how tensing the neck muscles influences intervertebral posture. Eleven human subjects (6 females, 5 males) actively tensed their neck muscles while seated upright and inverted. Vertebral alignment was measured using fluoroscopy and muscle activity was recorded using surface and indwelling electrodes in 8 neck muscles. On average, tensed muscles increased cervical spine curvature and anterior motion of the cervical vertebrae relative to the torso. These changes, which were magnified by inversion, indicate that cervical intervertebral posture differs considerably between the relaxed and tensed states. Active muscle contraction can change the vertebral alignment in upright and inverted postures. This change in posture may alter the load path and injury mechanics during an axial head impact and may help explain the disparity between the neck injuries observed in real-world rollover accidents and ex vivo cadaver experiments. N/A.

An Efficient Optimal Design Methodology for Nonlinear Multibody Dynamics Systems with Application to Vehicle Occupant Restraint Systems

DTIC Science & Technology

2011-04-01

Lai, W., Carhart, M., Richards, D., Brown, J. and Raasch, C., (2006), Modeling the Effects of Seat Belt Pretensioners on Occupant Kinematics During...from being ejected from the vehicle but also be able to assist rapid entry into the vehicle during a rollover or other accidents to avoid injury or...vehicles, such as gunner restraint systems, blast-protective seating systems and other restraint systems, and commercial applications, such as

Identification of characteristics and frequent scenarios of single-vehicle rollover crashes during pre-ballistic phase; part 1 - A descriptive study.

PubMed

Kim, Taewung; Bose, Dipan; Foster, Jon; Bollapragada, Varun; Crandall, Jeff R; Clauser, Mark; Kerrigan, Jason R

2017-10-01

This study aimed to identify common patterns of pre-ballistic vehicle kinematics and roadway characteristics of real-world rollover crashes. Rollover crashes that were enrolled in the National Automotive Sampling System-Crashworthiness Data System (NASS-CDS) between the years 2000 and 2010 were analyzed. A descriptive analysis was performed to understand the characteristics of the pre-ballistic phase. Also, a frequency based pattern analysis was performed using a selection of NASS-CDS variables describing the pre-ballistic vehicle kinematics and roadway characteristics to rank common pathways of rollover crashes. Most case vehicles departed the road due to a loss of control/traction (LOC) (61%). The road departure with LOC was found to be 13.4 times more likely to occur with slippery road conditions compared to dry conditions. The vehicle was typically laterally skidding with yawing prior to a rollover (66%). Most case vehicles tripped over (82%) mostly at roadside/median (69%). The tripping force was applied to the wheels/tires (82%) from the ground (79%). The combination of these six most frequent attributes resulted in the most common scenario, which accounted for 26% of the entire cases. Large proportion of road departure with LOC (61%) implies electronic stability control (ESC) systems being an effective countermeasure for preventing single-vehicle rollover crashes. Furthermore, the correlation between the road departure with LOC and the reduced friction limit suggests the necessity of the performance evaluation of ESC under compromised road surface condition. Copyright © 2017 Elsevier Ltd. All rights reserved.

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

Evaluation of Prototype Automatic Truck Rollover Warning Systems

DOT National Transportation Integrated Search

1998-01-01

Three operating prototype Automatic Truck Rollover Warning Systems (ATRWS) installed on the Capital Beltway in Maryland and Virginia were evaluated for 3 years. The general objectives of this evaluation were to assess how the ATRWS performed and to d...

Biomechanical Factors and Injury Risk in High-Severity Rollovers

PubMed Central

Moore, Tara L. A.; Vijayakumar, Vinod; Steffey, Duane L.; Ramachandran, Karuna; Corrigan, Catherine Ford

2005-01-01

The number of rolls, as well as other factors, has been associated with increased injury risk in rollovers. Data from NASS-CDS from 1995–2003 were used to evaluate the biomechanical implications of vehicle kinematics during multiple rolls and to evaluate the risk of injuries to different body regions during rollovers. The data showed that the risk of injury increased with increasing number of rolls. The rate of increase in risk varied by the region of the body affected and injury severity. The increased risk was particularly great when a vehicle rolled more than two complete rolls. PMID:16179145

Predicting strain using forward modelling of restored cross-sections: Application to rollover anticlines over listric normal faults

NASA Astrophysics Data System (ADS)

Poblet, Josep; Bulnes, Mayte

2007-12-01

A strategy to predict strain across geological structures, based on previous techniques, is modified and evaluated, and a practical application is shown. The technique, which employs cross-section restoration combined with kinematic forward modelling, consists of restoring a section, placing circular strain markers on different domains of the restoration, and forward modelling the restored section with strain markers until the present-day stage is reached. The restoration algorithm employed must be also used to forward model the structure. The ellipses in the forward modelled section allow determining the strain state of the structure and may indirectly predict orientation and distribution of minor structures such as small-scale fractures. The forward model may be frozen at different time steps (different growth stages) allowing prediction of both spatial and temporal variation of strain. The method is evaluated through its application to two stages of a clay experiment, that includes strain markers, and its geometry and deformation history are well documented, providing a strong control on the results. To demonstrate the method's potential, it is successfully applied to a depth-converted seismic profile in the Central Sumatra Basin, Indonesia. This allowed us to gain insight into the deformation undergone by rollover anticlines over listric normal faults.

26 CFR 1.401(a)(31)-1 - Requirement to offer direct rollover of eligible rollover distributions; questions and answers.

Code of Federal Regulations, 2010 CFR

2010-04-01

... amount had been distributed, and the opening balance in the IRA does not exceed the amount of the... with the Tax Reform Act of 1986 and related provisions, as permitted in other administrative guidance...

Rollover of Apparent Wave Attenuation in Ice Covered Seas

NASA Astrophysics Data System (ADS)

Li, Jingkai; Kohout, Alison L.; Doble, Martin J.; Wadhams, Peter; Guan, Changlong; Shen, Hayley H.

2017-11-01

Wave attenuation from two field experiments in the ice-covered Southern Ocean is examined. Instead of monotonically increasing with shorter waves, the measured apparent attenuation rate peaks at an intermediate wave period. This "rollover" phenomenon has been postulated as the result of wind input and nonlinear energy transfer between wave frequencies. Using WAVEWATCH III®, we first validate the model results with available buoy data, then use the model data to analyze the apparent wave attenuation. With the choice of source parameterizations used in this study, it is shown that rollover of the apparent attenuation exists when wind input and nonlinear transfer are present, independent of the different wave attenuation models used. The period of rollover increases with increasing distance between buoys. Furthermore, the apparent attenuation for shorter waves drops with increasing separation between buoys or increasing wind input. These phenomena are direct consequences of the wind input and nonlinear energy transfer, which offset the damping caused by the intervening ice.

Fifteen-passenger vans and other transportation options: a comparison of driver, vehicle, and crash characteristics.

PubMed

Potter, Tom; Dubois, Sacha; Haras, Kathy; Bédard, Michel

2013-01-01

Fifteen-passenger vans (15-PVs) are a convenient and economical way to transport small groups of people and many educational, community, and health organizations utilize them. Given recent tragic crashes involving 15-PVs, many organizations are reconsidering their use. The goal of this study was to examine driver, vehicle, and crash characteristics of fatal 15-PV collisions over the past 2 decades in comparison to 3 other common vehicle classes. We used data from the Fatality Analysis Reporting System (years 1991-2008). Driver, vehicle, and crash characteristics were compared by vehicle classes (15-PV, cars, minivans, and intercity buses) using proportions along with odds ratios (using cars as the reference category) for dichotomous variables and means and mean differences for continuous variables. Logistic regression and analysis of variance were used to statistically compare odds and means, respectively. The odds and absolute risk of a first, subsequent, and either rollover by vehicle type and occupancy rate were also examined. Odds and absolute risk of a rollover event by occupancy rate were calculated. Compared to car drivers, van drivers typically had a better past 3-year driving record. Van drivers performed significantly fewer actions suggesting aggressive driving (e.g., speeding). However, the proportion of van drivers who were deemed to have followed improperly or to have overcorrected was greater. A vehicle rollover was cited almost twice as frequently in van crashes compared to other passenger vehicles. Of the 4 vehicle types studied, all were more likely to rollover as their occupancy rates increased. Fully loaded 15-PVs had almost 13 times the odds of rollover compared to fully loaded cars. Minivans when full (7 occupants), often seen as the replacement for 15-PVs, were found to have over 3.5 times the odds of rollover of fully loaded cars. Drivers need to be aware that as occupancy rates of the vehicles they drive rise so does the risk of rollover and fatalities, especially among minivans and 15-PVs. Organizations transporting groups need to balance cost and safety management by selecting vehicle types and drivers with acute awareness of the risks involved.

Dirt bikes and all terrain vehicles: the real threat to pediatric kidneys.

PubMed

Wu, Hsi-Yang; Gaines, Barbara A

2007-10-01

Recent reviews show that bicycles are the major cause of significant renal injury with few injuries occurring during contact sports. All-terrain vehicles are also responsible for significant pediatric renal trauma. We determined whether dirt bikes and all-terrain vehicles cause more significant renal injuries than contact sports. A retrospective review of our pediatric trauma database revealed 115 consecutive patients treated for renal trauma from 2000 to 2005. A total of 20 bicycle injuries occurred, including 6 on dirt bikes. A total of 13 all-terrain vehicle injuries occurred, including 4 involving rollovers. A total of 12 contact sport injuries occurred, including 2 during pick-up games. The mean grade of renal injury was compared among the mechanisms, with grades III-V considered high grade. In descending order of renal injury the mechanisms were dirt bike (2.8), all-terrain vehicle rollover (2.8), bicycle (2.3), all-terrain vehicle (2.1), contact sports (1.8) and organized contact sports (1.4). Dirt bikes and all-terrain vehicle rollovers caused significantly greater renal trauma than organized contact sports (2.8 vs 1.4, p = 0.007 and 0.02, respectively), whereas overall bicycle and all-terrain vehicle accidents resulted in similar renal trauma grades compared to those of all contact sports. The 2 high grade renal injuries during contact sports occurred during pick-up football games without protective gear. Physician advice regarding children with a solitary kidney should include avoiding dirt bikes and all-terrain vehicles. Efforts to limit all-terrain vehicle use in children younger than 16 years would decrease the risk of significant renal injury in this population more effectively than limiting contact sports participation.

The influence of a reverse-reactivated normal fault on natural fracture geometries and relative chronologies at Castle Cove, Otway Basin

NASA Astrophysics Data System (ADS)

Debenham, Natalie; King, Rosalind C.; Holford, Simon P.

2018-07-01

Despite the ubiquity of normal faults that have undergone compressional inversion, documentation of the structural history of natural fractures around these structures is limited. In this paper, we investigate the geometries and relative chronologies of natural fractures adjacent to a reverse-reactivated normal fault, the Castle Cove Fault in the Otway Basin, southeast Australia. Local variations in strain resulted in greater deformation within the fault damage zone closer to the fault. Structural mapping within the damage zone reveals a complex tectonic history recording both regional and local perturbations in stress and a total of 11 fracture sets were identified, with three sets geometrically related to the Castle Cove Fault. The remaining fracture sets formed in response to local stresses at Castle Cove. Rifting in the late Cretaceous resulted in normal movement of the Castle Cove Fault and associated rollover folding, and the formation of the largest fracture set. Reverse-reactivation of the fault and associated anticlinal folding occurred during late Miocene to Pliocene compression. Rollover folding may have provided structural traps if seals were not breached by fractures, however anticlinal folding likely post-dated the main episodes of hydrocarbon generation and migration in the region. This study highlights the need to conduct careful reconstruction of the structural histories of fault zones that experienced complex reactivation histories when attempting to define off-fault fluid flow properties.

The effect of passenger load on unstable vehicles in fatal, untripped rollover crashes.

PubMed Central

Whitfield, R A; Jones, I S

1995-01-01

Consumers may be unaware of the risk of rollover crashes posed by passenger loads in vehicles with poor roll stability. This analysis demonstrates that certain sports utility vehicles and small pickup trucks have designs that are so unstable that the weight of the passengers in the vehicle affects its propensity to roll over. This effect occurs even though the weight of the loaded vehicle is less than the manufacturer's gross vehicle weight rating. The risk of a fatal, "untripped" rollover crash in vehicles with low roll stability is increased as each passenger is added to the vehicle load. PMID:7661237

75 FR 60508 - Proposed Collection: Comment Request for Regulation Project

Federal Register 2010, 2011, 2012, 2013, 2014

2010-09-30

... ``direct rollover'' transaction. These provisions also require qualified pension plans and tax-sheltered... comments concerning an existing final regulation, EE-43-92 (TD 8619), Direct Rollovers and 20- Percent... November 29, 2010 to be assured of consideration. ADDRESSES: Direct all written comments to Gerald Shields...

5 CFR 1600.32 - Methods for transferring eligible rollover distribution to TSP.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 5 Administrative Personnel 3 2010-01-01 2010-01-01 false Methods for transferring eligible... INVESTMENT BOARD EMPLOYEE CONTRIBUTION ELECTIONS AND CONTRIBUTION ALLOCATIONS Transfers From Other Qualified Retirement Plans § 1600.32 Methods for transferring eligible rollover distribution to TSP. (a) Trustee-to...

Rollover in volcanic crater lakes: a possible cause for Lake Nyos type disasters

NASA Astrophysics Data System (ADS)

Rice, A.

2000-04-01

Seemingly stably stratified fluids, that is a heavier layer of fluid underlying an upper layer of lighter fluid, can overturn if there is a heat flux through the system. Such events are termed ;rollover; in the engineering literature (occurring for instance in liquid natural gas tanks). They take place as well in lakes and ponds. In all such cases, the stratification starts off with the heavier, more dense fluid underlying lighter. Convection driven mixing at the stratification interface (due to the heat flux) as well as other processes serves to minimize with time the stabilizing density differences, which may eventually cause the stratification to invert. If gas has been contained under pressure in the lower layer, this gas may explosively vent from the fluid as it suddenly rises to the top such as occurs in liquid natural gas tanks where rollover is a hazard. These processes are quantifiable and are applied here to various scenarios that might refer to volcanic crater lakes whose lower layers are charged with volatiles. Provided herein are some examples of calculated conditions and calculated time of evolution leading to rollover with attendant release of gases from supersaturated ascending fluids. These calculations suggest rollover could occur in volcanic lakes. The August 1986 gas release at Lake Nyos is employed as an example. These estimates were made taking note that water is commonly supersaturated in CO2

26 CFR 1.401(a)(31)-1 - Requirement to offer direct rollover of eligible rollover distributions; questions and answers.

Code of Federal Regulations, 2014 CFR

2014-04-01

... Plan O informing Employee A that an amount had been distributed, and the opening balance in the IRA... amendments must be made to comply with the Tax Reform Act of 1986 and related provisions, as permitted in...

26 CFR 1.401(a)(31)-1 - Requirement to offer direct rollover of eligible rollover distributions; questions and answers.

Code of Federal Regulations, 2013 CFR

2013-04-01

... Plan O informing Employee A that an amount had been distributed, and the opening balance in the IRA... amendments must be made to comply with the Tax Reform Act of 1986 and related provisions, as permitted in...

26 CFR 1.401(a)(31)-1 - Requirement to offer direct rollover of eligible rollover distributions; questions and answers.

Code of Federal Regulations, 2012 CFR

2012-04-01

... Plan O informing Employee A that an amount had been distributed, and the opening balance in the IRA... amendments must be made to comply with the Tax Reform Act of 1986 and related provisions, as permitted in...

26 CFR 1.401(a)(31)-1 - Requirement to offer direct rollover of eligible rollover distributions; questions and answers.

Code of Federal Regulations, 2011 CFR

2011-04-01

... Plan O informing Employee A that an amount had been distributed, and the opening balance in the IRA... amendments must be made to comply with the Tax Reform Act of 1986 and related provisions, as permitted in...

Testing the dynamic rollover resistance of two 15-passenger vans with multiple load configurations

DOT National Transportation Integrated Search

2004-06-01

As a consequence of NTSB Safety Recommendations H-02-26 and H-02-28, NHTSA performed a study to investigate the effects different load conditions may have on the dynamic rollover resistance of 15-passenger vans. The two vans used in this study, a 200...

Providing drivers with road-edge information to reduce road departure crashes in a military vehicle fleet.

DOT National Transportation Integrated Search

2008-02-26

A leading cause of military vehicle rollover crashes is that one or more wheels move into an area where : the terrain falls away steeply or disappears, leading to vehicle rollover. Vehicle-mounted sensors will : soon be capable of sensing such hazard...

Effect of roof strength in injury mitigation during pole impact.

PubMed

Friedman, Keith; Hutchinson, John; Mihora, Dennis; Kumar, Sri; Frieder, Russell; Sances, Anthony

2007-01-01

Motor vehicle accidents involving pole impacts often result in serious head and neck injuries to occupants. Pole impacts are typically associated with rollover and side collisions. During such events, the roof structure is often deformed into the occupant survival space. The existence of a strengthened roof structure would reduce roof deformation and accordingly provide better protection to occupants. The present study examines the effect of reinforced (strengthened) roofs using experimental crash study and computer model simulation. The experimental study includes the production cab structure of a pickup truck. The cab structure was loaded using an actual telephone pole under controlled laboratory conditions. The cab structure was subjected to two separate load conditions at the A-pillar and door frame. The contact force and deformation were measured using a force gauge and potentiometer, respectively. A computer finite element model was created to simulate the experimental studies. The results of finite element model matched well with experimental data during two different load conditions. The validated finite element model was then used to simulate a reinforced roof structure. The reinforced roof significantly reduced the structural deformations compared to those observed in the production roof. The peak deformation was reduced by approximately 75% and peak velocity was reduced by approximately 50%. Such a reduction in the deformation of the roof structure helps to maintain a safe occupant survival space.

Analysis of fatal accidents with tractors in the Centre of Portugal: Ten years analysis.

PubMed

Antunes, Soraia M; Cordeiro, Cristina; Teixeira, Helena M

2018-06-01

Tractors have been described as one of the deadliest farming implements concerning agricultural activity. In Portugal, the scientific investigations about this problem are practically non-existent, with only statistical studies performed by entities related to road traffic safety, not in accordance to the study now performed, pinpointing the possibility of an underreporting of these accidents. This work aims to characterize the fatal tractor accidents in Portugal, autopsied at the Forensic Pathology Department of the Centre Branch of the National Institute of Legal Medicine and Forensic Sciences of Portugal, analysing several variables: gender, age, occupation, survival time, the victim position in the tractor, cause of death, toxicological and histological exams, year/month/day of the week, type of agricultural machine, existence of rollover protective structures (ROPS), type of accident, ground conditions, circumstantial information and geographic distribution of the accidents. All the autopsies between 2005 and 2014 were analysed. The victim profile corresponded to a man (89.5%), between 61 and 70 years old (33.3%), retired (43.9%), being the tractor driver (45.6%). In most of the cases, death occurred in less than 24h after the accident. These fatalities arose mainly in May and October. Rollover in sloping land was the most common type of accident, and cranioencephalic, thoracic and abdominal traumatic injuries were the main cause of death. In 16.2% of the cases, blood alcohol concentration was above the lower limit established in our road traffic law (<0.5g/L). There was lack information about the use of ROPS (95.9%), and even when existent, the protections were not used or were incorrectly used. This is the first national study involving the description of the forensic achievements in each autopsy related to tractor accidents, and the corresponding circumstances that contributed to the death. Many barriers remain about this matter, but the Portuguese government begin to design several laws to prevent this type of accidents. Future investigations should be performed to understand the real dimension of tractor accidents in Portugal, and to comprehend the efficiency of laws implemented by the government. Copyright © 2018 Elsevier B.V. All rights reserved.

Cost-effectiveness of a ROPS retrofit education campaign.

PubMed

Myers, M L; Cole, H P; Westneat, S C

2004-05-01

A community educational campaign implemented in two Kentucky counties was effective in influencing farmers to retrofit their tractors with rollover protective structures (ROPS) to protect tractor operators from injury in the event of an overturn. This article reports on the cost-effectiveness of this program in the two counties when compared to no program in a control county. A decision analysis indicated that it would be effective at averting 0.27 fatal and 1.53 nonfatal injuries over a 20-year period, and when this analysis was extended statewide, 7.0 fatal and 40 nonfatal injuries would be averted in Kentucky. Over the 20-year period, the cost-per-injury averted was calculated to be $172,657 at a 4% annual discount rate. This cost compared favorably with a national cost of $489,373 per injury averted despite the additional program cost in Kentucky. The principle reason for the increased cost-effectiveness of the Kentucky program was the three-fold higher propensity for tractors to overturn in Kentucky. The cost-per-injury averted in one of the two counties was $112,535. This lower cost was attributed principally to incentive awards financed locally for farmers to retrofit their tractors with ROPS.

A direct access to heterobimetallic complexes by roll-over cyclometallation.

PubMed

Schön, F; Leist, M; Neuba, A; Lang, J; Braun, C; Sun, Y; Niedner-Schatteburg, G; Bräse, S; Thiel, W R

2017-11-02

Complexes of the type [Cp*Ir(N,N')Cl] + (N,N' = 2-(2-dialkylaminopyrimidin-4-yl)pyrimidine) can undergo roll-over cyclometallation leading to a novel N,N'-donor site. Following this strategy heterobimetallic complexes including iridium(iii) and a Group X metal centre in the oxidation state +II were achieved.

77 FR 30765 - Federal Motor Vehicle Safety Standards; Electronic Stability Control Systems for Heavy Vehicles

Federal Register 2010, 2011, 2012, 2013, 2014

2012-05-23

... truck tractors and large buses are designed to reduce untripped rollovers and mitigate severe understeer... vehicles. A roll stability control (RSC) system is designed to prevent rollover by decelerating the vehicle... vehicle operation, as well as factors related to roadway design and road surface properties, can cause...

Multi-body modeling method for rollover using MADYMO

NASA Astrophysics Data System (ADS)

Liu, Changye; Lin, Zhigui; Lv, Juncheng; Luo, Qinyue; Qin, Zhenyao; Zhang, Pu; Chen, Tao

2017-04-01

Rollovers are complex road accidents causing a big deal of fatalities. FE model for rollover study will costtoo much time due to its long duration.A new multi-body modeling method is proposed in this paper which can save a lot of time and has high-fidelity meanwhile. Following works were carried out to validate this new method. First, a small van was tested following the FMVSS 208 protocol for the validation of the proposed modeling method. Second, a MADYMO model of this small van was reconstructed. The vehicle body was divided into two main parts, the deformable upper body and the rigid lower body, modeled by different waysbased on an FE model. The specific method of modeling is offered in this paper. Finally, the trajectories of the vehicle from test and simulation were comparedand the match was very good. Acceleration of left B pillar was taken into consideration, which turned out fitting the test result well in the time of event. The final deformation status of the vehicle in test and simulation showed similar trend. This validated model provides a reliable wayfor further research in occupant injuries during rollovers.

The effects of prosthetic foot roll-over shape arc length on the gait of trans-tibial prosthesis users.

PubMed

Hansen, Andrew H; Meier, Margrit R; Sessoms, Pinata H; Childress, Dudley S

2006-12-01

The Shape&Roll prosthetic foot was used to examine the effect of roll-over shape arc length on the gait of 14 unilateral trans-tibial prosthesis users. Simple modifications to the prosthetic foot were used to alter the effective forefoot rocker length, leaving factors such as alignment, limb length, and heel and mid-foot characteristics unchanged. Shortening the roll-over shape arc length caused a significant reduction in the maximum external dorsiflexion moment on the prosthetic side at all walking speeds (p < 0.001 for main effect of arc length), due to a reduction in forefoot leverage (moment arm) about the ankle. Roll-over shape arc length significantly affected the initial loading on the sound limb at normal and fast speeds (p = 0.001 for the main effect of arc length), with participants experiencing larger first peaks of vertical ground reaction forces on their sound limbs when using the foot with the shortest effective forefoot rocker arc length. Additionally, the difference between step lengths on the sound and prosthetic limbs was larger with the shortest arc length condition, although this difference was not statistically significant (p = 0.06 for main effect). It appears that prosthesis users may experience a drop-off effect at the end of single limb stance on prosthetic feet with short roll-over shape arc lengths, leading to increased loading and/or a shortened step on the contralateral limb.

Roof strength and injury risk in rollover crashes of passenger cars.

PubMed

Brumbelow, Matthew L; Teoh, Eric R

2009-12-01

A 2009 study by the Insurance Institute for Highway Safety found that midsize SUVs with stronger roofs, as measured in quasi-static tests, had lower risk of ejection and lower risk of injury for nonejected drivers. The objective of the present study was to determine whether a similar association exists for other vehicle groups. Twelve small passenger cars were evaluated according to Federal Motor Vehicle Safety Standard 216 test conditions. Crash databases in 14 states provided more than 20,000 single-vehicle rollover crashes involving these vehicles. Logistic regression analyses were used to evaluate the effect of roof strength on the rate of driver injury while assessing and controlling for the effects of driver age, vehicle stability, state, and other factors where necessary. Small cars with stronger roofs had lower overall rates of serious injury, lower rates of ejection, and lower rates of injury for nonejected drivers. Although the effect on ejection was somewhat smaller for cars than for SUVs, the overall pattern of injury results was consistent. For roof strength-to-weight ratio measured within 5 in. (SWR(5)), a one-unit increase (e.g., from 2.0 to 3.0) was associated with a 22 percent reduction in risk of incapacitating or fatal driver injury in single-vehicle rollovers. This compares with a 24 percent reduction estimated for a similar change in roof strength among midsize SUVs. The association between vehicle roof strength and occupant injury risk in rollover crashes appears robust across different vehicle groups and across roof SWR(5) values, varying from just more than 1.5 to just less than 4.0. If roofs were to increase in strength by one SWR(5), a 20-25 percent reduction in risk of serious injury in rollovers would be expected. Still, even if all vehicle roofs were as strong as the strongest roof measured, many rollover injuries still would occur, indicating the need for additional research and countermeasures.

Occupant Kinematics in Laboratory Rollover Tests: ATD Response and Biofidelity.

PubMed

Zhang, Qi; Lessley, David L; Riley, Patrick; Toczyski, Jacek; Lockerby, Jack; Foltz, Patrick; Overby, Brian; Seppi, Jeremy; Crandall, Jeff R; Kerrigan, Jason R

2014-11-01

Rollover crashes are a serious public health problem in United States, with one third of traffic fatalities occurring in crashes where rollover occurred. While it has been shown that occupant kinematics affect the injury risk in rollover crashes, no anthropomorphic test device (ATD) has yet demonstrated kinematic biofidelity in rollover crashes. Therefore, the primary goal of this study was to assess the kinematic response biofidelity of six ATDs (Hybrid III, Hybrid III Pedestrian, Hybrid III with Pedestrian Pelvis, WorldSID, Polar II and THOR) by comparing them to post mortem human surrogate (PMHS) kinematic response targets published concurrently; and the secondary goal was to evaluate and compare the kinematic response differences among these ATDs. Trajectories (head, T1, T4, T10, L1 and sacrum), spinal segment (head-to-T1, T1-to-T4, T4-T10, T10-L1, and L1-to-sacrum) rotations relative to the rollover buck, and spinal segment extension/compression were calculated from the collected kinematics data from an optical motion tracking system. Response differences among the ATDs were observed mainly due to the different lateral bending stiffness of the spine from their varied architecture, while the additional thoracic joint in Polar II and THOR did not seem to provide more flexion/extension compliance than the other ATDs. In addition, the ATD response data were compared to PMHS response corridors developed from similar tests for assessing ATD biofidelity. All of the ATDs, generally, drifted outboard and upward during the tests similar to the PMHS. However, accompanied with this upward and outward motion, the ATD head and upper torso pitched forward (~10 degrees) while the PMHS' head and upper torso pitching rearward (~10 to ~15 degrees), due to the absence of flexion/extension compliance in the ATD spine. The differences in these pitch motions resulted in a difference of 130 mm to 160 mm in the longitudinal position of the head at 195 degrees of roll angle. Finally, substantially less lateral spinal bending was also observed in the ATDs compared to the PMHS. The results of the current study suggests there is greater upper spine flexion/extension, and lateral bending stiffness in all of the ATDs in comparison to the PMHS, and provided information for improvement of ATD biofidelity in future for rollover crashes.

Optimal design of earth-moving machine elements with cusp catastrophe theory application

NASA Astrophysics Data System (ADS)

Pitukhin, A. V.; Skobtsov, I. G.

2017-10-01

This paper deals with the optimal design problem solution for the operator of an earth-moving machine with a roll-over protective structure (ROPS) in terms of the catastrophe theory. A brief description of the catastrophe theory is presented, the cusp catastrophe is considered, control parameters are viewed as Gaussian stochastic quantities in the first part of the paper. The statement of optimal design problem is given in the second part of the paper. It includes the choice of the objective function and independent design variables, establishment of system limits. The objective function is determined as mean total cost that includes initial cost and cost of failure according to the cusp catastrophe probability. Algorithm of random search method with an interval reduction subject to side and functional constraints is given in the last part of the paper. The way of optimal design problem solution can be applied to choose rational ROPS parameters, which will increase safety and reduce production and exploitation expenses.

Prominent barriers and motivators to installing ROPS: an analysis of survey responses from Pennsylvania and Vermont.

PubMed

Jenkins, P L; Sorensen, J A; Yoder, A; Myers, M; Murphy, D; Cook, G; Wright, F; Bayes, B; May, J J

2012-04-01

Tractor overturns contribute significantly to the number of work-related deaths that occur every year on U.S. farms. Although the agriculture, forestry, and fishing industries have the highest fatality rates of any industries, researchers predict that the elimination of tractor overturn fatalities could result in a noticeable reduction in the farm fatality rate. Rollover protection structures (ROPS) are 99% effective in preventing overturn fatalities. However, roughly 50% of U.S. tractors do not have a ROPS. In order to identify prominent barriers and motivators to installing ROPS, a phone survey was conducted with a random sample of farmers (n = 327) in Vermont and Pennsylvania, two states interested in developing ROPS installation programs. Results indicated that cost and perceived need were the most frequently highly rated barriers to ROPS installation in both states, while working near hills or ditches and concerns regarding liability were the most frequently highly rated motivators for installing ROPS. Additionally, older farmers identified limited use of a tractor as a highly rated barrier.

Structural Evolution of central part of the Tuzgolu (Salt Lake) Basin, Central Anatolia, Turkey

NASA Astrophysics Data System (ADS)

Ada, M.; Cemen, I.; Çaptuğ, A.; Demirci, M.; Engin, C.

2017-12-01

The Tuzgolu Basin in Central Anatolia, Turkey, covers low-relief areas located between the Pontide Mountains to the North and Tauride Mountains to the South. The basin started to form as a rift basin during the Late Maastrichtian. The main Tuzgolu-Aksaray fault zone on the eastern margin of the basin and the northwest trending Yeniceoba and Cihanbeyli fault zones on the western margin of the basin were probably developed during that time. The basin has also experienced westward extension in response to westward escape of the Anatolian plate since Late Miocene. Several geologic studies have been conducted in the Tuz Gölü (Salt Lake) Basin and surrounding areas to determine structural and tectono-stratigraphic development of the basin. However, there are still many questions regarding the structural evolution of the basin. The main purpose of this study is to investigate the structural evolution of the central Tuzgolu Basin based on the structural interpretation of available 2-D seismic reflection profiles, well log analysis and construction of structural cross sections. The cross-sections will be based on depth converted seismic lines to determine structural geometry of the faults and folds. A preliminary Petrel project has been prepared using available seismic profiles. Our preliminary structural interpretations suggest that a well-developed rollover anticline was developed with respect to the westward extension in Central Anatolia. The rollover anticline is faulted in its crest area by both down-to-the west and down-to-the east normal faults. The geometry of the main boundary fault at depth still remains in question. We anticipate that this question will be resolved based on depth converted structural cross-sections and their restoration.

Field Tests of a Tractor Rollover Detection and Emergency Notification System.

PubMed

Liu, B; Koc, A B

2015-04-01

The objective of this research was to assess the feasibility of a rollover detection and emergency notification system for farm tractors using field tests. The emergency notification system was developed based on a tractor stability model and implemented on a mobile electronic device with the iOS operating system. A complementary filter was implemented to combine the data from the accelerometer and gyroscope sensors to improve their accuracies in calculating the roll and pitch angles and the roll and pitch rates. The system estimates a stability index value during tractor operation, displays feedback messages when the stability index is lower than a preset threshold value, and transmits emergency notification messages when an overturn happens. Ten tractor rollover tests were conducted on a field track. The developed system successfully monitored the stability of the tractor during all of the tests. The iOS application was able to detect rollover accidents and transmit emergency notifications in the form of a phone call and email when an accident was detected. The system can be a useful tool for training and education in safe tractor operation. The system also has potential for stability monitoring and emergency notification of other on-road and off-road motorized vehicles.

A parametric study of golf car and personal transport vehicle braking stability and their deficiencies.

PubMed

Seluga, Kristopher J; Baker, Lowell L; Ojalvo, Irving U

2009-07-01

This paper describes research and parametric analyses of braking effectiveness and directional stability for golf cars, personal transport vehicles (PTVs) and low speed vehicles (LSVs). It is shown that current designs, which employ brakes on only the rear wheels, can lead to rollovers if the brakes are applied while traveling downhill. After summarizing the current state of existing safety standards and brake system designs, both of which appear deficient from a safety perspective, a previously developed dynamic simulation model is used to identify which parameters have the greatest influence on the vehicles' yaw stability. The simulation results are then used to parametrically quantify which combination of these factors can lead to yaw induced rollover during hard braking. Vehicle velocity, steering input, path slope and tire friction are all identified as important parameters in determining braking stability, the effects of which on rollover propensity are presented graphically. The results further show that when vehicles are equipped with front brakes or four-wheel brakes, the probability of a yaw induced rollover is almost entirely eliminated. Furthermore, the parametric charts provided may be used as an aid in developing guidelines for golf car and PTV path design if rear brake vehicles are used.

IRA balances and contributions: an overview of the EBRI IRA database.

PubMed

Copeland, Craig

2010-09-01

NEW IRA DATABASE: The Employee Benefit Research Institute created the EBRI IRA Database in order to more closely examine retirement savings behavior. The EBRI IRA Database is able to link individuals within and across the data providers and will also be able to link the data with participants in 401(k) plans, allowing retirement funds to be tracked as they are generated, rolled over, and ultimately used. This Issue Brief is the first of a series of publications analyzing the EBRI IRA Database, and highlights the distribution of IRA owners by IRA type, average and median account balances, and contributions to IRAs. The data security techniques used by the data providers assure that EBRI has no ability to identify individuals so that all privacy is assured. IRA TYPES: In the EBRI IRA Database, IRAs are classified into four types: traditional (originating from contributions), rollovers from other retirement plans, Roth, and SEP/SIMPLE. The distribution of the IRA accounts is 33.6 percent traditional IRAs; 33.4 percent rollover IRAs (combined with the traditional IRAs, 67 percent); 23.4 percent Roth IRAs; the remaining 9.6 percent are SEPs and SIMPLEs. OWNERSHIP BY AGE AND GENDER: IRA owners were more likely to be male, especially those having a rollover or a SEP/SIMPLE IRA. Among all IRA participants in the database, nearly one-half (48.3 percent) were ages 45-64. Only 16.7 percent of those owning a traditional IRA were under age 45, compared with 46.5 percent for those with a Roth, 30.4 percent for rollovers, and 34.8 percent for those with a SEP or SIMPLE. AVERAGE AND MEDIAN BALANCES: The average and median IRA account balance in 2008 was $54,863 and $15,756, respectively, while the average and median IRA individual balance (all accounts from the same person combined) was $69,498 and $20,046, Individuals with a rollover balance had the highest average and median balance at $91,783 and $31,264. Roth owners had the lowest average and median balance at $14,056 and $7,319. The average and median individual IRA balance increased with age before leveling off for those age 70 or older. Averages--The average amount contributed to an IRA in the database was $3,665 in 2008. The average contribution was highest for accounts owned by those ages 65-69. More contributions were made to Roth accounts than to traditional (combined traditional and rollover) accounts. However, the average contribution to a traditional account was higher, at $3,798, compared with $3,580 to a Roth account. Yet, a higher overall amount was contributed to Roth IRAs ($3.4 billion for Roths compared with $2.3 billion for traditional accounts). By type--Focusing only on those owning traditional, rollover, or Roth IRAs, 12.1 percent of the accounts were contributed to, and 15.1 percent of the individuals owning these IRA types contributed to them in 2008. When combining the owners of traditional and rollover IRAs (which are considered the same type for contribution purposes), 7.2 percent contributed, while 29.5 percent of those owning a Roth IRA contributed to a Roth IRA. Maxing out--Of those individuals contributing, 42.4 percent contributed the maximum amount. Of those contributing to a traditional or rollover IRA, 43.4 percent maxed out, while 40.2 percent did so with a Roth IRA.

Repeatability of a dynamic rollover test system.

PubMed

Seppi, Jeremy; Toczyski, Jacek; Crandall, Jeff R; Kerrigan, Jason

2016-08-17

The goal of this study was to characterize the rollover crash and to evaluate the repeatability of the Dynamic Rollover Test System (DRoTS) in terms of initial roof-to-ground contact conditions, vehicle kinematics, road reaction forces, and vehicle deformation. Four rollover crash tests were performed on 2 pairs of replicate vehicles (2 sedan tests and 2 compact multipurpose van [MPV] tests), instrumented with a custom inertial measurement unit to measure vehicle and global kinematics and string potentiometers to measure pillar deformation time histories. The road was instrumented with load cells to measure reaction loads and an optical encoder to measure road velocity. Laser scans of pre- and posttest vehicles were taken to provide detailed deformation maps. Initial conditions were found to be repeatable, with the largest difference seen in drop height of 20 mm; roll rate, roll angle, pitch angle, road velocity, drop velocity, mass, and moment of inertia were all 7% different or less. Vehicle kinematics (roll rate, road speed, roll and pitch angle, global Z' acceleration, and global Z' velocity) were similar throughout the impact; however, differences were seen in the sedan tests because of a vehicle fixation problem and differences were seen in the MPV tests due to an increase in reaction forces during leading side impact likely caused by disparities in roll angle (3° difference) and mass properties (2.2% in moment of inertia [MOI], 53.5 mm difference in center of gravity [CG] location). Despite those issues, kinetic and deformation measures showed a high degree of repeatability, which is necessary for assessing injury risk in rollover because roof strength positively correlates with injury risk (Brumbelow 2009). Improvements of the test equipment and matching mass properties will ensure highly repeatable initial conditions, vehicle kinematics, kinetics, and deformations.

Seat Integrated and Conventional Restraints: A Study of Crash Injury/Fatality Rates in Rollovers

PubMed Central

Padmanaban, Jeya; Burnett, Roger A.

2008-01-01

This study used police-reported motor vehicle crash data from eleven states to determine ejection, fatality, and fatal/serious injury risks for belted drivers in vehicles with conventional seatbelts compared to belted drivers in vehicles with seat integrated restraint systems (SIRS). Risks were compared for 11,159 belted drivers involved in single- or multiple-vehicle rollover crashes. Simple driver ejection (partial and complete), fatality, and injury rates were derived, and logistic regression analyses were used to determine relative contribution of factors (including event calendar year, vehicle age, driver age/gender/alcohol use) that significantly influence the likelihood of fatality and fatal/serious injury to belted drivers in rollovers. Results show no statistically significant difference in driver ejection, fatality, or fatal/serious injury rates between vehicles with conventional belts and vehicles with SIRS. PMID:19026243

STS_135_Rollover

NASA Image and Video Library

2011-05-17

JSC2011-E-059419 (17 May 2011) --- Photographers take pictures of the STS-135 crew as the space shuttle Atlantis is moved from the Orbiter Processing Facility to the Vehicle Assembly Building at NASA?s Kennedy Space Center on May 17, 2011. The move, known as rollover, is a milestone in the preparation for launch as the orbiter leaves its processing hangar to be prepped for its final flight. Photo credit: NASA Photo/Houston Chronicle, Smiley N. Pool

Anthropometric Procedures for Protective Equipment Sizing and Design

PubMed Central

Hsiao, Hongwei

2015-01-01

Objectives This article presented four anthropometric theories (univariate, bivariate/probability distribution, multivariate, and shape-based methods) for protective equipment design decisions. Background While the significance of anthropometric information for product design is well recognized, designers continue to face challenges in selecting efficient anthropometric data processing methods and translating the acquired information into effective product designs. Methods For this study, 100 farm tractor operators, 3,718 respirator users, 951 firefighters, and 816 civilian workers participated in four studies on the design of tractor roll-over protective structures (ROPS), respirator test panels, fire truck cabs, and fall-arrest harnesses, respectively. Their anthropometry and participant-equipment interfaces were evaluated. Results Study 1 showed a need to extend the 90-cm vertical clearance for tractor ROPS in the current industrial standards to 98.3 to 101.3 cm. Study 2 indicated that current respirator test panel would have excluded 10% of the male firefighter population; a systematic adjustment to the boundaries of test panel cells was suggested. Study 3 provided 24 principal component analysis-based firefighter body models to facilitate fire truck cab design. Study 4 developed an improved gender-based fall-arrest harness sizing scheme to supplant the current unisex system. Conclusions This article presented four anthropometric approaches and a six-step design paradigm for ROPS, respirator test panel, fire truck cab, and fall-arrest harness applications, which demonstrated anthropometric theories and practices for defining protective equipment fit and sizing schemes. Applications The study provided a basis for equipment designers, standards writers, and industry manufacturers to advance anthropometric applications for product design and improve product efficacy. PMID:23516791

Sensitivity of head and cervical spine injury measures to impact factors relevant to rollover crashes.

PubMed

Mattos, G A; Mcintosh, A S; Grzebieta, R H; Yoganandan, N; Pintar, F A

2015-01-01

Serious head and cervical spine injuries have been shown to occur mostly independent of one another in pure rollover crashes. In an attempt to define a dynamic rollover crash test protocol that can replicate serious injuries to the head and cervical spine, it is important to understand the conditions that are likely to produce serious injuries to these 2 body regions. The objective of this research is to analyze the effect that impact factors relevant to a rollover crash have on the injury metrics of the head and cervical spine, with a specific interest in the differentiation between independent injuries and those that are predicted to occur concomitantly. A series of head impacts was simulated using a detailed finite element model of the human body, the Total HUman Model for Safety (THUMS), in which the impactor velocity, displacement, and direction were varied. The performance of the model was assessed against available experimental tests performed under comparable conditions. Indirect, kinematic-based, and direct, tissue-level, injury metrics were used to assess the likelihood of serious injuries to the head and cervical spine. The performance of the THUMS head and spine in reconstructed experimental impacts compared well to reported values. All impact factors were significantly associated with injury measures for both the head and cervical spine. Increases in impact velocity and displacement resulted in increases in nearly all injury measures, whereas impactor orientation had opposite effects on brain and cervical spine injury metrics. The greatest cervical spine injury measures were recorded in an impact with a 15° anterior orientation. The greatest brain injury measures occurred when the impactor was at its maximum (45°) angle. The overall kinetic and kinematic response of the THUMS head and cervical spine in reconstructed experiment conditions compare well with reported values, although the occurrence of fractures was overpredicted. The trends in predicted head and cervical spine injury measures were analyzed for 90 simulated impact conditions. Impactor orientation was the only factor that could potentially explain the isolated nature of serious head and spine injuries under rollover crash conditions. The opposing trends of injury measures for the brain and cervical spine indicate that it is unlikely to reproduce the injuries simultaneously in a dynamic rollover test.

Directional and Attitude Stability Control Kit

DTIC Science & Technology

2014-07-01

Pre-MRAP Vehicle Rollover Stats1 7/6/2014 DASK - Directional and Attitude Stability Control Kit 7 1: Joint Military Vehicle Working Group Army... contained in this report are those of the author(s) and should not contrued as an official Department of the Army position, policy or decision, unless so...Control Kit 3 8/14/2012 9 Statement of Problem Studied • We address the problem of maneuver-induced rollovers of ground vehicles in theatre. A bolt

The social marketing of safety behaviors: a quasi-randomized controlled trial of tractor retrofitting incentives.

PubMed

Sorensen, Julie A; Jenkins, Paul L; Emmelin, Maria; Stenlund, Hans; Weinehall, Lars; Earle-Richardson, Giulia B; May, John J

2011-04-01

We assessed the effect of social marketing incentives on dispositions toward retrofitting and retrofitting behavior among farmers whose tractors lacked rollover protective structures. From 2006 to 2007, we conducted a quasi-randomized controlled trial with 391 farm owners in New York and Pennsylvania surveyed before and after exposure to 1 of 3 tractor retrofitting incentive combinations. These combinations were offered in 3 trial regions; region 1 received rebates; region 2 received rebates, messages, and promotion and was considered the social marketing region; and region 3 received messages and promotion. A fourth region served as a control. The social marketing region generated the greatest increases in readiness to retrofit, intentions to retrofit, and message recall. In addition, postintervention stage of change, intentions, attitudes, subjective norms, and perceived behavioral control levels were higher among farmers who had retrofitted tractors. Our results showed that a social marketing approach (financial incentives, tailored messages, and promotion) had the greatest influence on message recall, readiness to retrofit tractors, and intentions to retrofit tractors and that behavioral measures were fairly good predictors of tractor retrofitting behaviors.

Geometrical Frustration in Interleukin-33 Decouples the Dynamics of the Functional Element from the Folding Transition State Ensemble

PubMed Central

Fisher, Kaitlin M.; Haglund, Ellinor; Noel, Jeffrey K.; Hailey, Kendra L.; Onuchic, José N.; Jennings, Patricia A.

2015-01-01

Interleukin-33 (IL-33) is currently the focus of multiple investigations into targeting pernicious inflammatory disorders. This mediator of inflammation plays a prevalent role in chronic disorders such as asthma, rheumatoid arthritis, and progressive heart disease. In order to better understand the possible link between the folding free energy landscape and functional regions in IL-33, a combined experimental and theoretical approach was applied. IL-33 is a pseudo- symmetrical protein composed of three distinct structural elements that complicate the folding mechanism due to competition for nucleation on the dominant folding route. Trefoil 1 constitutes the majority of the binding interface with the receptor whereas Trefoils 2 and 3 provide the stable scaffold to anchor Trefoil 1. We identified that IL-33 folds with a three-state mechanism, leading to a rollover in the refolding arm of its chevron plots in strongly native conditions. In addition, there is a second slower refolding phase that exhibits the same rollover suggesting similar limitations in folding along parallel routes. Characterization of the intermediate state and the rate limiting steps required for folding suggests that the rollover is attributable to a moving transition state, shifting from a post- to pre-intermediate transition state as you move from strongly native conditions to the midpoint of the transition. On a structural level, we found that initially, all independent Trefoil units fold equally well until a QCA of 0.35 when Trefoil 1 will backtrack in order to allow Trefoils 2 and 3 to fold in the intermediate state, creating a stable scaffold for Trefoil 1 to fold onto during the final folding transition. The formation of this intermediate state and subsequent moving transition state is a result of balancing the difficulty in folding the functionally important Trefoil 1 onto the remainder of the protein. Taken together our results indicate that the functional element of the protein is geometrically frustrated, requiring the more stable elements to fold first, acting as a scaffold for docking of the functional element to allow productive folding to the native state. PMID:26630011

Zero-moment point determination of worst-case manoeuvres leading to vehicle wheel lift

NASA Astrophysics Data System (ADS)

Lapapong, S.; Brown, A. A.; Swanson, K. S.; Brennan, S. N.

2012-01-01

This paper proposes a method to evaluate vehicle rollover propensity based on a frequency-domain representation of the zero-moment point (ZMP). Unlike other rollover metrics such as the static stability factor, which is based on the steady-state behaviour, and the load transfer ratio, which requires the calculation of tyre forces, the ZMP is based on a simplified kinematic model of the vehicle and the analysis of the contact point of the vehicle relative to the edge of the support polygon. Previous work has validated the use of the ZMP experimentally in its ability to predict wheel lift in the time domain. This work explores the use of the ZMP in the frequency domain to allow a chassis designer to understand how operating conditions and vehicle parameters affect rollover propensity. The ZMP analysis is then extended to calculate worst-case sinusoidal manoeuvres that lead to untripped wheel lift, and the analysis is tested across several vehicle configurations and compared with that of the standard Toyota J manoeuvre.

78 FR 70415 - Federal Motor Vehicle Safety Standards; Occupant Crash Protection

Federal Register 2010, 2011, 2012, 2013, 2014

2013-11-25

...Completing the first initiative of NHTSA's 2007 ``NHTSA's Approach to Motorcoach Safety'' plan and one of the principal undertakings of DOT's 2009 Motorcoach Safety Action Plan, and fulfilling a statutory mandate of the Motorcoach Enhanced Safety Act of 2012, incorporated into the Moving Ahead for Progress in the 21st Century Act, this final rule amends the Federal motor vehicle safety standard (FMVSS) on occupant crash protection to require lap/shoulder seat belts for each passenger seating position in all new over-the-road buses, and in new buses other than over-the-road buses with a gross vehicle weight rating (GVWR) greater than 11,793 kilograms (kg) (26,000 pounds (lb), with certain exclusions. By requiring the passenger lap/ shoulder seat belts, this final rule significantly reduces the risk of fatality and serious injury in frontal crashes and the risk of occupant ejection in rollovers, thus considerably enhancing the safety of these vehicles.

BCI federal legislative & regulatory update

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

NONE

1995-02-01

Several updates on recent government actions that affect the battery industry are outlined. The National Highway Traffic Safety Administration is requesting public comments on how to regulate electric vehicles (EV) with respect to battery electrolyte spillage and electric shock hazard during crashes or rollovers, as well as during repair or maintenance. The Environmental Protection Agency (EPA) was mentioned in two actions: the monitoring rule regarding major sources of air pollution and the reccomendation of reasearch concerning hazardous air pollutants from small stationary sources. OSHA will develop a new standards planning process to ensure that the agency`s limited resources are usedmore » appropriately. This includes a list of fifty workplace hazards or issues that would warrant OSHA action.« less

Farm Safety Practices and Farm Size in New South Wales.

PubMed

Bailey, Jannine; Dutton, Tegan; Payne, Kristy; Wilson, Ross; Brew, Bronwyn K

2017-01-01

There is some evidence to suggest that safety on small-area farms may not be high priority due to economic constraints and lack of knowledge. This has important ramifications for injury and economic burden. The objective of this research was to conduct a pilot study to investigate whether small- to medium-area farms implement fewer safety practices than large-area farms. Farmers were recruited from farm safety training days, field days, and produce stores in rural New South Wales (NSW), Australia. Small- and medium-area farms less than 500 ha (1235 acres) in size were aggregated for analysis and compared with large-area farms (≥500 ha) for survey items, including safety equipment owned and used, safety practices protecting children, barriers to improving safety, and causes of injury. Overall, small/medium-area farms were found to own less safety equipment and to employ less safety practices than large-area farms. In particular, fewer tractors were fitted with rollover protection structures, there was less signage, less hearing protection, and fewer machinery guides. Injury rates were slightly less for small/medium-area farms, particularly involving vehicles. Small- and medium-area farmers were more likely to report lack of skills as barriers to making safety improvements. This pilot study found some evidence that small/medium-area farms implement fewer safety practices than large-area farms. A larger study is warranted to investigate this further, with particular focus on barriers and ways to overcome them. This could have important ramifications for government policies supporting struggling farmers on small/medium-area farms.

Injury Outcome in Crashes with Guardrail End Terminals.

PubMed

Johnson, Nicholas S; Gabler, Hampton C

2015-01-01

The goal of this study is to evaluate the crash performance of guardrail end terminals in real-world crashes. Guardrail end terminals are installed at the ends of guardrail systems to prevent the rail from spearing through the car in an end-on collision. Recently, there has been a great deal of controversy as to the safety of certain widely used end terminal designs, partly because there is surprisingly little real-world crash data for end terminals. Most existing studies of end terminal crashes used data from prior to the mid-1990s. Since then, there have been large improvements to vehicle crashworthiness and seat belt usage rates, as well as new roadside safety hardware compliant with National Cooperative Highway Research Program (NCHRP) Report 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features." Additionally, most existing studies of injury in end terminal crashes do not account for factors such as the occurrence of rollover. This analysis uses more recent crash data that represent post-1990s vehicle fleet changes and account for a number of factors that may affect driver injury outcome and rollover occurrence. Passenger vehicle crashes coded as involving guardrail end terminals were identified in the set of police-reported crashes in Michigan in 2011 and 2012. End terminal performance was expected to be a function of end terminal system design. State crash databases generally do not identify specific end terminal systems. In this study, the coded crash location was used to obtain photographs of the crash site prior to the crash from Google Street View. These site photographs were manually inspected to identify the particular end terminal system involved in the crash. Multiple logistic regression was used to test for significant differences in the odds of driver injury and rollover between different terminal types while accounting for other factors. A total of 1,001 end terminal crashes from the 2011-2012 Michigan State crash data were manually inspected to identify the terminal that had been struck. Four hundred fifty-one crashes were found to be suitable for analysis. Serious to fatal driver injury occurred in 3.8% of end terminal crashes, moderate to fatal driver injury occurred in 11.8%, and 72.3% involved property damage only. No significant difference in moderate to fatal driver injury odds was observed between NCHRP 350 compliant end terminals and noncompliant terminals. Car drivers showed odds of moderate to fatal injury 3.6 times greater than LTV drivers in end terminal crashes. Rollover occurrence was not significantly associated with end terminal type. Car drivers have greater potential for injury in end terminal crashes than light truck/van/sport utility vehicle drivers. End terminal designs compliant with NCHRP 350 did not appear to carry different odds of moderate driver injury than noncompliant end terminals. The findings account for driver seat belt use, rollover occurrence, terminal orientation (leading/trailing), control loss, and the number of impact events. Rollover and nonuse of seat belts carried much larger increases in injury potential than end terminal type. Rollover did not appear to be associated with NCHRP 350 compliance.

Reconstruction of pre-rift Pyrenean relief in the Oligo-Quitanian Camargue Basin (Gulf of Lion passive margin, SE France): Implications on thermal history of basins

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

Benedicto, A.; Labaume, P.; Seranne, M.

1995-08-01

Fault reconstruction techniques commonly assume horizontal pre-rift level datum to calculate fault geometry from hanging-wall geometry or viceversa. Example from Camargue basin shows that neglecting pre-rift relief may lead to important errors in calculating the fault and hanging-wall geometries, and the total extension. These errors have direct implications on reconstruction of the thermal history of basins. The Camargue basin results front NW-SE extension and rifting of the Gulf of Lion passive margin. More than 4000m of Oligo-Aquitanian syn-rift series unconformably overlie a crust previously thickened during Pyrenean orogeny. The half-graben basin is controlled by the SE-dipping listric Nimes basement faultmore » which generated a typical roll-over. As both fault and hanging-wall geometries are constrained, the pre-rift surface topography can be restored, using three reconstruction techniques. Either the constant-bed-length and constant-heave techniques produce a depression in the axis of the basin and a relief (1500m and 12(X)m respectively) atop the roll-over. The simple-shear (a=60{degrees}) technique generates a 1500m topography atop the roll-over, more coherent with regional data. Testing the hypothesis of a pre-rift horizontal datum leads to a roll-over 1400m too deep. Pre-rift surface elevation corresponds to the residual topography herited from the Pyrenean orogeny. Consequently, there has been some 1000m subsidence more than predicted by the syn-rift sedimentary record.« less

Physical modelling of LNG rollover in a depressurized container filled with water

NASA Astrophysics Data System (ADS)

Maksim, Dadonau; Denissenko, Petr; Hubert, Antoine; Dembele, Siaka; Wen, Jennifer

2015-11-01

Stable density stratification of multi-component Liquefied Natural Gas causes it to form distinct layers, with upper layer having a higher fraction of the lighter components. Heat flux through the walls and base of the container results in buoyancy-driven convection accompanied by heat and mass transfer between the layers. The equilibration of densities of the top and bottom layers, normally caused by the preferential evaporation of Nitrogen, may induce an imbalance in the system and trigger a rapid mixing process, so-called rollover. Numerical simulation of the rollover is complicated and codes require validation. Physical modelling of the phenomenon has been performed in a water-filled depressurized vessel. Reducing gas pressure in the container to levels comparable to the hydrostatic pressure in the water column allows modelling of tens of meters industrial reservoirs using a 20 cm laboratory setup. Additionally, it allows to model superheating of the base fluid layer at temperatures close the room temperature. Flow visualizations and parametric studies are presented. Results are related to outcomes of numerical modelling.

A LQR-Based Controller with Estimation of Road Bank for Improving Vehicle Lateral and Rollover Stability via Active Suspension

PubMed Central

Sanz, Susana

2017-01-01

In this article, a Linear Quadratic Regulator (LQR) lateral stability and rollover controller has been developed including as the main novelty taking into account the road bank angle and using exclusively active suspension for both lateral stability and rollover control. The main problem regarding the road bank is that it cannot be measured by means of on-board sensors. The solution proposed in this article is performing an estimation of this variable using a Kalman filter. In this way, it is possible to distinguish between the road disturbance component and the vehicle’s roll angle. The controller’s effectiveness has been tested by means of simulations carried out in TruckSim, using an experimentally-validated vehicle model. Lateral load transfer, roll angle, yaw rate and sideslip angle have been analyzed in order to quantify the improvements achieved on the behavior of the vehicle. For that purpose, these variables have been compared with the results obtained from both a vehicle that uses passive suspension and a vehicle using a fuzzy logic controller. PMID:29027910

Opportunities for reduction of fatalities in vehicle-guardrail collisions.

PubMed

Gabler, Hampton C; Gabauer, Douglas J

2007-01-01

In the United States in 2005, there were 1,189 fatal crashes and 35,000 injurious crashes into guardrails. Current efforts to reduce fatalities occurring in guardrail collisions have focused on frontal oblique collisions of cars and light trucks into guardrail. These crashes however represent a diminishing target population for fatality reduction. This paper examines the current opportunities for reducing fatalities in guardrail collisions in the United States. The analysis was based upon crash data from the Fatality Analysis Reporting System (FARS) and the National Automotive Sampling System General Estimates System (GES) for the years 2000-2005. The greatest opportunity for fatality reduction is the protection of motorcyclists, who now account for 32% of guardrail fatalities, and car and light truck occupants in side impact, who now comprise 14% of all guardrail fatalities. Together, protection of motorcycle riders and protection of car and light truck occupants in side impacts account for nearly half of all fatalities (46%) which occur in vehicle-guardrail collisions. Additional targets for fatality reduction include light truck rollover and collisions with guardrail ends.

The Social Marketing of Safety Behaviors: A Quasi–Randomized Controlled Trial of Tractor Retrofitting Incentives

PubMed Central

Jenkins, Paul L.; Emmelin, Maria; Stenlund, Hans; Weinehall, Lars; Earle-Richardson, Giulia B.; May, John J.

2011-01-01

Objectives. We assessed the effect of social marketing incentives on dispositions toward retrofitting and retrofitting behavior among farmers whose tractors lacked rollover protective structures. Methods. From 2006 to 2007, we conducted a quasi–randomized controlled trial with 391 farm owners in New York and Pennsylvania surveyed before and after exposure to 1 of 3 tractor retrofitting incentive combinations. These combinations were offered in 3 trial regions; region 1 received rebates; region 2 received rebates, messages, and promotion and was considered the social marketing region; and region 3 received messages and promotion. A fourth region served as a control. Results. The social marketing region generated the greatest increases in readiness to retrofit, intentions to retrofit, and message recall. In addition, postintervention stage of change, intentions, attitudes, subjective norms, and perceived behavioral control levels were higher among farmers who had retrofitted tractors. Conclusions. Our results showed that a social marketing approach (financial incentives, tailored messages, and promotion) had the greatest influence on message recall, readiness to retrofit tractors, and intentions to retrofit tractors and that behavioral measures were fairly good predictors of tractor retrofitting behaviors. PMID:21330581

Native Contact Density and Nonnative Hydrophobic Effects in the Folding of Bacterial Immunity Proteins

PubMed Central

Chen, Tao; Chan, Hue Sun

2015-01-01

The bacterial colicin-immunity proteins Im7 and Im9 fold by different mechanisms. Experimentally, at pH 7.0 and 10°C, Im7 folds in a three-state manner via an intermediate but Im9 folding is two-state-like. Accordingly, Im7 exhibits a chevron rollover, whereas the chevron arm for Im9 folding is linear. Here we address the biophysical basis of their different behaviors by using native-centric models with and without additional transferrable, sequence-dependent energies. The Im7 chevron rollover is not captured by either a pure native-centric model or a model augmented by nonnative hydrophobic interactions with a uniform strength irrespective of residue type. By contrast, a more realistic nonnative interaction scheme that accounts for the difference in hydrophobicity among residues leads simultaneously to a chevron rollover for Im7 and an essentially linear folding chevron arm for Im9. Hydrophobic residues identified by published experiments to be involved in nonnative interactions during Im7 folding are found to participate in the strongest nonnative contacts in this model. Thus our observations support the experimental perspective that the Im7 folding intermediate is largely underpinned by nonnative interactions involving large hydrophobics. Our simulation suggests further that nonnative effects in Im7 are facilitated by a lower local native contact density relative to that of Im9. In a one-dimensional diffusion picture of Im7 folding with a coordinate- and stability-dependent diffusion coefficient, a significant chevron rollover is consistent with a diffusion coefficient that depends strongly on native stability at the conformational position of the folding intermediate. PMID:26016652

Effects of altering heel wedge properties on gait with the Intrepid Dynamic Exoskeletal Orthosis.

PubMed

Ikeda, Andrea J; Fergason, John R; Wilken, Jason M

2018-06-01

The Intrepid Dynamic Exoskeletal Orthosis is a custom-made dynamic response carbon fiber device. A heel wedge, which sits in the shoe, is an integral part of the orthosis-heel wedge-shoe system. Because the device restricts ankle movement, the system must compensate to simulate plantarflexion and allow smooth forward progression during gait. To determine the influence of wedge height and durometer on the walking gait of individuals using the Intrepid Dynamic Exoskeletal Orthosis. Repeated measures. Twelve individuals walked over level ground with their Intrepid Dynamic Exoskeletal Orthosis and six different heel wedges of soft or firm durometer and 1, 2, or 3 cm height. Center of pressure velocity, joint moments, and roll-over shape were calculated for each wedge. Height and durometer significantly affected time to peak center of pressure velocity, time to peak internal dorsiflexion and knee extension moments, time to ankle moment zero crossing, and roll-over shape center of curvature anterior-posterior position. Wedge height had a significant influence on peak center of pressure velocity, peak dorsiflexion moment, time to peak knee extension moment, and roll-over shape radius and vertical center of curvature. Changes in wedge height and durometer systematically affected foot loading. Participants preferred wedges which produced ankle moment zero crossing timing, peak internal knee extension moment timing, and roll-over shape center of curvature anterior-posterior position close to that of able-bodied individuals. Clinical relevance Adjusting the heel wedge is a simple, straightforward way to adjust the orthosis-heel wedge-shoe system. Changing wedge height and durometer significantly alters loading of the foot and has great potential to improve an individual's gait.

Effect of Orion Post-Touchdown Parachute Release Time on Vehicle Rollover

NASA Technical Reports Server (NTRS)

Lawrence, Charles; Georgiadis, Nicholas J.; Littell, Justin

2008-01-01

The effects that the Orion parachutes have on the vehicle response once the vehicle lands on the ground are examined in this report. A concern with the Orion landing is that structural accelerations will cause vehicle and/or crew injuries or that the vehicle may roll over. The parachute effects are thought to have the potential of pulling the vehicle over during conditions such as higher winds or in some cases stabilizing the vehicle by preventing its motions after touchdown. A collection of representative landing conditions is used to assess the post-touchdown parachute release effect, and it was determined that, in general, there is no significant advantage or disadvantage to releasing the parachutes past the time when the vehicle touches ground. For landing conditions when there is a high horizontal wind, retaining the parachutes has a detrimental effect on vehicle rollover because the drag force on the parachutes pulls the vehicle over. Under this condition, some form of automated parachute release should be a requirement given that an attached parachute may cause the vehicle to roll over. An automated system would ensure that the release occur within 0.50 sec of touchdown (time when parachute regains tension), which is not enough time for a crew-operated manual release.

Retrofitting tractors with rollover protective structures: perspective of equipment dealers.

PubMed

Tonelli, S M; Donham, K J; Leedom-Larson, K; Sanderson, W; Purschwitz, M

2009-10-01

This study was one of a cluster of studies that originated via requests for proposals from the NIOSH National Agricultural Tractor Safety Initiative. The present study design consisted of several steps: (1) formation of an advisory group, (2) development and testing of a standard paper self-responding survey instrument, (3) sample selection of farm equipment dealers, (4) administration of the survey, (5) assessment and analysis of the survey, and (6) in-person response panel of dealers (n = 80) to review results of the questionnaire for further definition and sharpening of the recommendations from the survey. A key finding is that most dealers do not currently sell or install ROPS retrofit kits. Barriers cited by dealers included (1) actual or perceived lack of farmer demand, (2) injury liability, (3) expensive freight for ordering ROPS, (4) lack of dealer awareness of the magnitude of deaths from tractor overturns and the high life-protective factor of ROPS, and (5) difficulty and incursion of non-recoverable expenses in locating and obtaining specific ROPS. Despite not currently selling or installing ROPS, dealers responded favorably about their future potential role in ROPS promotion and sales. Dealers were willing to further promote, sell, and install ROPS if there was demand from farmers. Recommendations include establishing a ROPS "clearing house" that dealers could contact to facilitate locating and obtaining ROPS orders from customers. Additional recommendations include education and social marketing targeting farm machinery dealers as well farmers, manufacturers, and policy makers.

Implications of Vehicle Roll Direction on Occupant Ejection and Injury Risk

PubMed Central

Gloeckner, D. Claire; Moore, Tara L. A.; Steffey, Duane; Bare, Cleve; Corrigan, Catherine Ford

2006-01-01

Vehicle roll direction and occupant position have been shown to affect occupant kinematics. Data from NASS-CDS were analyzed for risk of serious or greater injuries and ejection with respect to the position of the occupant (near side or far side). The risk of AIS 3+ injuries was higher for unrestrained occupants, for ejected occupants, for occupants involved in rollovers with higher numbers of quarter turns, and for far side occupants. Near side occupants had an increased risk of partial ejection in rollovers consisting of one complete roll or less. Occupant roll direction did not affect risk of complete ejection. PMID:16968635

Aripiprazole once-monthly as maintenance treatment for bipolar I disorder: a 52-week, multicenter, open-label study.

PubMed

Calabrese, Joseph R; Jin, Na; Johnson, Brian; Such, Pedro; Baker, Ross A; Madera, Jessica; Hertel, Peter; Ottinger, Jocelyn; Amatniek, Joan; Kawasaki, Hiroaki

2018-06-10

The long-acting injectable antipsychotic aripiprazole once-monthly 400 mg (AOM 400) was recently approved for maintenance treatment of bipolar I disorder (BP-I). The purpose of this study was to evaluate the safety, tolerability, and efficacy of AOM 400 as long-term maintenance treatment for BP-I. This open-label multicenter study evaluated the effectiveness of AOM 400 as maintenance treatment for BP-I by assessing safety and tolerability (primary objective) and efficacy (secondary objective). The study enrolled AOM 400-naive ("de novo") patients as well as AOM 400-experienced ("rollover") patients with BP-I from a lead-in randomized, placebo-controlled clinical trial that demonstrated the efficacy of AOM 400 in the maintenance treatment of BP-I (Calabrese et al. in J Clin Psychiatry 78:324-331, 2017). Safety variables included frequency and severity of treatment-emergent adverse events (TEAEs) and TEAEs resulting in study discontinuation. Efficacy was assessed by the proportion of patients maintaining stability throughout the maintenance phase, as well as mean changes from baseline in Young Mania Rating Scale (YMRS), Montgomery-Asberg Depression Rating Scale, and Clinical Global Impressions for Bipolar Disorder-Severity of Illness Scale (CGI-BP-S) total scores. Patient acceptability and tolerability of treatment was assessed using the Patient Satisfaction with Medication Questionnaire-Modified. Of 464 patients entering the maintenance phase, 379 (82%) were de novo and 85 (18%) were rollover. TEAEs were more common in de novo than rollover patients. The overall discontinuation rate due to TEAEs was 10.3% (48/464). Improvements in YMRS and CGI-BP-S total scores were maintained during the study, and the vast majority of both de novo (87.0%) and rollover (97.6%) patients maintained stability through their last visit. Overall, the need for rescue medication during the maintenance phase was minimal (< 10% of patients). Patient satisfaction levels were high, with both de novo and rollover patients rating the side effect burden of AOM 400 as greatly improved relative to previous medications. AOM 400 was safe, effective, and well tolerated by both de novo and AOM 400-experienced patients with BP-I for long-term maintenance treatment. Trial registration ClinicalTrials.gov, NCT01710709.

Risk analysis of tractor overturns on catfish farms.

PubMed

Stephens, Walter B; Ibendahl, Gregory A; Myers, Melvin L; Cole, Henry P

2010-10-01

Fatal and nonfatal injuries occur on catfish farms as a result of tractor overturns, but these injuries can be greatly mitigated when a tractor is equipped with a rollover protective structure (ROPS) and seatbelt. This study analyzed the proportion of tractors on catfish farms in Mississippi not equipped with ROPS and the cost of retrofitting those tractors with a ROPS and seatbelt as compared to the expected benefits gained from adding the protection. To determine if farmers have the financial incentive to retrofit older tractors, a net present value framework was used because the expected benefits occur over a number of years. The ROPS retrofit is a one-time cost that occurs immediately, and thus the present value does not need to be calculated, i.e., time period 0. According to this study adding ROPS will provide a net benefit of $22,877 in the event of an overturn. When dealing with small farms (<125 acres) where an average tractor is used for approximately twice as many hours compared to an average tractor on large farms, the extra hours worked by a single tractor resulted in total benefits of retrofitting ROPS of $9.45 per year, whereas for large farms the net benefit is $4.70 (=125 acres). Given that the least expensive retrofit is $147, it would take 15.5 years of tractor use on the small farms for the expected benefits to outweigh the cost. Given the large range of costs that could occur due to an overturn, there could be a significant premium for not having ROPS protection. In other words, there likely is a smaller range of costs from an overturn with ROPS than without ROPS because ROPS reduces the more serious incidents.

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

Lorenzetti, E.A.; Brennan, P.A.; Hook, S.C.

The authors present graphical solutions to the extensional fault-related folding equations of Xiao and Suppe (1992), simplifying the prediction of normal fault location or rollover geometry from subsurface data. These equations also predict the extent of bed thinning and elongation in hanging wall strata. They have derived new equations that relate change in fault slip across a fault bend to fault geometry. Applying these equations in seismic interpretation makes it easier to (1) construct balanced cross-sections, (2) account for the slip observed, and (3) determine the growth history of extensional fault-related folds. They have applied these concepts to several southeastmore » Asian rift basins in Malaysia, Myanmar, Indonesia, and Thailand. These basins were formed by early Tertiary crustal extension, producing rollover structures in which sediment supply generally did not keep up with subsidence. These under-filled, internally drained depressions periodically contained lakes, providing the environment for deposition of organic-rich strata that ultimately became hydrocarbon source rock. Typically, the main basin bounding faults dip 35-55[degrees] near their upper terminations and flatten to become subhorizontal. Synthetic and antithetic secondary faults are usually present. Late compaction faulting often propagates upward from major extensional faults and may reactivate the upper portions of these faults. In many basins, late compression produced inversion structures. By applying the concepts of extensional fault-related folding to these basins, they can (1) explain observed geometries, (2) predict poorly imaged geometries, (3) predict the location of source and reservoir facies, and (4) determine the timing of faulting relative to deposition of source and reservoir rocks.« less

[A Method Research on Environmental Damage Assessment of a Truck Rollover Pollution Incident].

PubMed

Cai, Feng; Zhao, Shi-ho; Chen, Gang-cai; Xian, Si-shu; Yang, Qing-ling; Zhou, Xian-jie; Yu, Hai

2015-05-01

With high occurrence of sudden water pollution incident, China faces an increasingly severe situation of water environment. In order to deter the acts of environmental pollution, ensure the damaged resources of environment can be restored and compensated, it is very critical to quantify the economic losses caused by the sudden water pollution incident. This paper took truck rollover pollution incidents in Chongqing for an example, established a set of evaluation method for quantifying the environmental damage, and then assessed the environmental damage by the method from four aspects, including the property damage, ecological environment and resources damages, the costs of administrative affairs in emergency disposal, and the costs of investigation and evaluation.

Medicolegal Investigations Into Deaths Due to Crush Asphyxia After Tractor Side Rollovers.

PubMed

Moreschi, Carlo; Da Broi, Ugo; Fanzutto, Antonia; Cividino, Sirio; Gubiani, Rino; Pergher, Gianfranco

2017-12-01

Farm tractors are large, heavy, powerful vehicles with a high center of gravity. When driven carelessly on sloping, irregular, or slippery ground, tractors can overturn sideways and cause the death by crush asphyxia of the driver or passengers, especially if appropriate safety equipment is not fitted or used. The aim of this review is to focus on the diagnostic difficulties with which coroners and forensic pathologists have to cope when a confirmation of crush asphyxia after tractor side rollover is required by judicial authorities. Forensic investigations in such cases must involve the meticulous analysis of the death scene and the mechanical characteristics of the vehicle together with accurate postmortem and toxicological examination.

Enabler operator station

NASA Technical Reports Server (NTRS)

Bailey, Andrea; Kietzman, John; King, Shirlyn; Stover, Rae; Wegner, Torsten

1992-01-01

The objective of this project was to design an onboard operator station for the conceptual Lunar Work Vehicle (LWV). The LWV would be used in the colonization of a lunar outpost. The details that follow, however, are for an Earth-bound model. The operator station is designed to be dimensionally correct for an astronaut wearing the current space shuttle EVA suit (which include life support). The proposed operator station will support and restrain an astronaut as well as to provide protection from the hazards of vehicle rollover. The threat of suit puncture is eliminated by rounding all corners and edges. A step-plate, located at the front of the vehicle, provides excellent ease of entry and exit. The operator station weight requirements are met by making efficient use of rigid members, semi-rigid members, and woven fabrics.

Comparison of the key mechanisms leading to rollovers in Liquefied Natural Gas using Computational Fluid Dynamics

NASA Astrophysics Data System (ADS)

Hubert, Antoine; Dadonau, Maksim; Dembele, Siaka; Denissenko, Petr; Wen, Jennifer

2017-11-01

Growing demand for the LNG fosters growth of the number of production sites with varying composition and density. Combining different sources of LNG may result in a stably stratified system, in which heat and mass transfer between the layers is limited. Heating of the LNG due to wall thermal conductivity leads to formation of convection cells confined within the layers. While the upper layer can release the extra energy via preferential methane boil-off, the bottom layer cannot and hence becomes superheated. Gradual density equilibration reduces stratification and may eventually lead to a sudden mixing event called ``rollover'', accompanied by violent evaporation of the superheated LNG. Three phenomena are potentially responsible for density equilibration. The first is the growing difference in thermal expansion of the layers due to the reduced ability of the bottom layer to reject heat. The second is the penetration of the heated near-wall boundary layer into the upper layer. The third is the ``entrainment mixing'' occurring at the contact surface between the two layers. The present study uses CFD to compare these mechanisms. Boussinesq approximation and an extended version of the k- ɛ model is used. The code is validated by comparison with a large-scale LNG rollover experiment.

Effects of a combined strengthening, stretching and functional training program versus usual-care on gait biomechanics and foot function for diabetic neuropathy: a randomized controlled trial

PubMed Central

2012-01-01

Background Polyneuropathy is a complication of diabetes mellitus that has been very challenging for clinicians. It results in high public health costs and has a huge impact on patients' quality of life. Preventive interventions are still the most important approach to avoid plantar ulceration and amputation, which is the most devastating endpoint of the disease. Some therapeutic interventions improve gait quality, confidence, and quality of life; however, there is no evidence yet of an effective physical therapy treatment for recovering musculoskeletal function and foot rollover during gait that could potentially redistribute plantar pressure and reduce the risk of ulcer formation. Methods/Design A randomised, controlled trial, with blind assessment, was designed to study the effect of a physiotherapy intervention on foot rollover during gait, range of motion, muscle strength and function of the foot and ankle, and balance confidence. The main outcome is plantar pressure during foot rollover, and the secondary outcomes are kinetic and kinematic parameters of gait, neuropathy signs and symptoms, foot and ankle range of motion and function, muscle strength, and balance confidence. The intervention is carried out for 12 weeks, twice a week, for 40-60 min each session. The follow-up period is 24 weeks from the baseline condition. Discussion Herein, we present a more comprehensive and specific physiotherapy approach for foot and ankle function, by choosing simple tasks, focusing on recovering range of motion, strength, and functionality of the joints most impaired by diabetic polyneuropathy. In addition, this intervention aims to transfer these peripheral gains to the functional and more complex task of foot rollover during gait, in order to reduce risk of ulceration. If it shows any benefit, this protocol can be used in clinical practice and can be indicated as complementary treatment for this disease. Trial Registration ClinicalTrials.gov Identifier: NCT01207284 PMID:22429765

Effects of a combined strengthening, stretching and functional training program versus usual-care on gait biomechanics and foot function for diabetic neuropathy: a randomized controlled trial.

PubMed

Sartor, Cristina Dallemole; Watari, Ricky; Pássaro, Anice Campos; Picon, Andreja Paley; Hasue, Renata Haydée; Sacco, Isabel C N

2012-03-19

Polyneuropathy is a complication of diabetes mellitus that has been very challenging for clinicians. It results in high public health costs and has a huge impact on patients' quality of life. Preventive interventions are still the most important approach to avoid plantar ulceration and amputation, which is the most devastating endpoint of the disease. Some therapeutic interventions improve gait quality, confidence, and quality of life; however, there is no evidence yet of an effective physical therapy treatment for recovering musculoskeletal function and foot rollover during gait that could potentially redistribute plantar pressure and reduce the risk of ulcer formation. A randomised, controlled trial, with blind assessment, was designed to study the effect of a physiotherapy intervention on foot rollover during gait, range of motion, muscle strength and function of the foot and ankle, and balance confidence. The main outcome is plantar pressure during foot rollover, and the secondary outcomes are kinetic and kinematic parameters of gait, neuropathy signs and symptoms, foot and ankle range of motion and function, muscle strength, and balance confidence. The intervention is carried out for 12 weeks, twice a week, for 40-60 min each session. The follow-up period is 24 weeks from the baseline condition. Herein, we present a more comprehensive and specific physiotherapy approach for foot and ankle function, by choosing simple tasks, focusing on recovering range of motion, strength, and functionality of the joints most impaired by diabetic polyneuropathy. In addition, this intervention aims to transfer these peripheral gains to the functional and more complex task of foot rollover during gait, in order to reduce risk of ulceration. If it shows any benefit, this protocol can be used in clinical practice and can be indicated as complementary treatment for this disease. ClinicalTrials.gov Identifier: NCT01207284.

Occupant dynamics in rollover crashes: influence of roof deformation and seat belt performance on probable spinal column injury.

PubMed

Bidez, Martha W; Cochran, John E; King, Dottie; Burke, Donald S

2007-11-01

Motor vehicle crashes are the leading cause of death in the United States for people ages 3-33, and rollover crashes have a higher fatality rate than any other crash mode. At the request and under the sponsorship of Ford Motor Company, Autoliv conducted a series of dynamic rollover tests on Ford Explorer sport utility vehicles (SUV) during 1998 and 1999. Data from those tests were made available to the public and were analyzed in this study to investigate the magnitude of and the temporal relationship between roof deformation, lap-shoulder seat belt loads, and restrained anthropometric test dummy (ATD) neck loads. During each of the three FMVSS 208 dolly rollover tests of Ford Explorer SUVs, the far-side, passenger ATDs exhibited peak neck compression and flexion loads, which indicated a probable spinal column injury in all three tests. In those same tests, the near-side, driver ATD neck loads never predicted a potential injury. In all three tests, objective roof/pillar deformation occurred prior to the occurrence of peak neck loads (F ( z ), M ( y )) for far-side, passenger ATDs, and peak neck loads were predictive of probable spinal column injury. The production lap and shoulder seat belts in the SUVs, which restrained both driver and passenger ATDs, consistently allowed ATD head contact with the roof while the roof was contacting the ground during this 1000 ms test series. Local peak neck forces and moments were noted each time the far-side, passenger ATD head contacted ("dived into") the roof while the roof was in contact with the ground; however, the magnitude of these local peaks was only 2-13% of peak neck loads in all three tests. "Diving-type" neck loads were not predictive of injury for either driver or passenger ATD in any of the three tests.

Occupant Dynamics in Rollover Crashes: Influence of Roof Deformation and Seat Belt Performance on Probable Spinal Column Injury

PubMed Central

Cochran, John E.; King, Dottie; Burke, Donald S.

2007-01-01

Motor vehicle crashes are the leading cause of death in the United States for people ages 3–33, and rollover crashes have a higher fatality rate than any other crash mode. At the request and under the sponsorship of Ford Motor Company, Autoliv conducted a series of dynamic rollover tests on Ford Explorer sport utility vehicles (SUV) during 1998 and 1999. Data from those tests were made available to the public and were analyzed in this study to investigate the magnitude of and the temporal relationship between roof deformation, lap–shoulder seat belt loads, and restrained anthropometric test dummy (ATD) neck loads. During each of the three FMVSS 208 dolly rollover tests of Ford Explorer SUVs, the far-side, passenger ATDs exhibited peak neck compression and flexion loads, which indicated a probable spinal column injury in all three tests. In those same tests, the near-side, driver ATD neck loads never predicted a potential injury. In all three tests, objective roof/pillar deformation occurred prior to the occurrence of peak neck loads (Fz, My) for far-side, passenger ATDs, and peak neck loads were predictive of probable spinal column injury. The production lap and shoulder seat belts in the SUVs, which restrained both driver and passenger ATDs, consistently allowed ATD head contact with the roof while the roof was contacting the ground during this 1000 ms test series. Local peak neck forces and moments were noted each time the far-side, passenger ATD head contacted (“dived into”) the roof while the roof was in contact with the ground; however, the magnitude of these local peaks was only 2–13% of peak neck loads in all three tests. “Diving-type” neck loads were not predictive of injury for either driver or passenger ATD in any of the three tests. PMID:17641975

Truck Rollover Characterization for Class-8 Tractor-Trailers Utilizing Standard Dual Tires and New-Generation Single Tires

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

Capps, Gary; Knee, Bill; Franzese, Oscar

2005-07-30

The Heavy Truck Rollover Characterization Project is a major research effort conducted by the National Transportation Research Center, Inc. (NTRCI) in partnership with Oak Ridge National Laboratory (ORNL), Dana Corporation (Dana), Michelin Americas Research and Development Corporation (Michelin) and Clemson University (Clemson), under the NTRCIs Heavy Vehicle Safety Research Center (HVSRC) for the Federal Highway Administration (FHWA). ORNL provided the day-to-day management of the project. The expertise mix of this team coupled with complementary research needs and interests, and a positive can-do attitude provided an extremely positive experimental research opportunity for all involved. Furthermore, this team supplied significant and valuablemore » resources that provided a strong positive benchmark regarding the ability to conduct research within a public-private partnership. The work conducted by this team focused on initial efforts to generate data and information on heavy truck rollover not currently available in the industry. It reflects efforts within Phases 1 and 2 of a longer-term four-phase research program. A 1999 Peterbilt 379 class-8 tractor and 2004 Wabash dry freight van trailer were the test vehicles utilized in this effort. Both were instrumented with a number of sensors to capture the dynamics of the tractor and trailer as it engaged in various testing maneuvers that included: an evasive maneuver, swept sine, constant radius, and a run-off-the-road maneuver. The run-off-the-road maneuver was discontinued because the test track could not safety accommodate such a maneuver. These maneuvers were carried out utilizing both standard dual tires and new-generation dual tires in six test series. Two test series also included the use of a wider-slider suspension. Outriggers were placed on the test vehicle to assure that an actual rollover would not occur, however, the tests were designed to generate lift-off of tires during the tests. One of the main objectives of the tests that are a part of this study was to understand how different elements (e.g., dual tires and wide-base, new-generation single tires, different trailer suspension types, etc.) affect the overall vehicle roll stability. Tilt-table tests were also performed to characterize the static rollover propensity if the tractor trailer. For all of the tests, the vehicle was loaded with ballast for a gross vehicle weight rating of 79,000 lbs., and the speeds were gradually increased so that wheel lift-off was experienced both visually and via instrumentation. A significant amount of data was collected on all maneuvers performed (1.2 Gigabytes of data from 45 data channels sampled at 0.01 sec) and information was also captured via videotaping (one camera inside the cabin and three others outside; plus one off-board camera). Due to a number of issues related to the sensors, and idiosyncrasies in the data itself, a statistically meaningful data set was not possible. However sufficient data was collected to demonstrate the trends and patterns in the heavy truck rollover phenomenon.« less

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.

KSC-07pd0295

NASA Image and Video Library

2007-02-07

KENNEDY SPACE CENTER, FLA. -- The orbiter Atlantis, on top of its transporter, comes to a stop in the transfer aisle of the Vehicle Assembly Building after the rollover from the Orbiter Processing Facility. First motion out of OPF was at 6:19 a.m. EST. Once in the VAB, Atlantis will be lifted into high bay 1 and mated with the external tank and solid rocket boosters already in place on the mobile launcher platform. The rollover signals the start of the journey to the launch pad for liftoff on mission STS-117 targeted for March 15. The mission is the 21st to the International Space Station and will deliver the S3/S4 starboard truss segments. Photo credit: NASA/Kim Shiflett

Enhancing roll stability of heavy vehicle by LQR active anti-roll bar control using electronic servo-valve hydraulic actuators

NASA Astrophysics Data System (ADS)

Vu, Van Tan; Sename, Olivier; Dugard, Luc; Gaspar, Peter

2017-09-01

Rollover of heavy vehicle is an important road safety problem world-wide. Although rollovers are relatively rare events, they are usually deadly accidents when they occur. The roll stability loss is the main cause of rollover accidents in which heavy vehicles are involved. In order to improve the roll stability, most of modern heavy vehicles are equipped with passive anti-roll bars to reduce roll motion during cornering or riding on uneven roads. However these may be not sufficient to overcome critical situations. This paper introduces the active anti-roll bars made of four electronic servo-valve hydraulic actuators, which are modelled and integrated in a yaw-roll model of a single unit heavy vehicle. The control signal is the current entering the electronic servo-valve and the output is the force generated by the hydraulic actuator. The active control design is achieved solving a linear optimal control problem based on the linear quadratic regulator (LQR) approach. A comparison of several LQR controllers is provided to allow for tackling the considered multi-objective problems. Simulation results in frequency and time domains show that the use of two active anti-roll bars (front and rear axles) drastically improves the roll stability of the single unit heavy vehicle compared with the passive anti-roll bar.

Block 25 field, Chandeleur Sound, St. Bernard Parish, Louisiana

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

Woltz, D.

1980-01-01

Two pay sands occur on a subtle, east-west elongated, rollover structure situated on the downthrown side of a down-to-the-coast growth fault. The 4800 Ft sand has a total original hydrocarbons column of ca. 30 ft, and the 5200 ft or BB sand has a total, original hydrocarbon column of ca. 55 ft. and is the primary producer in the field. The down-to-the-coast fault which trends east-west and lies on the northern side of the field apparently has contributed to the trapping of hydrocarbons in the structure. The geometry of the BB sand suggests that it is a bar type deposit.more » Apparently, hydrocarbons present in the pay sands have not been derived from the sediments directly above or below the reservoirs. The oil accumulated in the sand reservoirs probably migrated into the block 25 structure from peripheral areas.« less

Structure of the central Terror Rift, western Ross Sea, Antarctica

USGS Publications Warehouse

Hall, Jerome; Wilson, Terry; Henrys, Stuart

2007-01-01

The Terror Rift is a zone of post-middle Miocene faulting and volcanism along the western margin of the West Antarctic Rift System. A new seismic data set from NSF geophysical cruise NBP04-01, integrated with the previous dataset to provide higher spatial resolution, has been interpreted in this study in order to improve understanding of the architecture and history of the Terror Rift. The Terror Rift contains two components, a structurally-controlled rollover anticlinal arch intruded by younger volcanic bodies and an associated synclinal basin. Offsets and trend changes in fault patterns have been identified, coincident with shifts in the location of depocenters that define rift sub-basins, indicating that the Terror Rift is segmented by transverse structures. Multiple phases of faulting all post-date 17 Ma, including faults cutting the seafloor surface, indicating Neogene rifting and possible modern activity.

State, Parameter, and Unknown Input Estimation Problems in Active Automotive Safety Applications

NASA Astrophysics Data System (ADS)

Phanomchoeng, Gridsada

A variety of driver assistance systems such as traction control, electronic stability control (ESC), rollover prevention and lane departure avoidance systems are being developed by automotive manufacturers to reduce driver burden, partially automate normal driving operations, and reduce accidents. The effectiveness of these driver assistance systems can be significant enhanced if the real-time values of several vehicle parameters and state variables, namely tire-road friction coefficient, slip angle, roll angle, and rollover index, can be known. Since there are no inexpensive sensors available to measure these variables, it is necessary to estimate them. However, due to the significant nonlinear dynamics in a vehicle, due to unknown and changing plant parameters, and due to the presence of unknown input disturbances, the design of estimation algorithms for this application is challenging. This dissertation develops a new approach to observer design for nonlinear systems in which the nonlinearity has a globally (or locally) bounded Jacobian. The developed approach utilizes a modified version of the mean value theorem to express the nonlinearity in the estimation error dynamics as a convex combination of known matrices with time varying coefficients. The observer gains are then obtained by solving linear matrix inequalities (LMIs). A number of illustrative examples are presented to show that the developed approach is less conservative and more useful than the standard Lipschitz assumption based nonlinear observer. The developed nonlinear observer is utilized for estimation of slip angle, longitudinal vehicle velocity, and vehicle roll angle. In order to predict and prevent vehicle rollovers in tripped situations, it is necessary to estimate the vertical tire forces in the presence of unknown road disturbance inputs. An approach to estimate unknown disturbance inputs in nonlinear systems using dynamic model inversion and a modified version of the mean value theorem is presented. The developed theory is used to estimate vertical tire forces and predict tripped rollovers in situations involving road bumps, potholes, and lateral unknown force inputs. To estimate the tire-road friction coefficients at each individual tire of the vehicle, algorithms to estimate longitudinal forces and slip ratios at each tire are proposed. Subsequently, tire-road friction coefficients are obtained using recursive least squares parameter estimators that exploit the relationship between longitudinal force and slip ratio at each tire. The developed approaches are evaluated through simulations with industry standard software, CARSIM, with experimental tests on a Volvo XC90 sport utility vehicle and with experimental tests on a 1/8th scaled vehicle. The simulation and experimental results show that the developed approaches can reliably estimate the vehicle parameters and state variables needed for effective ESC and rollover prevention applications.

The folding pathways and thermodynamics of semiflexible polymers

NASA Astrophysics Data System (ADS)

Wu, Jing; Cheng, Chenqian; Liu, Gaoyuan; Zhang, Ping; Chen, Tao

2018-05-01

Inspired by the protein folding and DNA packing, we have systematically studied the thermodynamic and kinetic behaviors of single semiflexible homopolymers by Langevin dynamics simulations. In line with experiments, a rich variety of folding products, such as rod-like bundles, hairpins, toroids, and a mixture of them, are observed in the complete diagram of states. Moreover, knotted structures with a significant population are found in a certain range of bending stiffness in thermal equilibrium. As the solvent quality becomes poorer, the population of the intermediate occurring in the folding process increases, which leads to a severe chevron rollover for the folding arm. However, the population of the intermediates in the unfolding process is very low, insufficient to induce unfolding arm rollover. The total types of folding pathways from the coil state to the toroidal state for a semiflexible polymer chain remain unchanged by varying the solvent quality or temperature, whereas the kinetic partitioning into different folding events can be tuned significantly. In the process of knotting, three types of mechanisms, namely, plugging, slipknotting, and sliding, are discovered. Along the folding evolution, a semiflexible homopolymer chain can knot at any stage of folding upon leaving the extended coil state, and the probability to find a knot increases with chain compactness. In addition, we find rich types of knotted topologies during the folding of a semiflexible homopolymer chain. This study should be helpful in gaining insight into the general principles of biopolymer folding.

Structural control of coalbed methane production in Alabama

USGS Publications Warehouse

Pashin, J.C.; Groshong, R.H.

1998-01-01

Thin-skinned structures are distributed throughout the Alabama coalbed methane fields, and these structures affect the production of gas and water from coal-bearing strata. Extensional structures in Deerlick Creek and Cedar Cove fields include normal faults and hanging-wall rollovers, and area balancing indicates that these structures are detached in the Pottsville Formation. Compressional folds in Gurnee and Oak Grove fields, by comparison, are interpreted to be detachment folds formed above decollements at different stratigraphic levels. Patterns of gas and water production reflect the structural style of each field and further indicate that folding and faulting have affected the distribution of permeability and the overall success of coalbed methane operations. Area balancing can be an effective way to characterize coalbed methane reservoirs in structurally complex regions because it constrains structural geometry and can be used to determine the distribution of layer-parallel strain. Comparison of calculated requisite strain and borehole expansion data from calliper logs suggests that strain in coalbed methane reservoirs is predictable and can be expressed as fracturing and small-scale faulting. However, refined methodology is needed to analyze heterogeneous strain distributions in discrete bed segments. Understanding temporal variation of production patterns in areas where gas and water production are influenced by map-scale structure will further facilitate effective management of coalbed methane fields.Thin-skinned structures are distributed throughout the Alabama coalbed methane fields, and these structures affect the production of gas and water from coal-bearing strata. Extensional structures in Deerlick Creek and Cedar Cove fields include normal faults and hanging-wall rollovers, and area balancing indicates that these structures are detached in the Pottsville Formation. Compressional folds in Gurnee and Oak Grove fields, by comparison, are interpreted to be detachment folds formed above decollements at different stratigraphic levels. Patterns of gas and water production reflect the structural style of each field and further indicate that folding and faulting have affected the distribution of permeability and the overall success of coalbed methane operations. Area balancing can be an effective way to characterize coalbed methane reservoirs in structurally complex regions because it constrains structural geometry and can be used to determine the distribution of layer-parallel strain. Comparison of calculated requisite strain and borehole expansion data from calliper logs suggests that strain in coalbed methane reservoirs is predictable and can be expressed as fracturing and small-scale faulting. However, refined methodology is needed to analyze heterogeneous strain distributions in discrete bed segments. Understanding temporal variation of production patterns in areas where gas and water production are influenced by map-scale structure will further facilitate effective management of coalbed methane fields.

Modelling the impacts of barrier-island transgression and anthropogenic disturbance on blue carbon budgets

NASA Astrophysics Data System (ADS)

Theuerkauf, E. J.; Rodriguez, A. B.

2017-12-01

The size of backbarrier saltmarsh carbon reservoirs are dictated by transgressive processes, such as erosion and overwash, yet these processes are not included in blue carbon budgets. These carbon reservoirs are presumed to increase through time if marsh elevation is keeping pace with sea-level rise. However, changes in marsh width due to erosion and overwash can alter carbon budgets and reservoirs. To explore the impacts of these processes on transgressive barrier island carbon budgets and reservoirs we developed and tested a transect model. The model couples a carbon storage term driven by backbarrier marsh width and a carbon export term driven by ocean and backbarrier shoreline erosion. We tested the model using data collected from two transgressive barrier islands in North Carolina with different backbarrier settings. Core Banks is an undeveloped barrier island with a wide backbarrier marsh and lagoon, hence, landward migration of the island (rollover) is unimpeded. Barrier rollover is impeded at Onslow Beach as there is no backbarrier lagoon and the island is immediately adjacent to steeper mainland topography. Sediment cores were collected to determine carbon storage rates as well as the quantity of carbon exported from eroding marsh. Backbarrier marsh erosion rates, ocean shoreline erosion rates, and changes in marsh width were determined from aerial photographs. Output from the model indicated that hurricane erosion and overwash as well as human disturbance from the construction of the Intracoastal Waterway temporarily transitioned the Onslow Beach sites to carbon sources. Through time, the carbon reservoir at this barrier continued to decrease as carbon export outpaced carbon storage. The carbon reservoir will continue to exhaust as the ocean shoreline migrates landward given the inability for new marsh to form during island rollover. At Core Banks, barrier rollover is unimpeded and new saltmarsh can form during transgression. The Core Banks site only briefly became a carbon source during an erosive period; otherwise the island functioned as a carbon sink and the reservoir increased across the past century. Our model results indicate barrier island setting controls the sustainability of the carbon reservoir and that transgressive processes should be included in coastal carbon budgets.

Supplemental Annuity Plan | Alaska Division of Retirement and Benefits

Science.gov Websites

Information Information Resources Forms Please enter your Email Address: Email Address Sign Up Changes Address Changes Apply for Retirement Insurance Enrollment Rollovers Report a Death Education AK Retirement

Analysis of crashes involving 15-passenger vans

DOT National Transportation Integrated Search

2004-05-01

This study explores the relationship between vehicle occupancy and several other variables in the National Highway Traffic Safety Administration's (NHTSA's) Fatality Analysis Reporting System (FARS) database and a 15-passenger van's risk of rollover....

75 FR 33839 - Sunshine Act Meeting

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-15

... Control and Rollover, Dolan Springs, Arizona, January 30, 2009 (HWY-09- MH-009). News Media Contact... Webcast by accessing a link under ``News & Events'' on the NTSB home page at http://www.ntsb.gov . FOR...

Wagon instability in long trains

NASA Astrophysics Data System (ADS)

Cole, Colin; McClanachan, Mitchell; Spiryagin, Maksym; Sun, Yan Quan

2012-01-01

Lateral force components and impacts from couplers can adversely affect wagon stability. These issues are significant in longer and heavier trains increasing the risk of wagon rollover, wheel climb, wagon body pitch, bogie pitch and wagon lift-off. Modelling of coupler angles has been added to normal longitudinal train simulation to allow comprehensive study of lateral components of coupler forces. Lateral coupler forces are then combined with centripetal inertia calculations to determine quasi-static lateral forces, quasi-static vertical forces and quasi-static bogie lateral to vertical ratio, allowing the study of stringlining, buckling and wagon rollover risks. The approach taken allows for different rolling stock lengths, overhang and coupling lengths, and allows the study of angles occurring in transitions. Wagon body and bogie pitch are also studied with enhancements added to previous modelling to allow the study of wagon lift-off.

Perception of side rollover hazards in a Pennsylvania rural population while operating an all-terrain vehicle (ATV).

PubMed

Cavallo, Eugenio; Görücü, Serap; Murphy, Dennis

2015-06-05

All-terrain vehicles (ATVs) are unstable on steep and rough terrain, and thus, rollover is the most common accident which can result in a high rate of fatal outcomes, with higher rates for young and male drivers. This paper investigates the ability of rural Pennsylvania ATV drivers to correctly evaluate slopes, and the mean slope angle at which the most and least conservative drivers indicate a beginning of concern of a roll-over. The study was conducted using a simulator, a commercial ATV firmly fixed on an hydraulically-lifted platform. As the platform was being raised, participants were asked to report when they became uncomfortable and then when they would not drive across a slope at such an angle. The difference between the reported and the actual angles in both conditions were analyzed. Fifty-five individuals, mostly male and younger than 20 years, participated in riding on the simulator. Between 1/3 and 1/4 of the participants correctly estimated the angle while approximately 2/3 of participants overestimated the angles at which they felt they would be uncomfortable and they would not drive across. Participants began to feel uncomfortable at 15.9±5.7 degrees and became so uncomfortable that they felt they would not drive at 22.7±3.7 degrees. Overestimation of lateral roll angles is the most common result. This is in favor of safety when drivers are informed about a slope limit ATVs should not be operated on.

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.

Enabler operator station. [lunar surface vehicle

NASA Technical Reports Server (NTRS)

Bailey, Andrea; Keitzman, John; King, Shirlyn; Stover, Rae; Wegner, Torsten

1992-01-01

The objective of this project was to design an onboard operator station for the conceptual Lunar Work Vehicle (LWV). This LWV would be used in the colonization of a lunar outpost. The details that follow, however, are for an earth-bound model. Several recommendations are made in the appendix as to the changes needed in material selection for the lunar environment. The operator station is designed dimensionally correct for an astronaut wearing the current space shuttle EVA suit (which includes life support). The proposed operator station will support and restrain an astronaut as well as provide protection from the hazards of vehicle rollover. The threat of suit puncture is eliminated by rounding all corners and edges. A step-plate, located at the front of the vehicle, provides excellent ease of entry and exit. The operator station weight requirements are met by making efficient use of grid members, semi-rigid members and woven fabrics.

The Canyonlands Grabens Revisited, with a New Interpretation of Graben Geometry

NASA Astrophysics Data System (ADS)

Schultz, R. A.; Moore, J. M.

1996-03-01

The relative scale between faults and faulted-layer thickness is critical to the mechanical behavior of faults and fault populations on any planetary body. Due to their fresh, relatively uneroded morphology and simple structural setting, the terrestrial Canyonlands grabens provide a unique opportunity to critically investigate the geometry, growth, interaction, and scaling relationships of normal faults. Symmetrical models have traditionally been used to describe these grabens, but field observations of stratigraphic offsets require asymmetric graben cross-sectional geometry. Topographic profiles reveal differential stratigraphic offsets, graben floor-tilts, and possible roll-over anticlines as well as footwall uplifts. Relationships between the asymmetric graben geometry and brittle-layer thickness are currently being investigated.

Tripped rollover (phase A).

DOT National Transportation Integrated Search

2009-08-01

The Federal Highway Administration (FHWA) has expressed interest in learning more about pavement drop-offs at the edge of roadways and their relationship with the roll stability of heavy vehicles. Statistics kept by the National Highway Traffic Safet...

75 FR 61853 - Advisory Committee to the Internal Revenue Service; Meeting

Federal Register 2010, 2011, 2012, 2013, 2014

2010-10-06

... taxation and tax reporting, withholding tax issues, Identity Theft, Form 1099-DIV, Box 10, foreign tax paid... basis allocation for direct rollovers. Last minute agenda changes may preclude advance notice. Due to...

Evaluation of aggregate sections at Mn/ROAD

DOT National Transportation Integrated Search

2000-06-01

This project focuses on the second construction phase of the Minnesota Road Research facility (Mn/ROAD) and evaluates three typical, locally available, surfacing aggregates along with a rollover section from the initial phase for performance. The pro...

5 CFR 2634.1006 - Rollover into permitted property.

Code of Federal Regulations, 2010 CFR

2010-01-01

... proceeds in such securities. However, she may invest the proceeds in a diversified mutual fund. See the... the proceeds of the sale and reinvest them in an S&P Index Fund, a diversified Growth Stock Fund, and...

5 CFR 2634.1006 - Rollover into permitted property.

Code of Federal Regulations, 2011 CFR

2011-01-01

... proceeds in such securities. However, she may invest the proceeds in a diversified mutual fund. See the... the proceeds of the sale and reinvest them in an S&P Index Fund, a diversified Growth Stock Fund, and...

26 CFR 1.402(c)-2 - Eligible rollover distributions; questions and answers.

Code of Federal Regulations, 2011 CFR

2011-04-01

... payments cease upon recovery from the disability may be disregarded. (b) Certain supplements disregarded... governing the plan loan, the loan is cancelled, accelerated, or treated as if it were in default (e.g...

THE ROLL-OVER OF HELIOSPHERIC NEUTRAL HYDROGEN BELOW 100 eV: OBSERVATIONS AND IMPLICATIONS

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

Galli, A.; Wurz, P.; Schwadron, N. A.

2016-04-20

We present an improved analysis of the energy spectrum of energetic neutral hydrogen from the heliosheath observed with the IBEX -Lo sensor on the Interstellar Boundary EXplorer from the years 2009 to 2012. This analysis allows us to study the lowest energies between 10 and 100 eV although various background sources are more intense than the targeted signal over broad areas of the sky. The results improve our knowledge of the interaction region between our heliosphere and the interstellar plasma because these neutral atoms are direct messengers from the low-energy plasma in the heliosheath. We find a roll-over of themore » energy spectrum below 100 eV, which has major implications for the pressure balance of the plasma in the inner heliosheath. The results can also be compared directly with in situ observations of the Voyager 1 and 2 spacecraft.« less

Albian salt-tectonics in Central Tunisia: Evidences for an Atlantic-type passive margin

NASA Astrophysics Data System (ADS)

Jaillard, Etienne; Bouillin, Jean-Pierre; Ouali, Jamel; Dumont, Thierry; Latil, Jean-Louis; Chihaoui, Abir

2017-11-01

Tunisia is part of the south-Tethyan margin, which comprises Triassic evaporites and a thick series of Jurassic and Cretaceous, mainly marine deposits, related to the Tethyan rifting evolution. A survey of various Cretaceous outcrops of central Tunisia (Kasserine-El Kef area), combined with literature descriptions, shows that the style of Albian deformation changes from the proximal (South) to the distal part (North) of the margin. The southern part is dominated by tilted blocks and growth faults, which evolve to the north to turtle-back and roll-over structures. Farther North, deformation is dominated by the extrusion of diapirs and salt walls. Such a distribution of deformation strongly suggests that the whole sedimentary cover glided northward on the Triassic evaporites during Albian times, as described for the Atlantic passive margin or for the Gulf of Mexico. Subsequently, these halokinetic structures have been folded during Alpine compressional tectonics.

Foot roll-over evaluation based on 3D dynamic foot scan.

PubMed

Samson, William; Van Hamme, Angèle; Sanchez, Stéphane; Chèze, Laurence; Van Sint Jan, Serge; Feipel, Véronique

2014-01-01

Foot roll-over is commonly analyzed to evaluate gait pathologies. The current study utilized a dynamic foot scanner (DFS) to analyze foot roll-over. The right feet of ten healthy subjects were assessed during gait trials with a DFS system integrated into a walkway. A foot sole picture was computed by vertically projecting points from the 3D foot shape which were lower than a threshold height of 15 mm. A 'height' value of these projected points was determined; corresponding to the initial vertical coordinates prior to projection. Similar to pedobarographic analysis, the foot sole picture was segmented into anatomical regions of interest (ROIs) to process mean height (average of height data by ROI) and projected surface (area of the projected foot sole by ROI). Results showed that these variables evolved differently to plantar pressure data previously reported in the literature, mainly due to the specificity of each physical quantity (millimeters vs Pascals). Compared to plantar pressure data arising from surface contact by the foot, the current method takes into account the whole plantar aspect of the foot, including the parts that do not make contact with the support surface. The current approach using height data could contribute to a better understanding of specific aspects of foot motion during walking, such as plantar arch height and the windlass mechanism. Results of this study show the underlying method is reliable. Further investigation is required to validate the DFS measurements within a clinical context, prior to implementation into clinical practice. Copyright © 2013 Elsevier B.V. All rights reserved.

On the Application of a Response Surface Technique to Analyze Roll-over Stability of Capsules with Airbags Using LS-Dyna

NASA Technical Reports Server (NTRS)

Horta, Lucas G.; Reaves, Mercedes C.

2008-01-01

As NASA moves towards developing technologies needed to implement its new Exploration program, studies conducted for Apollo in the 1960's to understand the rollover stability of capsules landing are being revisited. Although rigid body kinematics analyses of the roll-over behavior of capsules on impact provided critical insight to the Apollo problem, extensive ground test programs were also used. For the new Orion spacecraft being developed to implement today's Exploration program, new air-bag designs have improved sufficiently for NASA to consider their use to mitigate landing loads to ensure crew safety and to enable re-usability of the capsule. Simple kinematics models provide only limited understanding of the behavior of these air bag systems, and more sophisticated tools must be used. In particular, NASA and its contractors are using the LS-Dyna nonlinear simulation code for impact response predictions of the full Orion vehicle with air bags by leveraging the extensive air bag prediction work previously done by the automotive industry. However, even in today's computational environment, these analyses are still high-dimensional, time consuming, and computationally intensive. To alleviate the computational burden, this paper presents an approach that uses deterministic sampling techniques and an adaptive response surface method to not only use existing LS-Dyna solutions but also to interpolate from LS-Dyna solutions to predict the stability boundaries for a capsule on airbags. Results for the stability boundary in terms of impact velocities, capsule attitude, impact plane orientation, and impact surface friction are discussed.

Evaluation of concepts for locomotive crew egress

DOT National Transportation Integrated Search

2003-03-01

This report presents the results of the first phase of a program to develop innovative concepts for a locomotive crew egress system. The program targeted rollover derailment accidents, where the options for crew egress are most limited. : In Phase I ...

An open-label study to evaluate the long-term safety and efficacy of lanadelumab for prevention of attacks in hereditary angioedema: design of the HELP study extension.

PubMed

Riedl, Marc A; Bernstein, Jonathan A; Craig, Timothy; Banerji, Aleena; Magerl, Markus; Cicardi, Marco; Longhurst, Hilary J; Shennak, Mustafa M; Yang, William H; Schranz, Jennifer; Baptista, Jovanna; Busse, Paula J

2017-01-01

Hereditary angioedema (HAE) is characterized by recurrent attacks of subcutaneous or submucosal edema. Attacks are unpredictable, debilitating, and have a significant impact on quality of life. Patients may be prescribed prophylactic therapy to prevent angioedema attacks. Current prophylactic treatments may be difficult to administer (i.e., intravenously), require frequent administrations or are not well tolerated, and breakthrough attacks may still occur frequently. Lanadelumab is a subcutaneously-administered monoclonal antibody inhibitor of plasma kallikrein in clinical development for prophylaxis of hereditary angioedema attacks. A Phase 1b study supported its efficacy in preventing attacks. A Phase 3, randomized, double-blind, placebo-controlled, parallel-arm study has been completed and an open-label extension is currently ongoing. The primary objective of the open-label extension is to evaluate the long-term safety of repeated subcutaneous administrations of lanadelumab in patients with type I/II HAE. Secondary objectives include evaluation of efficacy and time to first angioedema attack to determine outer bounds of the dosing interval. The study will also evaluate immunogenicity, pharmacokinetics/pharmacodynamics, quality of life, characteristics of breakthrough attacks, ease of self-administration, and safety/efficacy in patients who switch to lanadelumab from another prophylactic therapy. The open-label extension will enroll patients who completed the double-blind study ("rollover patients") and those who did not participate in the double-blind study ("non-rollover patients"), which includes patients who may or may not be currently using another prophylactic therapy. Rollover patients will receive a single 300 mg dose of lanadelumab on Day 0 and the second dose after the patient's first confirmed angioedema attack. Thereafter, lanadelumab will be administered every 2 weeks. Non-rollover patients will receive 300 mg lanadelumab every 2 weeks regardless of the first attack. All patients will receive their last dose on Day 350 (maximum of 26 doses), and will then undergo a 4-week follow-up. Prevention of attacks can reduce the burden of illness associated with HAE. Prophylactic therapy requires extended, repeated dosing and the results of this study will provide important data on the long-term safety and efficacy of lanadelumab, a monoclonal antibody inhibitor of plasma kallikrein for subcutaneous administration for the treatment of HAE. Trial registration NCT02741596.

Cargo tank incident study (CTIS) : rollover data and risk framework.

DOT National Transportation Integrated Search

2017-03-01

It is critical to our nations safety to minimize the risk of accidents involving the transportation of hazardous materials on our nations roadways via commercial cargo tank trucks. This research included a detailed human factors analysis of car...

How to Keep Your Teenage Driver Alive.

ERIC Educational Resources Information Center

Bell, Fred

1983-01-01

Ideas parents can use to instill safe driving habits in teenagers are discussed. Among them are tips for dealing with impatience and traffic congestion, avoiding rollovers, and being alert to other hazards, such as wet brakes, distractions, and driving after drinking. (PP)

U24 : heavy truck rollover characterization (phase C).

DOT National Transportation Integrated Search

2010-08-01

The effect of changes in the suspension of a cargo tank semitrailer on its roll stability was studied in experiments and modeling. Three configurations were considered: a typical design; a design with a wider track; and a design with wider track and ...

Certified safe farm: identifying and removing hazards on the farm.

PubMed

Rautiainen, R H; Grafft, L J; Kline, A K; Madsen, M D; Lange, J L; Donham, K J

2010-04-01

This article describes the development of the Certified Safe Farm (CSF) on-farm safety review tools, characterizes the safety improvements among participating farms during the study period, and evaluates differences in background variables between low and high scoring farms. Average farm review scores on 185 study farms improved from 82 to 96 during the five-year study (0-100 scale, 85 required for CSF certification). A total of 1292 safety improvements were reported at an estimated cost of $650 per farm. A wide range of improvements were made, including adding 9 rollover protective structures (ROPS), 59 power take-off (PTO) master shields, and 207 slow-moving vehicle (SMV) emblems; improving lighting on 72 machines: placing 171 warning decals on machinery; shielding 77 moving parts; locking up 17 chemical storage areas, adding 83 lockout/tagout improvements; and making general housekeeping upgrades in 62 farm buildings. The local, trained farm reviewers and the CSF review process overall were well received by participating farmers. In addition to our earlier findings where higher farm review scores were associated with lower self-reported health outcome costs, we found that those with higher farm work hours, younger age, pork production in confinement, beef production, poultry production, and reported exposure to agrichemicals had higher farm review scores than those who did not have these characteristics. Overall, the farm review process functioned as expected. encouraging physical improvements in the farm environment, and contributing to the multi-faceted CSF intervention program.

Effect of Wheel/Rail Loads on Concrete Tie Stresses and Rail Rollover.

DOT National Transportation Integrated Search

2011-09-21

As a result of vertical and lateral wheel/rail forces, high contact stresses can develop at the interface between the rail base and tie. Under certain conditions, these stresses can exceed the strength of the concrete tie and result in deterioration ...

The Ins and Outs of Managing School Annuity Plans.

ERIC Educational Resources Information Center

Russell, Cecile

1997-01-01

Discusses eligibility rules, funding vehicles, salary reeducation contribution requirements and limits, distribution benefits, transfers, and rollovers associated with providing well-run Section 403 (b) tax shelter annuity programs for school employees. School business officials should possess a thorough understanding of Internal Revenue Service…

Cu(In,Ga)Se2 solar cells with In2S3 buffer layer deposited by thermal evaporation

NASA Astrophysics Data System (ADS)

Kim, SeongYeon; Rana, Tanka R.; Kim, JunHo; Yun, JaeHo

2017-12-01

We report on physical vapor deposition of indium sulfide (In2S3) buffer layers and its application to Cu(In,Ga)Se2 (CIGSe) thin film solar cell. The Indium sulfide buffer layers were evaporated onto CIGSe at various substrate temperatures from room temperature (RT) to 350 °C. The effect of deposition temperature of buffer layers on the solar cell device performance were investigated by analyzing temperature dependent current-voltage ( J- V- T), external quantum efficiency (EQE) and Raman spectroscopy. The fabricated device showed the highest power conversion efficiency of 6.56% at substrate temperature of 250 °C, which is due to the decreased interface recombination. However, the roll-over in J- V curves was observed for solar cell device having buffer deposited at substrate temperature larger than 250 °C. From the measurement results, the interface defect and roll-over related degradation were found to have limitation on the performance of solar cell device.

Evaluation of alternative intersections and interchanges: volume 1 -- roundabout capacity and rollover analysis for heavy vehicles.

DOT National Transportation Integrated Search

2015-12-01

There is a recent trend of building roundabouts on highspeed roads, often with the considerable presence of heavy vehicles. With : the increased presence of trucks on roundabouts, the issue of overturning has become a concern. Although some geomet...

Concept of operations and policy implications for unmanned aircraft systems use for traffic incident management (UAS-TIM) : final report.

DOT National Transportation Integrated Search

2017-03-01

Texas freeways experience considerable traffic congestionsome from high traffic volumes and some from traffic incidents, both minor (e.g., crashes, stalls, and road debris) and major (e.g., vehicle rollovers, chemical spills, flooding, and hurrica...

Enhancing L2 Reading Comprehension with Hypermedia Texts: Student Perceptions

ERIC Educational Resources Information Center

Garrett-Rucks, Paula; Howles, Les; Lake, William M.

2015-01-01

This study extends current research about L2 hypermedia texts by investigating the combined use of audiovisual features including: (a) Contextualized images, (b) rollover translations, (c) cultural information, (d) audio explanations and (e) comprehension check exercises. Specifically, student perceptions of hypermedia readings compared to…

76 FR 53660 - Federal Motor Vehicle Safety Standards; Seat Belt Assemblies

Federal Register 2010, 2011, 2012, 2013, 2014

2011-08-29

... further require integration of electrical signals from existing front and side crash sensor information... require additional crash sensors for rollover and rear-end crash events for vehicles without such sensors. Crash imminent sensors, or sensors that detect an impending crash, may also be needed. It is also...

A stochastic approach to online vehicle state and parameter estimation, with application to inertia estimation for rollover prevention and battery charge/health estimation.

DOT National Transportation Integrated Search

2013-08-01

This report summarizes research conducted at Penn State, Virginia Tech, and West Virginia University on the development of algorithms based on the generalized polynomial chaos (gpc) expansion for the online estimation of automotive and transportation...

26 CFR 1.897-4AT - Table of contents (temporary).

Code of Federal Regulations, 2010 CFR

2010-04-01

...) Liquidation of certain foreign corporations making a section 897(i) election. (v) Transfer of foreign.... (5) Section 1034 rollover of gain. (i) Purchase of foreign principal residence. (ii) Purchase of U.S. principal residence. (6) Determination of basis. (7) Examples. (8) Treatment of nonqualifying property. (i...

78 FR 17358 - Mid-Atlantic Fishery Management Council (MAFMC); Public Meetings

Federal Register 2010, 2011, 2012, 2013, 2014

2013-03-21

... Organizational Reports, the New England and South Atlantic Liaison Reports, the Executive Director's Report, the... December 2012 and February 2013 minutes, receive Organizational Reports, the New England and South Atlantic... recommendation on the workshop results to include control dates, roll-over provisions, GRAs, port meetings, etc...

26 CFR 1.1471-0 - Outline of regulation provisions for sections 1471 through 1474.

Code of Federal Regulations, 2013 CFR

2013-04-01

... savings accounts. (A) Retirement and pension accounts. (B) Non-retirement savings accounts. (C) Rollovers.... (A) In general. (B) Nonfinancial group. (C) Holding company. (D) Treasury center. (E) Captive finance...) Investment vehicles exclusively for retirement funds. (6) Pension fund of an exempt beneficial owner. (7...

Vehicle Animation Software (VAS) to Animate Results Obtained from Vehicle Handling and Rollover Simulations and Tests

DOT National Transportation Integrated Search

1991-04-01

Results from vehicle computer simulations usually take the form of numeric data or graphs. While these graphs provide the investigator with the insight into vehicle behavior, it may be difficult to use these graphs to assess complex vehicle motion. C...

49 CFR 579.21 - Reporting requirements for manufacturers of 5,000 or more light vehicles annually.

Code of Federal Regulations, 2011 CFR

2011-10-01

... codes to be included. (c) Numbers of property damage claims, consumer complaints, warranty claims, and field reports. Separate reports on the numbers of those property damage claims, consumer complaints... or rollover indicated by the code. If an underlying property damage claim, consumer complaint...

49 CFR 579.21 - Reporting requirements for manufacturers of 5,000 or more light vehicles annually.

Code of Federal Regulations, 2012 CFR

2012-10-01

... codes to be included. (c) Numbers of property damage claims, consumer complaints, warranty claims, and field reports. Separate reports on the numbers of those property damage claims, consumer complaints... or rollover indicated by the code. If an underlying property damage claim, consumer complaint...

12 CFR 303.243 - Brokered deposit waivers.

Code of Federal Regulations, 2010 CFR

2010-01-01

... and use of brokered deposits; (7) A recent consolidated financial statement with balance sheet and income statements; and (8) The reasons the institution believes its acceptance, renewal or rollover of...) The time period for which the waiver is requested; (2) A statement of the policy governing the use of...

Field operational test of the Freightliner/Meritor WABCO roll stability advisor and control at Praxair

DOT National Transportation Integrated Search

2003-08-01

This document reports on the conduct and findings of a naturalistic field operational test (FOT) of the Freightliner/Meritor WABCO Roll Stability Advisor and Control (RA&C). The broad intent of RA&C is to reduce the risk of rollover by improving driv...

29 CFR 2520.104-49 - Alternative method of compliance for certain simplified employee pensions.

Code of Federal Regulations, 2010 CFR

2010-07-01

... employer contributions will be made and those IRAs are subject to provisions that prohibit withdrawal of... or withdraw funds from the IRAs, including restrictions that allow rollovers or withdrawals but... purposes, (viii) The statutory provisions concerning withdrawal of funds from a SEP-IRA and the...

26 CFR 1.402(c)-2 - Eligible rollover distributions; questions and answers.

Code of Federal Regulations, 2010 CFR

2010-04-01

... following periods— (i) The life of the employee (or the joint lives of the employee and the employee's designated beneficiary); (ii) The life expectancy of the employee (or the joint life and last survivor... unless otherwise excepted. Similarly, if an employee's surviving spouse receives a survivor life annuity...

29 CFR 2550.404a-2 - Safe harbor for automatic rollovers to individual retirement plans.

Code of Federal Regulations, 2010 CFR

2010-07-01

... the selection of an individual retirement plan provider and the investment of funds in connection with... distribution of rolled-over funds to an individual retirement plan, the fiduciary enters into a written agreement with an individual retirement plan provider that provides: (i) The rolled-over funds shall be...

75 FR 17605 - Federal Motor Vehicle Safety Standards; Roof Crush Resistance

Federal Register 2010, 2011, 2012, 2013, 2014

2010-04-07

...-weight ratio requirement to heavier light vehicles, i.e., ones with a gross vehicle weight rating greater... of that decision as well as the agency's decision not to adopt a dynamic rollover test requirement as.... Petitioner's Claim That Quasi-Static Test and Criteria Do Not Reasonably Differentiate Between the Injury...

76 FR 45453 - New Car Assessment Program (NCAP); Safety Labeling

Federal Register 2010, 2011, 2012, 2013, 2014

2011-07-29

... groups, one of which was presented with a sample window sticker that included what was portrayed as a...) subjects vehicles to frontal crash, side crash, and rollover resistance tests and, based on the results... system, with five stars being the highest rating and one star the lowest. The ratings would enable...

76 FR 3211 - Federal Motor Vehicle Safety Standards, Ejection Mitigation; Phase-In Reporting Requirements...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-01-19

... be tethered near the base of the vehicle's pillars or otherwise designed to keep the impactor within... performance and occupant behavior, and with the FHWA taking the lead, improving roadway designs. Vehicle... remaining in the vehicle during a rollover included improved roof crush resistance and research on whether...

75 FR 70670 - Final Vehicle Safety Rulemaking and Research Priority Plan 2010-2013

Federal Register 2010, 2011, 2012, 2013, 2014

2010-11-18

... management tool as well as a means to communicate to the public NHTSA's highest priorities to meet the Nation's motor vehicle safety challenges. Among them are programs and projects involving rollover crashes... in this plan. This plan lists the programs and projects the agency anticipates working on even though...

7 CFR 1714.9 - Prepayment of insured loans.

Code of Federal Regulations, 2010 CFR

2010-01-01

... loans. This section sets out provisions for prepayment of insured electric loans at face value... than a rollover maturity date. A borrower may elect at the time of loan approval to include a... loans. Loan documents for hardship loans shall provide that the loan may be prepaid at face value at any...

Problems due to superheating of cryogenic liquids

NASA Astrophysics Data System (ADS)

Hands, B. A.

1988-12-01

Superheating can cause several problems in the storage of cryogenic liquids: stratification can cause unexpectedly high tank pressures or, in multicomponent liquids, rollover with its consequential high vaporization rate; geysering causes the rapid expulsion of static liquid from a vertical tube; chugging is a similar phenomenon observed when liquid flows through a reasonably well-insulated pipe.

To provide for rollover treatment to traditional IRAs of amounts received in airline carrier bankruptcy.

THOMAS, 112th Congress

Rep. Lewis, John [D-GA-5

2012-02-03

House - 02/03/2012 Referred to the House Committee on Ways and Means. (All Actions) Notes: For further action, see H.R.658, which became Public Law 112-95 on 2/14/2012. Tracker: This bill has the status IntroducedHere are the steps for Status of Legislation:

77 FR 20442 - Sunwest Rollover Member LLC; Notice of Application

Federal Register 2010, 2011, 2012, 2013, 2014

2012-04-04

... as of January 15, 2010, and amended on February 12, 2010, March 25, 2010 and July 13, 2010 (``PSA..., the Debtor and Blackstone LLC entered into the PSA providing for the sale or contribution of... PSA. The Blackstone Acquisition closed on August 5, 2010. 6. Applicants state that due to the complex...

76 FR 55829 - Federal Motor Vehicle Safety Standards; Electronic Stability Control Systems

Federal Register 2010, 2011, 2012, 2013, 2014

2011-09-09

.... Benefits of ESC Electronic stability control (ESC) systems use automatic computer- controlled braking of... demonstrated that these systems reduce fatal single-vehicle crashes of passenger cars by 55 percent and fatal... potential to prevent 56 percent of the fatal passenger car rollovers and 74 percent of the fatal LTV first...

26 CFR 1.403(b)-7 - Taxation of distributions and benefits.

Code of Federal Regulations, 2010 CFR

2010-04-01

... 26 Internal Revenue 5 2010-04-01 2010-04-01 false Taxation of distributions and benefits. 1.403(b... Taxation of distributions and benefits. (a) General rules for when amounts are included in gross income... arrangements and other eligible retirement plans—(1) Timing of taxation of rollovers. In accordance with...

26 CFR 1.403(b)-7 - Taxation of distributions and benefits.

Code of Federal Regulations, 2011 CFR

2011-04-01

... 26 Internal Revenue 5 2011-04-01 2011-04-01 false Taxation of distributions and benefits. 1.403(b.... § 1.403(b)-7 Taxation of distributions and benefits. (a) General rules for when amounts are included...) Rollovers to individual retirement arrangements and other eligible retirement plans—(1) Timing of taxation...

A robust observer based on H∞ filtering with parameter uncertainties combined with Neural Networks for estimation of vehicle roll angle

NASA Astrophysics Data System (ADS)

Boada, Beatriz L.; Boada, Maria Jesus L.; Vargas-Melendez, Leandro; Diaz, Vicente

2018-01-01

Nowadays, one of the main objectives in road transport is to decrease the number of accident victims. Rollover accidents caused nearly 33% of all deaths from passenger vehicle crashes. Roll Stability Control (RSC) systems prevent vehicles from untripped rollover accidents. The lateral load transfer is the main parameter which is taken into account in the RSC systems. This parameter is related to the roll angle, which can be directly measured from a dual-antenna GPS. Nevertheless, this is a costly technique. For this reason, roll angle has to be estimated. In this paper, a novel observer based on H∞ filtering in combination with a neural network (NN) for the vehicle roll angle estimation is proposed. The design of this observer is based on four main criteria: to use a simplified vehicle model, to use signals of sensors which are installed onboard in current vehicles, to consider the inaccuracy in the system model and to attenuate the effect of the external disturbances. Experimental results show the effectiveness of the proposed observer.

Assessing farm tractor incidents and awareness levels of operators for tractor safety issues in the Hatay province of Turkey.

PubMed

Keskin, S Görücü; Keskin, M; Soysal, Y

2012-04-01

Studies and statistical data on safety issues related to farm tractors and machinery are very limited in developing countries, including Turkey. This study was carried out to investigate tractor-related incidents in the Hatay province, located in the mid-south of Turkey. A questionnaire was conducted with 107 tractor operators using face-to-face interviews. Data were evaluated according to the incident type, machinery involved, and mechanism of injury or fatality. A total of 101 incidents were reported by 77 of the 107 respondents. Most of the incidents were due to tractor rollovers (65.4%), 14.8% of the incidents were due to entanglement of body parts in moving machinery, and 12.9% involved crashing into other vehicles or obstacles. The leading cause of the incidents was personal mistakes (60.4%). Fatalities resulted from 25.7% of the incidents, while 45.5% of the incidents caused non-fatal injuries. Only 5.6% of the tractors had a ROPS-enclosed cab. The percentage of ROPS-equipped tractors was 19.6%, while 41.3% of the tractors had a shade cover and 33.6% had no protective structure. Only one of the respondents used a seatbelt, although 44.9% of them stated that seatbelts should be used. It was also found that only 13.5% of the operators had training in work safety, while 95.1% stated that incidents might be reduced if people were trained. Development of appropriate policies and training programs are needed for safer operation of agricultural machinery to reduce injuries and fatalities due to farm accidents.

Frequency-area distribution of earthquake-induced landslides

NASA Astrophysics Data System (ADS)

Tanyas, H.; Allstadt, K.; Westen, C. J. V.

2016-12-01

Discovering the physical explanations behind the power-law distribution of landslides can provide valuable information to quantify triggered landslide events and as a consequence to understand the relation between landslide causes and impacts in terms of environmental settings of landslide affected area. In previous studies, the probability of landslide size was utilized for this quantification and the developed parameter was called a landslide magnitude (mL). The frequency-area distributions (FADs) of several landslide inventories were modelled and theoretical curves were established to identify the mL for any landslide inventory. In the observed landslide inventories, a divergence from the power-law distribution was recognized for the small landslides, referred to as the rollover, and this feature was taken into account in the established model. However, these analyses are based on a relatively limited number of inventories, each with a different triggering mechanism. Existing definition of the mL include some subjectivity, since it is based on a visual comparison between the theoretical curves and the FAD of the medium and large landslides. Additionally, the existed definition of mL introduces uncertainty due to the ambiguity in both the physical explanation of the rollover and its functional form. Here we focus on earthquake-induced landslides (EQIL) and aim to provide a rigorous method to estimate the mL and total landslide area of EQIL. We have gathered 36 EQIL inventories from around the globe. Using these inventories, we have evaluated existing explanations of the rollover and proposed an alternative explanation given the new data. Next, we propose a method to define the EQIL FAD curves, mL and to estimate the total landslide area. We utilize the total landslide areas obtained from inventories to compare them with our estimations and to validate our methodology. The results show that we calculate landslide magnitudes more accurately than previous methods.

Repeatability study of replicate crash tests: A signal analysis approach.

PubMed

Seppi, Jeremy; Toczyski, Jacek; Crandall, Jeff R; Kerrigan, Jason

2017-10-03

To provide an objective basis on which to evaluate the repeatability of vehicle crash test methods, a recently developed signal analysis method was used to evaluate correlation of sensor time history data between replicate vehicle crash tests. The goal of this study was to evaluate the repeatability of rollover crash tests performed with the Dynamic Rollover Test System (DRoTS) relative to other vehicle crash test methods. Test data from DRoTS tests, deceleration rollover sled (DRS) tests, frontal crash tests, frontal offset crash tests, small overlap crash tests, small overlap impact (SOI) crash tests, and oblique crash tests were obtained from the literature and publicly available databases (the NHTSA vehicle database and the Insurance Institute for Highway Safety TechData) to examine crash test repeatability. Signal analysis of the DRoTS tests showed that force and deformation time histories had good to excellent repeatability, whereas vehicle kinematics showed only fair repeatability due to the vehicle mounting method for one pair of tests and slightly dissimilar mass properties (2.2%) in a second pair of tests. Relative to the DRS, the DRoTS tests showed very similar or higher levels of repeatability in nearly all vehicle kinematic data signals with the exception of global X' (road direction of travel) velocity and displacement due to the functionality of the DRoTS fixture. Based on the average overall scoring metric of the dominant acceleration, DRoTS was found to be as repeatable as all other crash tests analyzed. Vertical force measures showed good repeatability and were on par with frontal crash barrier forces. Dynamic deformation measures showed good to excellent repeatability as opposed to poor repeatability seen in SOI and oblique deformation measures. Using the signal analysis method as outlined in this article, the DRoTS was shown to have the same or better repeatability of crash test methods used in government regulatory and consumer evaluation test protocols.

Stratigraphic variations in the Carboniferous section across the Arkansas-Oklahoma State Line Arch

NASA Astrophysics Data System (ADS)

Engelhardt, Tyler D.

The State Line Arch is represented by a structural high that trends through the study area in a loose alignment with the Arkansas-Oklahoma state line. Evidence of the arch extending further to the north includes a structural high and stratigraphic variation at an outcrop on Highway 59 near Evansville Mountain in Crawford County, Arkansas. The exact timing of the formation of the arch remains undetermined, but upper Devonian thinning at the top of the arch indicates the structure is pre-Mississippian. The reason for the development of the arch is poorly understood, but evidence linking Mississippian-aged Waulsortian mounds to Precambrian Spavinaw granite structures of northeastern Oklahoma and southwestern Missouri suggests Precambrian basement structures may extend into the study area. The structural nature of the arch provided an environment favorable to carbonate build-up during deposition of the Mississippian interval. A previously unidentified limestone unit measuring 175 feet thick likely represents the transgressive phase of a transgressive-regressive sequence responsible for the deposition of the Mayes Group of northeastern Oklahoma. Growth on the downthrown side of the Muldrow-Mulberry Fault system may indicate earlier movement than previous studies have suggested on the east-west trending normal faults of the Arkoma Basin. A possible roll-over anticline structure may exist to the south of the Muldrow-Mulberry fault system.

STS-103 Discovery rolls over to VAB

NASA Technical Reports Server (NTRS)

1999-01-01

The orbiter Discovery sits inside the Vehicle Assembly Building (VAB) after its rollover from the Orbiter Processing Facility (OPF) bay rocket boosters for its launch on mission STS-103. The launch date is currently under review for early December. STS-103, the third Hubble Space Telescope servicing mission, is a 'call-up' due to the need to replace portions of the pointing system, the gyros, which have begun to fail on the Hubble Space Telescope. Although Hubble is operating normally and conducting its scientific observations, only three of its six gyroscopes are working properly. The gyroscopes allow the telescope to point at stars, galaxies and planets. The STS-103 crew will also be replacing a Fine Guidance Sensor and an older computer with a new enhanced model, an older data tape recorder with a solid-state digital recorder, a failed spare transmitter with a new one, and degraded insulation on the telescope with new thermal insulation. The crew will also install a Battery Voltage/Temperature Improvement Kit to protect the spacecraft batteries from overcharging and overheating when the telescope goes into a safe mode.

KSC-99padig020

NASA Image and Video Library

1999-11-04

KENNEDY SPACE CENTER, FLA. -- Orbiter Discovery begins its rollover to the Vehicle Assembly Building (in the background) after leaving the Orbiter Processing Facility bay 1. Launch date for Discovery on mission STS-103, the third Hubble Space Telescope servicing mission, is under review for early December. The mission is a "call-up" due to the need to replace portions of the pointing system, the gyros, which have begun to fail on the Hubble Space Telescope. Although Hubble is operating normally and conducting its scientific observations, only three of its six gyroscopes are working properly. The gyroscopes allow the telescope to point at stars, galaxies and planets. The STS-103 crew will also be replacing a Fine Guidance Sensor and an older computer with a new enhanced model, an older data tape recorder with a solid-state digital recorder, a failed spare transmitter with a new one, and degraded insulation on the telescope with new thermal insulation. The crew will also install a Battery Voltage/Temperature Improvement Kit to protect the spacecraft batteries from overcharging and overheating when the telescope goes into a safe mode

Validation of Hardware in the Loop (HIL) Simulation for Use in Heavy Truck Stability Control System Effectiveness Research

DOT National Transportation Integrated Search

2009-04-27

A Hardware in the Loop (HiL) system was developed to investigate heavy truck instability due to loss of control and rollover situations with and without ESC/RSC systems for a wide range of maneuvers and speeds. The purpose of this HiL model is to exa...

Navigation Systems « Coast Guard Maritime Commons

Science.gov Websites

number rollover event This post provides information on the possible effects of the April 6, 2019 GPS safety services Editor's note: This post was updated April 10, 2018 to reflect that Inmarsat will begin information, visit the Inmarsat website provided in our blog post. Inmarsat announced that it will migrate

The CROPS Curriculum Experiment: Evaluating the Farm Safety Knowledge Gained among Secondary Appalachia Youth

ERIC Educational Resources Information Center

Schafbuch, Morgan L.; Vincent, Stacy K.; Mazur, Joan; Watson, Jennifer; Westneat, Susan

2016-01-01

Rural youth in poverty stricken Appalachian communities are the highest at-risk population for tractor rollover accidents (Cole, 2007). The Apprenticeship of Observation theory (Lortie, 1975) concludes that the "apprentice" learns from watching those perceived to be the teacher and their work and so mimic their actions. Thus, farm youth…

75 FR 54290 - Fisheries of the Northeastern United States; Scup Fishery; Adjustment to the 2010 Winter II Quota

Federal Register 2010, 2011, 2012, 2013, 2014

2010-09-07

... (Framework 3) to the Summer Flounder, Scup, and Black Sea Bass Fishery Management Plan, which established a process to allow the rollover of unused commercial scup quota from the Winter I period to the Winter II...: Sarah Heil, Fishery Management Specialist, (978) 281-9257. SUPPLEMENTARY INFORMATION: NMFS published a...

26 CFR 1.408A-3 - Contributions to Roth IRAs.

Code of Federal Regulations, 2010 CFR

2010-04-01

... contributions other than qualified rollover contributions. Q-2. When are contributions permitted to be made to a Roth IRA? A-2. (a) The provisions of section 408A are effective for taxable years beginning on or after... a taxable year is the same as the maximum for traditional IRAs: $2,000 or, if less, that individual...

26 CFR 1.408A-3 - Contributions to Roth IRAs.

Code of Federal Regulations, 2011 CFR

2011-04-01

... contributions means contributions other than qualified rollover contributions. Q-2. When are contributions permitted to be made to a Roth IRA? A-2. (a) The provisions of section 408A are effective for taxable years... contribution for a taxable year is the same as the maximum for traditional IRAs: $2,000 or, if less, that...

76 FR 47639 - Tesla Motors, Inc.; Receipt of Petition for Temporary Exemption From the Electronic Stability...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-08-05

... demonstrated that these systems reduce fatal single-vehicle crashes of passenger cars by 36 percent and fatal... the potential to prevent 70 percent of the fatal passenger car rollovers and 88 percent of the fatal..., the Roadster. Tesla began production of the all-electric Roadster in 2008 plans to conclude production...

A manufacturer's perspective: Hewlett Packard Y2K action plan.

PubMed

Rapp, W N

1999-01-01

Medical device manufacturers must ensure that their devices are safe and effective including investigating issues involved with the century rollover. Manufacturers must begin early to evaluate their products in order to allow time to correct and distribute these product corrections and communicate to their customers so they can prepare for the Y2K event.

75 FR 33366 - Proposed Collection; Comment Request for Review of a Revised Information Collection: (OMB Control...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-11

... Information Collection: (OMB Control No. 3206-0218; Form RI 94-7) AGENCY: Office of Personnel Management... information collection, ``Death Benefit Payment Rollover Election'' (OMB Control No. 3206-0218; Form RI 94-7... forms of information technology. Approximately 3,444 RI 94-7 forms will be completed annually. The form...

Cenozoic sedimentation in the Mumbai Offshore Basin: Implications for tectonic evolution of the western continental margin of India

NASA Astrophysics Data System (ADS)

Nair, Nisha; Pandey, Dhananjai K.

2018-02-01

Interpretation of multichannel seismic reflection data along the Mumbai Offshore Basin (MOB) revealed the tectonic processes that led to the development of sedimentary basins during Cenozoic evolution. Structural interpretation along three selected MCS profiles from MOB revealed seven major sedimentary sequences (∼3.0 s TWT, thick) and the associated complex fault patterns. These stratigraphic sequences are interpreted to host detritus of syn- to post rift events during rift-drift process. The acoustic basement appeared to be faulted with interspaced intrusive bodies. The sections also depicted the presence of slumping of sediments, subsidence, marginal basins, rollover anticlines, mud diapirs etc accompanied by normal to thrust faults related to recent tectonics. Presence of upthrusts in the slope region marks the locations of local compression during collision. Forward gravity modeling constrained with results from seismic and drill results, revealed that the crustal structure beneath the MOB has undergone an extensional type tectonics intruded with intrusive bodies. Results from the seismo-gravity modeling in association with litholog data from drilled wells from the western continental margin of India (WCMI) are presented here.

Wave and Beach Processes Modeling for Sabine Pass to Galveston Bay, Texas, Shoreline Erosion Feasibility Study

DTIC Science & Technology

2007-08-01

local wind field , led to the development of an appropriate alternative procedure which produced GENESIS results in agreement with observations...River field site wave data. ........................................................................................................53 Table 17...been abandoned since 1989 due to shoreline erosion. From east to west, the inlets in the study area include Sabine Pass, Rollover Pass near the

49 CFR 575.105 - Vehicle rollover.

Code of Federal Regulations, 2014 CFR

2014-10-01

... sun visor, at the manufacturer's option, at the driver's seating position. The label must conform in... required by paragraph S4.5.1(b) of 49 CFR 571.208 are affixed to the same side of the driver side sun visor... paragraph S4.5.1(b) of 49 CFR 571.208 are affixed to the same side of the driver side sun visor the...

49 CFR 575.105 - Vehicle rollover.

Code of Federal Regulations, 2012 CFR

2012-10-01

... sun visor, at the manufacturer's option, at the driver's seating position. The label must conform in... required by paragraph S4.5.1(b) of 49 CFR 571.208 are affixed to the same side of the driver side sun visor... paragraph S4.5.1(b) of 49 CFR 571.208 are affixed to the same side of the driver side sun visor the...

49 CFR 575.105 - Vehicle rollover.

Code of Federal Regulations, 2011 CFR

2011-10-01

... sun visor, at the manufacturer's option, at the driver's seating position. The label must conform in... required by paragraph S4.5.1(b) of 49 CFR 571.208 are affixed to the same side of the driver side sun visor... paragraph S4.5.1(b) of 49 CFR 571.208 are affixed to the same side of the driver side sun visor the...

49 CFR 575.105 - Vehicle rollover.

Code of Federal Regulations, 2013 CFR

2013-10-01

... sun visor, at the manufacturer's option, at the driver's seating position. The label must conform in... required by paragraph S4.5.1(b) of 49 CFR 571.208 are affixed to the same side of the driver side sun visor... paragraph S4.5.1(b) of 49 CFR 571.208 are affixed to the same side of the driver side sun visor the...

49 CFR 575.105 - Vehicle rollover.

Code of Federal Regulations, 2010 CFR

2010-10-01

... sun visor, at the manufacturer's option, at the driver's seating position. The label must conform in... required by paragraph S4.5.1(b) of 49 CFR 571.208 are affixed to the same side of the driver side sun visor... paragraph S4.5.1(b) of 49 CFR 571.208 are affixed to the same side of the driver side sun visor the...

The effects of transverse rotation angle on compression and effective lever arm of prosthetic feet during simulated stance.

PubMed

Major, Matthew J; Howard, David; Jones, Rebecca; Twiste, Martin

2012-06-01

Unlike sagittal plane prosthesis alignment, few studies have observed the effects of transverse plane alignment on gait and prosthesis behaviour. Changes in transverse plane rotation angle will rotate the points of loading on the prosthesis during stance and may alter its mechanical behaviour. This study observed the effects of increasing the external transverse plane rotation angle, or toe-out, on foot compression and effective lever arm of three commonly prescribed prosthetic feet. The roll-over shape of a SACH, Flex and single-axis foot was measured at four external rotation angle conditions (0°, 5°, 7° and 12° relative to neutral). Differences in foot compression between conditions were measured as average distance between roll-over shapes. Increasing the transverse plane rotation angle did not affect foot compression. However, it did affect the effective lever arm, which was maximized with the 5° condition, although differences between conditions were small. Increasing the transverse plane rotation angle of prosthetic feet by up to 12° beyond neutral has minimal effects on their mechanical behaviour in the plane of walking progression during weight-bearing.

Vehicle dynamic prediction systems with on-line identification of vehicle parameters and road conditions.

PubMed

Hsu, Ling-Yuan; Chen, Tsung-Lin

2012-11-13

This paper presents a vehicle dynamics prediction system, which consists of a sensor fusion system and a vehicle parameter identification system. This sensor fusion system can obtain the six degree-of-freedom vehicle dynamics and two road angles without using a vehicle model. The vehicle parameter identification system uses the vehicle dynamics from the sensor fusion system to identify ten vehicle parameters in real time, including vehicle mass, moment of inertial, and road friction coefficients. With above two systems, the future vehicle dynamics is predicted by using a vehicle dynamics model, obtained from the parameter identification system, to propagate with time the current vehicle state values, obtained from the sensor fusion system. Comparing with most existing literatures in this field, the proposed approach improves the prediction accuracy both by incorporating more vehicle dynamics to the prediction system and by on-line identification to minimize the vehicle modeling errors. Simulation results show that the proposed method successfully predicts the vehicle dynamics in a left-hand turn event and a rollover event. The prediction inaccuracy is 0.51% in a left-hand turn event and 27.3% in a rollover event.

Integrated chassis control for a three-axle electric bus with distributed driving motors and active rear steering system

NASA Astrophysics Data System (ADS)

Liu, Wei; He, Hongwen; Sun, Fengchun; Lv, Jiangyi

2017-05-01

This paper describes an integrated chassis control framework for a novel three-axle electric bus with active rear steering (ARS) axle and four motors at the middle and rear wheels. The proposed integrated framework consists of four parts: (1) an active speed limiting controller is designed for anti-body slip control and rollover prevention; (2) an ARS controller is designed for coordinating the tyre wear between the driving wheels; (3) an inter-axle torque distribution controller is designed for optimal torque distribution between the axles, considering anti-wheel slip and battery power limitations and (4) a data acquisition and estimation module for collecting the measured and estimated vehicle states. To verify the performances, a simulation platform is established in Trucksim software combined with Simulink. Three test cases are particularly designed to show the performances. The proposed algorithm is compared with a simple even control algorithm. The test results show satisfactory lateral stability and rollover prevention performances under severe steering conditions. The desired tyre wear coordinating performance is also realised, and the wheel slip ratios are restricted within stable region during intensive driving and emergency braking with complicated road conditions.

Kinetics of Diffusional Droplet Growth in a Liquid/Liquid Two-Phase System

NASA Technical Reports Server (NTRS)

Glicksman, M. E.; Fradkov, V. E.

1996-01-01

We address the problem of diffusional interactions in a finite sized cluster of spherical particles for volume fractions, V(sub v) in the range 0-0.01. We determined the quasi-static monopole diffusion solution for n particles distributed at random in a continuous matrix. A global mass conservation condition is employed, obviating the need for any external boundary condition. The numerical results provide the instantaneous (snapshot) growth or shrinkage rate of each particle, precluding the need for extensive time-dependent computations. The close connection between these snapshot results and the coarsegrained kinetic constants are discussed. A square-root dependence of the deviations of the rate constants from their zero volume fraction value is found for the higher V(sub v) investigated. This behavior is consistent with predictions from diffusion Debye-Huckel screening theory. By contrast, a cube-root dependence, reported in earlier numerical studies, is found for the lower V(sub v) investigated. The roll-over region of the volume fraction where the two asymptotics merge depends on the number of particles, n, alone. A theoretical estimate for the roll-over point predicts that the corresponding V(sub v) varies as n(sup -2), in good agreement with the numerical results.

Vehicle Dynamic Prediction Systems with On-Line Identification of Vehicle Parameters and Road Conditions

PubMed Central

Hsu, Ling-Yuan; Chen, Tsung-Lin

2012-01-01

This paper presents a vehicle dynamics prediction system, which consists of a sensor fusion system and a vehicle parameter identification system. This sensor fusion system can obtain the six degree-of-freedom vehicle dynamics and two road angles without using a vehicle model. The vehicle parameter identification system uses the vehicle dynamics from the sensor fusion system to identify ten vehicle parameters in real time, including vehicle mass, moment of inertial, and road friction coefficients. With above two systems, the future vehicle dynamics is predicted by using a vehicle dynamics model, obtained from the parameter identification system, to propagate with time the current vehicle state values, obtained from the sensor fusion system. Comparing with most existing literatures in this field, the proposed approach improves the prediction accuracy both by incorporating more vehicle dynamics to the prediction system and by on-line identification to minimize the vehicle modeling errors. Simulation results show that the proposed method successfully predicts the vehicle dynamics in a left-hand turn event and a rollover event. The prediction inaccuracy is 0.51% in a left-hand turn event and 27.3% in a rollover event. PMID:23202231

JWST Primary Mirror Tilt and Rollover Timelapse

NASA Image and Video Library

2017-12-08

On May 4th 2016 engineers at the Goddard Space Flight Center tilted the uncovered primary mirror of the James Webb Space Telescope upright and to a rollover position. In this rare timelapse video see inside the world's largest clean room at NASA's Goddard Space Flight Center in Greenbelt, Maryland as the James Webb Space Telescope team lifts and turns the telescope for the first time. With glimmering gold surfaces, the large primary and rounded secondary mirror on this telescope are specially designed to reflect infrared light from some of the first stars ever born. The team will now begin to prepare to install the telescope's science instruments to the back of the mirrors. Webb is an international project led by NASA with its partners, ESA (European Space Agency) and the Canadian Space Agency. For more information, visit: www.jwst.nasa.gov or www.nasa.gov/webb Credit: NASA/Goddard NASA image use policy. NASA Goddard Space Flight Center enables NASA’s mission through four scientific endeavors: Earth Science, Heliophysics, Solar System Exploration, and Astrophysics. Goddard plays a leading role in NASA’s accomplishments by contributing compelling scientific knowledge to advance the Agency’s mission. Follow us on Twitter Like us on Facebook Find us on Instagram

Numerical analysis of high-power broad-area laser diode with improved heat sinking structure using epitaxial liftoff technique

NASA Astrophysics Data System (ADS)

Kim, Younghyun; Sung, Yunsu; Yang, Jung-Tack; Choi, Woo-Young

2018-02-01

The characteristics of high-power broad-area laser diodes with the improved heat sinking structure are numerically analyzed by a technology computer-aided design based self-consistent electro-thermal-optical simulation. The high-power laser diodes consist of a separate confinement heterostructure of a compressively strained InGaAsP quantum well and GaInP optical cavity layers, and a 100-μm-wide rib and a 2000-μm long cavity. In order to overcome the performance deteriorations of high-power laser diodes caused by self-heating such as thermal rollover and thermal blooming, we propose the high-power broad-area laser diode with improved heat-sinking structure, which another effective heat-sinking path toward the substrate side is added by removing a bulk substrate. It is possible to obtain by removing a 400-μm-thick GaAs substrate with an AlAs sacrificial layer utilizing well-known epitaxial liftoff techniques. In this study, we present the performance improvement of the high-power laser diode with the heat-sinking structure by suppressing thermal effects. It is found that the lateral far-field angle as well as quantum well temperature is expected to be improved by the proposed heat-sinking structure which is required for high beam quality and optical output power, respectively.

Involving fathers in teaching youth about farm tractor seatbelt safety--a randomized control study.

PubMed

Jinnah, Hamida Amirali; Stoneman, Zolinda; Rains, Glen

2014-03-01

Farm youth continue to experience high rates of injury and deaths as a result of agricultural activities. Farm machinery, especially tractors, is the most common cause of casualties to youth. A Roll-Over Protection Structure (ROPS) along with a fastened seatbelt can prevent almost all injuries and fatalities from tractor overturns. Despite this knowledge, the use of seatbelts by farmers on ROPS tractors remains low. This study treats farm safety as a family issue and builds on the central role of parents as teachers and role models of farm safety for youth. This research study used a longitudinal, repeated-measures, randomized-control design in which youth 10-19 years of age were randomly assigned to either of two intervention groups (parent-led group and staff-led group) or the control group. Fathers in the parent-led group were less likely to operate ROPS tractors without a seatbelt compared with other groups. They were more likely to have communicated with youth about the importance of wearing seatbelts on ROPS tractors. Consequently, youth in the parent-led group were less likely to operate a ROPS tractor without a seatbelt than the control group at post-test. This randomized control trial supports the effectiveness of a home-based, father-led farm safety intervention as a promising strategy for reducing youth as well as father-unsafe behaviors (related to tractor seatbelts) on the farm. This intervention appealed to fathers' strong motivation to practice tractor safety for the sake of their youth. Involving fathers helped change both father as well as youth unsafe tractor-seatbelt behaviors. Copyright © 2014 Society for Adolescent Health and Medicine. Published by Elsevier Inc. All rights reserved.

A stochastic analysis of tractor overturn costs on catfish farms.

PubMed

Ibendahl, G A; Stephens, W B; Myers, M L

2012-10-01

An area of health and safety risk in agriculture that can be especially dangerous is catfish farming. One of the potential sources of injuries on catfish farms is tractor overturns that often result in crushing injuries. There is likely a higher probability of tractor overturns on a catfish farm than on a traditional crop farm due to the conditions that prevail on catfish farms. A catfish farm requires tractor movement near pond levees and water, and these levees have steep banks. Many of the activities on a catfish farm, such as mowing, feeding, and pond maintenance, require operating a tractor near a pond levee. Rollover protection structures (ROPS) on tractors can help to minimize the injuries caused by tractor overturns. ROPS do not lessen the probability of overturns, but ROPS mitigate the expected injury severity and lower the associated costs of an overturn. Despite the benefits of ROPS, not every tractor is so equipped. Some earlier work indicated that the cost to retrofit older tractors might outweigh the expected benefits. This article uses stochastic (i.e., randomly determined) analysis to determine if risk-averse farmers are more likely than risk-neutral farmers to retrofit tractors with ROPS. For this analysis, a distribution function of injury costs should an overturn occur was developed for both ROPS and non-ROPS tractors, and a Monte Carlo simulation was conducted. Results indicate that many risk-averse producers would be willing to retrofit older tractors with ROPS. However producers who are risk-neutral probably will not retrofit. These results might explain why not all tractors have been retrofitted despite the long-term availability of retrofit kits.

Some properties of NiH2 cells

NASA Astrophysics Data System (ADS)

Rogers, H. H.

1982-03-01

Different tests on a flight type cell are discussed. The temperature was measured at the cell flange. The cell was charged to rollover at .75 C rate at 40 degrees C for the first temperature. At that point a voltage reading was taken. Charging was done for an arbitrary ten seconds at .75 C, 30 C, 20 C, 10 C and zero C to obtain momentarily stable voltages.

78 FR 24276 - Self-Regulatory Organizations; NYSE Arca, Inc.; Order Granting Approval of Proposed Rule Change...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-04-24

... Amendment No. 1 Thereto, To List and Trade Fourteen Series of the iShares Trust Under NYSE Arca Equities... rule change to list and trade shares (``Shares'') of fourteen series of the iShares Trust (``Trust... roll-over in New Zealand, which would ordinarily be 7:00 a.m., New Zealand time (which would be 1:00 p...

STS-95 Discovery rolls over to the VAB

NASA Technical Reports Server (NTRS)

1998-01-01

KSC employees accompany the orbiter Discovery on its rollover from the Orbiter Processing Facility Bay 2 to the Vehicle Assembly Building. The orbiter displays the recently painted NASA logo, termed the 'meatball,' on its left wing and both sides of the fuselage. Discovery (OV-103) is scheduled for its 25th flight, from Launch Pad 39B, on Oct. 29, 1998, for the STS-95 mission.

STS-95 Discovery rolls over to the VAB

NASA Technical Reports Server (NTRS)

1998-01-01

Morning shadows frame the orbiter Discovery on its rollover from the Orbiter Processing Facility Bay 2 to the Vehicle Assembly Building. The orbiter displays the recently painted NASA logo, termed the 'meatball,' on its left wing and both sides of the fuselage. Discovery (OV-103) is scheduled for its 25th flight, from Launch Pad 39B, on Oct. 29, 1998, for the STS-95 mission.

NASA's Webb Telescope Inside Goddard Clean Room

NASA Image and Video Library

2017-12-08

The James Webb Space Telescope was lifted out of its assembly stand for the last time at NASA's Goddard Space Flight Center in Greenbelt, Md. In this photo, the telescope was hanging upside down as the lift crew were about to install it in the rollover fixture where it will be situated before moving on to its upcoming center of curvature test. Image credit: NASA/Goddard/Chris Gunn

Dynamic controls on shallow clinoform geometry: Mekong Delta, Vietnam

NASA Astrophysics Data System (ADS)

Eidam, E. F.; Nittrouer, C. A.; Ogston, A. S.; DeMaster, D. J.; Liu, J. P.; Nguyen, T. T.; Nguyen, T. N.

2017-09-01

Compound deltas, composed of a subaerial delta plain and subaqueous clinoform, are common termini of large rivers. The transition between clinoform topset and foreset, or subaqueous rollover point, is located at 25-40-m water depth for many large tide-dominated deltas; this depth is controlled by removal of sediment from the topset by waves, currents, and gravity flows. However, the Mekong Delta, which has been classified as a mixed-energy system, has a relatively shallow subaqueous rollover at 4-6-m depth. This study evaluates dynamical measurements and seabed cores collected in Sep 2014 and Mar 2015 to understand processes of sediment transfer across the subaqueous delta, and evaluate possible linkages to geometry. During the southwest rainy monsoon (Sep 2014), high river discharge, landward return flow under the river plume, and regional circulation patterns facilitated limited sediment flux to the topset and foreset, and promoted alongshore flux to the northeast. Net observed sediment fluxes in Sep 2014 were landward, however, consistent with hypotheses about seasonal storage on the topset. During the northeast rainy monsoon, low river discharge and wind-driven currents facilitated intense landward and southwestward fluxes of sediment. In both seasons, bed shear velocities frequently exceeded the 0.01-0.02 m/s threshold of motion for sand, even in the absence of strong wave energy. Most sediment transport occurred at water depths <14 m, as expected from observed cross-shelf gradients of sedimentation. Sediment accumulation rates were highest on the upper and lower foreset beds (>4 cm/yr at <10 m depth, and 3-8 cm/yr at 10-20 m depth) and lowest on the bottomset beds. Physically laminated sediments transitioned into mottled sediments between the upper foreset and bottomset regions. Application of a simple wave-stress model to the Mekong and several other clinoforms illustrates that shallow systems are not necessarily energy-limited, and thus rollover depths cannot be predicted solely by bed-stress distributions. In systems like the subaqueous Mekong Delta, direction of transport may have a key impact on morphology.

Deviation from Power Law Behavior in Landslide Phenomenon

NASA Astrophysics Data System (ADS)

Li, L.; Lan, H.; Wu, Y.

2013-12-01

Power law distribution of magnitude is widely observed in many natural hazards (e.g., earthquake, floods, tornadoes, and forest fires). Landslide is unique as the size distribution of landslide is characterized by a power law decrease with a rollover in the small size end. Yet, the emergence of the rollover, i.e., the deviation from power law behavior for small size landslides, remains a mystery. In this contribution, we grouped the forces applied on landslide bodies into two categories: 1) the forces proportional to the volume of failure mass (gravity and friction), and 2) the forces proportional to the area of failure surface (cohesion). Failure occurs when the forces proportional to volume exceed the forces proportional to surface area. As such, given a certain mechanical configuration, the failure volume to failure surface area ratio must exceed a corresponding threshold to guarantee a failure. Assuming all landslides share a uniform shape, which means the volume to surface area ratio of landslide regularly increase with the landslide volume, a cutoff of landslide volume distribution in the small size end can be defined. However, in realistic landslide phenomena, where heterogeneities of landslide shape and mechanical configuration are existent, a simple cutoff of landslide volume distribution does not exist. The stochasticity of landslide shape introduce a probability distribution of the volume to surface area ratio with regard to landslide volume, with which the probability that the volume to surface ratio exceed the threshold can be estimated regarding values of landslide volume. An experiment based on empirical data showed that this probability can induce the power law distribution of landslide volume roll down in the small size end. We therefore proposed that the constraints on the failure volume to failure surface area ratio together with the heterogeneity of landslide geometry and mechanical configuration attribute for the deviation from power law behavior in landslide phenomenon. Figure shows that a rollover of landslide size distribution in the small size end is produced as the probability for V/S (the failure volume to failure surface ratio of landslide) exceeding the mechanical threshold applied to the power law distribution of landslide volume.

Characteristics of Landslide Size Distribution in Response to Different Rainfall Scenarios

NASA Astrophysics Data System (ADS)

Wu, Y.; Lan, H.; Li, L.

2017-12-01

There have long been controversies on the characteristics of landslide size distribution in response to different rainfall scenarios. For inspecting the characteristics, we have collected a large amount of data, including shallow landslide inventory with landslide areas and landslide occurrence times recorded, and a longtime daily rainfall series fully covering all the landslide occurrences. Three indexes were adopted to quantitatively describe the characteristics of landslide-related rainfall events, which are rainfall duration, rainfall intensity, and the number of rainy days. The first index, rainfall duration, is derived from the exceptional character of a landslide-related rainfall event, which can be explained in terms of the recurrence interval or return period, according to the extreme value theory. The second index, rainfall intensity, is the average rainfall in this duration. The third index is the number of rainy days in this duration. These three indexes were normalized using the standard score method to ensure that they are in the same order of magnitude. Based on these three indexes, landslide-related rainfall events were categorized by a k-means method into four scenarios: moderate rainfall, storm, long-duration rainfall, and long-duration intermittent rainfall. Then, landslides were in turn categorized into four groups according to the scenarios of rainfall events related to them. Inverse-gamma distribution was applied to characterize the area distributions of the four different landslide groups. A tail index and a rollover of the landslide size distribution can be obtained according to the parameters of the distribution. Characteristics of landslide size distribution show that the rollovers of the size distributions of landslides related to storm and long-duration rainfall are larger than those of landslides in the other two groups. It may indicate that the location of rollover may shift right with the increase of rainfall intensity and the extension of rainfall duration. In addition, higher rainfall intensities are prone to trigger larger rainfall-induced landslides since the tail index of landslide area distribution are smaller for higher rainfall intensities, which indicate higher probabilities of large landslides.

Census study of real-life near-side crashes with modern side airbag-equipped vehicles in the United States.

PubMed

Sunnevång, Cecilia; Sui, Bo; Lindkvist, Mats; Krafft, Maria

2015-01-01

This study aimed to investigate the crash characteristics, injury distribution, and injury mechanisms for Maximum Abbreviated Injury Score (MAIS) 2+ injured belted, near-side occupants in airbag-equipped modern vehicles. Furthermore, differences in injury distribution for senior occupants compared to non-senior occupants was investigated, as well as whether the near-side occupant injury risk to the head and thorax increases or decreases with a neighboring occupant. National Automotive Sampling System's Crashworthiness Data System (NASS-CDS) data from 2000 to 2012 were searched for all side impacts (GAD L&R, all principal direction of force) for belted occupants in modern vehicles (model year > 1999). Rollovers were excluded, and only front seat occupants over the age of 10 were included. Twelve thousand three hundred fifty-four MAIS 2+ injured occupants seated adjacent to the intruding structure (near-side) and protected by at least one deployed side airbag were studied. To evaluate the injury risk influenced by the neighboring occupant, odds ratio with an induced exposure approach was used. The most typical crash occurred either at an intersection or in a left turn where the striking vehicle impacted the target vehicle at a 60 to 70° angle, resulting in a moderate change of velocity (delta-V) and intrusion at the B-pillar. The head, thorax, and pelvis were the most frequent body regions with rib fracture the most frequent specific injury. A majority of the head injuries included brain injuries without skull fracture, and non-senior rather than senior occupants had a higher frequency of head injuries on the whole. In approximately 50% of the cases there was a neighboring occupant influencing injury outcome. Compared to non-senior occupants, the senior occupants sustained a considerably higher rate of thoracic and pelvis injuries, which should be addressed by improved thorax side airbag protection. The influence on near-side occupant injury risk by the neighboring occupant should also be further evaluated. Furthermore, side airbag performance and injury assessments in intersection crashes, especially those involving senior occupants in lower severities, should be further investigated and side impact dummy biofidelity and injury criteria must be determined for these crash scenarios.

STS-103 Discovery rolls over to VAB

NASA Technical Reports Server (NTRS)

1999-01-01

In this aerial view, the orbiter Discovery is out of the Orbiter Processing Facility (OPF) bay 1 and rolling back before onto the tow-way for its rollover to the Vehicle Assembly Building where it will be mated with an external tank and solid rocket boosters before its launch on mission STS-103. The launch date is currently under review for early December. STS-103, the third Hubble Space Telescope servicing mission, is a 'call-up' due to the need to replace portions of the pointing system, the gyros, which have begun to fail on the Hubble Space Telescope. Although Hubble is operating normally and conducting its scientific observations, only three of its six gyroscopes are working properly. The gyroscopes allow the telescope to point at stars, galaxies and planets. The STS-103 crew will also be replacing a Fine Guidance Sensor and an older computer with a new enhanced model, an older data tape recorder with a solid-state digital recorder, a failed spare transmitter with a new one, and degraded insulation on the telescope with new thermal insulation. The crew will also install a Battery Voltage/Temperature Improvement Kit to protect the spacecraft batteries from overcharging and overheating when the telescope goes into a safe mode.

KSC-99pp1281

NASA Image and Video Library

1999-11-04

KENNEDY SPACE CENTER, FLA. -- The orbiter Discovery sits inside the Vehicle Assembly Building (VAB) after its rollover from the Orbiter Processing Facility (OPF) bay 1. In the VAB, Discovery will be mated with an external tank and solid rocket boosters for its launch on mission STS-103. The launch date is currently under review for early December. STS-103, the third Hubble Space Telescope servicing mission, is a "call-up" due to the need to replace portions of the pointing system, the gyros, which have begun to fail on the Hubble Space Telescope. Although Hubble is operating normally and conducting its scientific observations, only three of its six gyroscopes are working properly. The gyroscopes allow the telescope to point at stars, galaxies and planets. The STS-103 crew will also be replacing a Fine Guidance Sensor and an older computer with a new enhanced model, an older data tape recorder with a solid-state digital recorder, a failed spare transmitter with a new one, and degraded insulation on the telescope with new thermal insulation. The crew will also install a Battery Voltage/Temperature Improvement Kit to protect the spacecraft batteries from overcharging and overheating when the telescope goes into a safe mode

KSC-99pp1277

NASA Image and Video Library

1999-11-04

In this aerial view, the orbiter Discovery is out of the Orbiter Processing Facility (OPF) bay 1 and rolling back before onto the tow-way for its rollover to the Vehicle Assembly Building where it will be mated with an external tank and solid rocket boosters before its launch on mission STS-103. The launch date is currently under review for early December. STS-103, the third Hubble Space Telescope servicing mission, is a "call-up" due to the need to replace portions of the pointing system, the gyros, which have begun to fail on the Hubble Space Telescope. Although Hubble is operating normally and conducting its scientific observations, only three of its six gyroscopes are working properly. The gyroscopes allow the telescope to point at stars, galaxies and planets. The STS-103 crew will also be replacing a Fine Guidance Sensor and an older computer with a new enhanced model, an older data tape recorder with a solid-state digital recorder, a failed spare transmitter with a new one, and degraded insulation on the telescope with new thermal insulation. The crew will also install a Battery Voltage/Temperature Improvement Kit to protect the spacecraft batteries from overcharging and overheating when the telescope goes into a safe mode

STS-95 Discovery rolls over to the VAB

NASA Technical Reports Server (NTRS)

1998-01-01

Rollover of the orbiter Discovery from the Orbiter Processing Facility Bay 2 to the Vehicle Assembly Building draws the attention of KSC employees. The orbiter displays the recently painted NASA logo, termed the 'meatball,' on its left wing and both sides of the fuselage. Discovery (OV-103) is scheduled for its 25th flight, from Launch Pad 39B, on Oct. 29, 1998, for the STS-95 mission.

Reduced Order Modeling for Rapid Simulations of Blast and Rollover Events of a Ground Vehicle and its Occupants Using Rigid Body Dynamic Models

DTIC Science & Technology

2013-03-11

information is available. A 4-point harness system including lap and shoulder beltsand center buckle was positioned on the dummy, as shown in Figure 3.1... Lamb , STE/Analytics, US Army TARDEC  Dr. Tom McGrath, US Navy NSWC-IHD  Mr. Kirk Miller, OCP-TECD Standards and Specifications, TARDEC/GSS  Mr

Life vs Limb: The Compartment Syndrome Conflict

DTIC Science & Technology

2017-10-20

A 24-year-old, male patient, status post MVC rollover in Mexico, was transferred to San Antonio Miiitary Medical Center by air. His major injuries...proceed with both emergent ex -lap and subsequent fasciotomies given the clinical diagnosis of compartment syndrome. Given hemodynamic instability, he was...sodium ethyfenedlamlne tetraacttate on the toxicity of potassium; an experimental study . J l ab Clln Med 1955; 46:544. ACEi, ARBs, chronic heparin

Edge and divertor plasma: detachment, stability, and plasma-wall interactions

NASA Astrophysics Data System (ADS)

Krasheninnikov, S. I.; Kukushkin, A. S.; Lee, Wonjae; Phsenov, A. A.; Smirnov, R. D.; Smolyakov, A. I.; Stepanenko, A. A.; Zhang, Yanzeng

2017-10-01

The paper presents an overview of the results of studies on a wide range of the edge plasma related issues. The rollover of the plasma flux to the target during progressing detachment process is shown to be caused by the increase of the impurity radiation loss and volumetric plasma recombination, whereas the ion-neutral friction, although important for establishing the necessary edge plasma conditions, does not contribute per se to the rollover of the plasma flux to the target. The processes limiting the power loss by impurity radiation are discussed and a simple estimate of this limit is obtained. Different mechanisms of meso-scale thermal instabilities driven by impurity radiation and resulting in self-sustained oscillations in the edge plasma are identified. An impact of sheared magnetic field on the dynamics of the blobs and ELM filaments playing an important role in the edge and SOL plasma transport is discussed. Trapping of He, which is an intrinsic impurity for the fusion plasmas, in the plasma-facing tungsten material is considered. A newly developed model, accounting for the generation of additional He traps caused by He bubble growth, fits all the available experimental data on the layer of nano-bubbles observed in W under irradiation by low energy He plasma.

On the nature of the high-energy rollover in 1H 0419-577

NASA Astrophysics Data System (ADS)

Turner, T. J.; Reeves, J. N.; Braito, V.; Costa, M.

2018-05-01

A NuSTAR/Swift observation of the luminous Seyfert 1 galaxy 1H 0419-577 taken during 2015 reveals one of the most extreme high-energy cut-offs observed to date from an AGN - an origin due to thermal Comptonization would imply a remarkably low coronal temperature kT ˜ 15 keV. The low-energy peak of the spectrum in the hard X-ray NuSTAR band, which peaks before the expected onset of a Compton hump, rules out strong reflection as the origin of the hard excess in this AGN. We show the origin of the high-energy rollover is likely due to a combination of both thermal Comptonization and an intrinsically steeper continuum, which is modified by absorption at lower energies. Furthermore, modelling the broad-band XUV continuum shape as a colour-corrected accretion disc, requires the presence of a variable warm absorber to explain all flux and spectral states of the source, consistent with the previous work on this AGN. While absorber variations produce marked spectral variability in this AGN, consideration of all flux states allows us to isolate a colourless component of variability that may arise from changes in the inner accretion flow, typically at around 10 rg.

Effect of baffle size and orientation on lateral sloshing of partially filled containers: a numerical study

NASA Astrophysics Data System (ADS)

Ali, Sajid; Kamran, Muhammad Ali; Khan, Sikandar

2017-11-01

The fluid sloshing in partially filled road tankers has significantly increased the number of road accidents for the last few decades. Significant research is needed to investigate and to come up with optimum baffles designs that can help to increase the rollover stability of the partially filled tankers. In this investigation, a detailed analysis of the anti-slosh effectiveness of different baffle configurations is presented. This investigation extends the already available studies in the literature by introducing new modified rectangular tank's shapes that correspond to maximum rollover stability as compared to the already available standard tank designs. The various baffles configurations that are analysed in this study are horizontal, vertical, vertical-horizontal and diagonal. In the current study, numerical investigations are performed for rectangular, elliptical and circular tank shapes. Lateral sloshing, caused by constant radius turn manoeuvre, was simulated numerically using the volume-of-fluid method, and effect of the different baffle configurations was analysed. The effect of tank fill levels on sloshing measured in terms of horizontal force and pressure moments is also reported for with and without baffles configurations. Vertical baffles were the most effective at reducing sloshing in modified rectangular tanks, whereas a combination of horizontal and vertical baffles gave better results for the circular and elliptical tanks geometries.

Prediction of vein connectivity using the percolation approach: model test with field data

NASA Astrophysics Data System (ADS)

Belayneh, M.; Masihi, M.; Matthäi, S. K.; King, P. R.

2006-09-01

Evaluating the uncertainty in fracture connectivity and its effect on the flow behaviour of natural fracture networks formed under in situ conditions is an extremely difficult task. One widely used probabilistic approach is to use percolation theory, which is well adapted to estimate the connectivity and conductivity of geometrical objects near the percolation threshold. In this paper, we apply scaling laws from percolation theory to predict the connectivity of vein sets exposed on the southern margin of the Bristol Channel Basin. Two vein sets in a limestone bed interbedded with shales on the limb of a rollover fold were analysed for length, spacing and aperture distributions. Eight scan lines, low-level aerial photographs and mosaics of photographs taken with a tripod were used. The analysed veins formed contemporaneously with the rollover fold during basin subsidence on the hanging wall of a listric normal fault. The first vein set, V1, is fold axis-parallel (i.e. striking ~100°) and normal to bedding. The second vein set, V2, strikes 140° and crosscuts V1. We find a close agreement in connectivity between our predictions using the percolation approach and the field data. The implication is that reasonable predictions of vein connectivity can be made from sparse data obtained from boreholes or (limited) sporadic outcrop.

In situ neutron powder diffraction using custom-made lithium-ion batteries.

PubMed

Brant, William R; Schmid, Siegbert; Du, Guodong; Brand, Helen E A; Pang, Wei Kong; Peterson, Vanessa K; Guo, Zaiping; Sharma, Neeraj

2014-11-10

Li-ion batteries are widely used in portable electronic devices and are considered as promising candidates for higher-energy applications such as electric vehicles. However, many challenges, such as energy density and battery lifetimes, need to be overcome before this particular battery technology can be widely implemented in such applications. This research is challenging, and we outline a method to address these challenges using in situ NPD to probe the crystal structure of electrodes undergoing electrochemical cycling (charge/discharge) in a battery. NPD data help determine the underlying structural mechanism responsible for a range of electrode properties, and this information can direct the development of better electrodes and batteries. We briefly review six types of battery designs custom-made for NPD experiments and detail the method to construct the 'roll-over' cell that we have successfully used on the high-intensity NPD instrument, WOMBAT, at the Australian Nuclear Science and Technology Organisation (ANSTO). The design considerations and materials used for cell construction are discussed in conjunction with aspects of the actual in situ NPD experiment and initial directions are presented on how to analyze such complex in situ data.

Overturned Alboran slab beneath westernmost Mediterranean

NASA Astrophysics Data System (ADS)

Sun, D.; Miller, M. S.

2017-12-01

The geological evolution of the westernmost Mediterranean holds an important piece of the puzzle of how whole western Mediterranean evolved due to the convergence of Africa with Eurasia. The idea of continuous slab roll back acting a prominent force in this region is strongly supported by tomographic images with near vertical high velocity structure connecting the surface beneath the Alboran domain [Spakman and Wortel, 2004; Bezada et al., 2013]. However, the slab shape, width, and sharpness of its edges are not well resolved. Here, we use the waveforms recorded from the PICASSO (XB) array and IberArray (IA) for the deep 2010 earthquake beneath Granada to study the detailed Alboran slab structure. We found: (1) A low velocity structure (7 km thickness, δVs = -20%) surrounding the earthquake to explain the second arrivals observed in many stations at Spain. (2) A thin low velocity layer sits on the bottom of the high velocity slab-like structure to explain the high frequency second arrivals and long coda after the P and S arrivals on stations in the Rif Mountains of Morocco. The most feasible explanation of the low velocity structure is the dehydrated surface of the slab lithosphere extending from the 600 km to the shallow mantle. However, such geometry is contradictory with our observation, which the low velocity layer is at the bottom of the slab. We proposed that the Albora slab had undergone significant "roll-over" movement, which overturned the slab surface.

Improved GaSb-based quantum well laser performance through metamorphic growth on GaAs substrates

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

Richardson, Christopher J. K., E-mail: richardson@lps.umd.edu; He, Lei; Apiratikul, Paveen

The promise of the metamorphic growth paradigm is to enable design freedom of the substrate selection criteria beyond current choices that are limited by lattice matching requirements. A demonstration of this emerging degree of freedom is reported here by directly comparing identical laser structures grown both pseudomorphically on a GaSb substrate and metamorphically on a GaAs substrate. Improved thermal performance of the metamorphic laser material enables a higher output power before thermal roll-over begins. These performance gains are demonstrated in minimally processed gain-guided broad-area type-I lasers emitting close to 2-μm wavelengths and mounted p-side up. Continuous wave measurements at roommore » temperature yield a T{sub 0} of 145 K and peak output power of 192 mW from metamorphic lasers, compared to a T{sub 0} of 96 K and peak output power of 164 mW from identical lasers grown pseudomorphically on GaSb.« less

Structural and Sequence Stratigraphic Analysis of the Onshore Nile Delta, Egypt.

NASA Astrophysics Data System (ADS)

Barakat, Moataz; Dominik, Wilhelm

2010-05-01

The Nile Delta is considered the earliest known delta in the world. It was already described by Herodotus in the 5th Century AC. Nowadays; the Nile Delta is an emerging giant gas province in the Middle East with proven gas reserves which have more than doubled in size in the last years. The Nile Delta basin contains a thick sedimentary sequence inferred to extend from Jurassic to recent time. Structural styles and depositional environments varied during this period. Facies architecture and sequence stratigraphy of the Nile Delta are resolved using seismic stratigraphy based on (2D seismic lines) including synthetic seismograms and tying in well log data. Synthetic seismograms were constructed using sonic and density logs. The combination of structural interpretation and sequence stratigraphy of the development of the basin was resolved. Seven chrono-stratigraphic boundaries have been identified and correlated on seismic and well log data. Several unconformity boundaries also identified on seismic lines range from angular to disconformity type. Furthermore, time structure maps, velocity maps, depth structure maps as well as Isopach maps were constructed using seismic lines and log data. Several structural features were identified: normal faults, growth faults, listric faults, secondary antithetic faults and large rotated fault blocks of manly Miocene age. In some cases minor rollover structures could be identified. Sedimentary features such as paleo-channels were distinctively recognized. Typical Sequence stratigraphic features such as incised valley, clinoforms, topsets, offlaps and onlaps are identified and traced on the seismic lines allowing a good insight into sequence stratigraphic history of the Nile Delta most especially in the Miocene to Pliocene clastic sedimentary succession.

Supercritical-flow structures (backset-bedded sets and sediment waves) on high-gradient clinoform systems influenced by shallow-marine hydrodynamics

NASA Astrophysics Data System (ADS)

Massari, F.

2017-10-01

Inferred supercritical structures and bedforms, including sediment waves and backset-bedded sets, are identified as components of coarse-grained siliciclastic and bioclastic, high-gradient clinoform wedges (Plio-Pleistocene of southern Italy) and canyon head infills (Tortonian of Venetian pre-Alps), showing evidence of having been built out in a setting influenced by shallow-marine hydrodynamics. The facies identified are dominated by a range of traction carpets, formed after segregation of coarser particles in the lower part of bipartite density underflows. The generation of backset-bedded sets is thought to imply scouring due to impact of a submerged hydraulic jump on the bed, and upstream migration of the jump, concomitant with the deposition of backset beds on the stoss side of the developing bedform. Submerged hydraulic jumps apparently formed spontaneously and in any position on the foreset and toeset, without requiring any precursor bed defect. The mostly solitary, non-cyclical character of the bedforms prevents their attribution to cyclic steps. The sets of backset beds are locally underlain by chaotic infills of deep, steep-sided scours attributed to vigorous erosion at the hydraulic jump, accompanied by instantaneous loss in transport capacity which results in rapid plugging of the scour (hydraulic jump facies of Postma et al., 2014). Gravel waves have a distinct internal stratigraphy, and their length to amplitude ratios show lower mean values and higher variability when compared to sediment waves consisting of sand. The presence of supercritical bedforms on steep foreset slopes of the studied clinoform systems, even in proximity to the topset-foreset rollover, is believed to reflect high inefficiency of mud-poor and short run-out bipartite underflows episodically transporting relatively small volumes of coarse-grained sediment. This may also account for common solitary, non-cyclical bedforms. It is proposed that during intense oceanographic events, such as coastal storms, seaward sediment entrainment, assisted by gravity, was very effective on the gently sloping subaqueous topset, and that, beyond the topset-foreset rollover, the flows evolved to high-concentration turbidity underflows with supercritical Froude numbers. The flows are inferred to have been sustained, probably lasting for the duration of the meteorological events, and to have commonly been unsteady in discharge, fluctuating in concentration and size of transported sediments, and subject to peaks in velocity. The characteristics of the structures are regarded as typical of the systems fed by oceanographic processes, and may fall into the class of coarse-grained ;small sediment waves with mixed relief; of Symons et al. (2016), formed from a combination of erosion and deposition, and by the action of stratified flows depositing from denser basal layers, and typically restricted to small-scale shallow-marine slope systems.

Meteorite Impact Structures as Outcrop-Scale Analogues for Mountain Building Events: Weaubleau and Decaturville, MO

NASA Astrophysics Data System (ADS)

Wu, S.; McKay, M.; Evans, K. R.

2017-12-01

Understanding the architecture of mountain belts is limited because studies are typically confined to surficial exposures with lesser amounts of subsurface data and active margins are prone to successive tectonism that obscures the rock record. In west-central Missouri, two Paleozoic meteorite impacts are exposed that contain a range of outcrop-scale structures. While the strain rate in a meteorite impact is an order of magnitude greater than that in orogeny-scale structures, the morphology and spatial relationships in these impact structures may provide insight into larger tectonic features. The entire crater could not be compared to an orogenic event because the amount of strain diffuses as distance increases from the impactor during an impacting event. The center of an impact crater could not be compared to an orogenic event because it has become too deformed. However, the crater rim and the immediate surrounding area could be used as a comparison because it has undergone the right amount of deformation to have recognizable structures. High-detail mapping and structural analyses of road cut exposures near Decaturville, MO reveals thrust fault sequences contain 1-2 m thick mixed carbonate and clastic sheets that include rollover anticlines, structural orphans, and lateral ramp features. Thrust faults dip away from the impact structure and represent gravitational collapse of the central uplift seconds after collision. Thrust sheet thickness, thrust fault spacing, ramp/flat morphology, and shortening of within these structures will be presented and assessed as an analogue for map-scale features in the Southern Appalachian fold and thrust belt. Because temperature controls rock mechanic properties, a thermal model based on thermochronology and thermobarometry for the section will also be presented and discussed in the context of orogenic thermomechanics.

Effects of strengthening, stretching and functional training on foot function in patients with diabetic neuropathy: results of a randomized controlled trial

PubMed Central

2014-01-01

Background Foot musculoskeletal deficits are seldom addressed by preventive medicine despite their high prevalence in patients with diabetic polyneuropathy. AIM: To investigate the effects of strengthening, stretching, and functional training on foot rollover process during gait. Methods A two-arm parallel-group randomized controlled trial with a blinded assessor was designed. Fifty-five patients diagnosed with diabetic polyneuropathy, 45 to 65 years-old were recruited. Exercises for foot-ankle and gait training were administered twice a week, for 12 weeks, to 26 patients assigned to the intervention group, while 29 patients assigned to control group received recommended standard medical care: pharmacological treatment for diabetes and foot care instructions. Both groups were assessed after 12 weeks, and the intervention group at follow-up (24 weeks). Primary outcomes involved foot rollover changes during gait, including peak pressure (PP). Secondary outcomes involved time-to-peak pressure (TPP) and pressure–time integral (PTI) in six foot-areas, mean center of pressure (COP) velocity, ankle kinematics and kinetics in the sagittal plane, intrinsic and extrinsic muscle function, and functional tests of foot and ankle. Results Even though the intervention group primary outcome (PP) showed a not statistically significant change under the six foot areas, intention-to-treat comparisons yielded softening of heel strike (delayed heel TPP, p=.03), better eccentric control of forefoot contact (decrease in ankle extensor moment, p<.01; increase in function of ankle dorsiflexion, p<.05), earlier lateral forefoot contact with respect to medial forefoot (TPP anticipation, p<.01), and increased participation of hallux (increased PP and PTI, p=.03) and toes (increase in PTI, medium effect size). A slower COP mean velocity (p=.05), and an increase in overall foot and ankle function (p<.05) were also observed. In most cases, the values returned to baseline after the follow-up (p<.05). Conclusions Intervention discreetly changed foot rollover towards a more physiological process, supported by improved plantar pressure distribution and better functional condition of the foot ankle complex. Continuous monitoring of the foot status and patient education are necessary, and can contribute to preserving the integrity of foot muscles and joints impaired by polyneuropathy. Trial registration ClinicalTrials.gov Identifier: NCT01207284, registered in 20th September 2010. PMID:24767584

Comparison of teen driver fatality rates by vehicle type in the United States.

PubMed

Trowbridge, Matthew J; McKay, Mary Pat; Maio, Ronald F

2007-10-01

To compare national fatality rates for teen drivers by vehicle type. Fatality rates were calculated for 16- to 19-year-old drivers by vehicle type using data from the Fatal Analysis Reporting System (1999-2003) and estimates of miles driven from the National Household Transportation Survey (2001). Relative fatality risks for teen drivers of sports utility vehicles (SUVs) and pickups were calculated using passenger cars as a reference. Per vehicle mile driven, the fatality risk for both male and female teens driving SUVs was decreased relative to passenger car drivers (male teens: relative risk [RR], 0.33 [95% confidence interval [CI] = 0.29 to 0.37]; female teens: RR, 0.45 [95% CI = 0.34 to 0.59]). Fatality rates for male teens driving pickups were also lower per mile driven compared with male passenger car drivers (RR, 0.55 [95% CI = 0.51 to 0.60]). Fatality rates for female teens driving pickups and passenger cars were not statistically different but appear potentially higher for pickups (RR, 1.19 [95% CI = 0.98 to 1.44]). Both SUVs and pickups demonstrated significantly higher rates of fatal rollovers than passenger cars. Female adolescent drivers of SUVs and pickups were at particularly high risk for fatal rollovers per vehicle mile driven compared with passenger cars (SUV: RR, 1.88 [95% CI = 1.19 to 2.96]; pickup: RR, 3.42 [95% CI = 2.29 to 5.10]). Fatality rates for teen drivers vary significantly by vehicle type. From 1999 to 2003 in the United States, fatal rollovers were significantly more likely per mile driven for teen drivers of both SUVs and pickups compared with passenger cars. However, overall fatality rates (i.e., all crash types) for teen drivers of SUVs and male drivers of pickups were lower per mile driven than for teen drivers of passenger cars. The results of this ecological analysis cannot predict the individual-level fatality risk for teens driving different vehicle types. However, the significant variability in fatality rates among SUVs, pickups, and passenger cars seen at a population level suggests that vehicle choice should be further explored as a potentially modifiable risk factor in interventions to address teen driver safety.

Effects of strengthening, stretching and functional training on foot function in patients with diabetic neuropathy: results of a randomized controlled trial.

PubMed

Sartor, Cristina D; Hasue, Renata H; Cacciari, Lícia P; Butugan, Marco K; Watari, Ricky; Pássaro, Anice C; Giacomozzi, Claudia; Sacco, Isabel C N

2014-04-27

Foot musculoskeletal deficits are seldom addressed by preventive medicine despite their high prevalence in patients with diabetic polyneuropathy. To investigate the effects of strengthening, stretching, and functional training on foot rollover process during gait. A two-arm parallel-group randomized controlled trial with a blinded assessor was designed. Fifty-five patients diagnosed with diabetic polyneuropathy, 45 to 65 years-old were recruited. Exercises for foot-ankle and gait training were administered twice a week, for 12 weeks, to 26 patients assigned to the intervention group, while 29 patients assigned to control group received recommended standard medical care: pharmacological treatment for diabetes and foot care instructions. Both groups were assessed after 12 weeks, and the intervention group at follow-up (24 weeks). Primary outcomes involved foot rollover changes during gait, including peak pressure (PP). Secondary outcomes involved time-to-peak pressure (TPP) and pressure-time integral (PTI) in six foot-areas, mean center of pressure (COP) velocity, ankle kinematics and kinetics in the sagittal plane, intrinsic and extrinsic muscle function, and functional tests of foot and ankle. Even though the intervention group primary outcome (PP) showed a not statistically significant change under the six foot areas, intention-to-treat comparisons yielded softening of heel strike (delayed heel TPP, p=.03), better eccentric control of forefoot contact (decrease in ankle extensor moment, p<.01; increase in function of ankle dorsiflexion, p<.05), earlier lateral forefoot contact with respect to medial forefoot (TPP anticipation, p<.01), and increased participation of hallux (increased PP and PTI, p=.03) and toes (increase in PTI, medium effect size). A slower COP mean velocity (p=.05), and an increase in overall foot and ankle function (p<.05) were also observed. In most cases, the values returned to baseline after the follow-up (p<.05). Intervention discreetly changed foot rollover towards a more physiological process, supported by improved plantar pressure distribution and better functional condition of the foot ankle complex. Continuous monitoring of the foot status and patient education are necessary, and can contribute to preserving the integrity of foot muscles and joints impaired by polyneuropathy. ClinicalTrials.gov Identifier: NCT01207284, registered in 20th September 2010.

Progress Report for the Robotic Intelligence Evaluation. Program Year 1: Developing Test Methodology for Anti-Rollover Systems

DTIC Science & Technology

2006-06-01

Scientific Research. 5PAM-Crash is a trademark of the ESI Group . 6MATLAB and SIMULINK are registered trademarks of the MathWorks. 14 maneuvers...Laboratory (ARL) to develop methodologies to evaluate robotic behavior algorithms that control the actions of individual robots or groups of robots...methodologies to evaluate robotic behavior algorithms that control the actions of individual robots or groups of robots acting as a team to perform a

Wave attenuation in the marginal ice zone during LIMEX

NASA Technical Reports Server (NTRS)

Liu, Antony K.; Peng, Chih Y.; Vachon, Paris W.

1991-01-01

During LIMEX'87 and '89, the CCRS CV-580 aircraft collected SAR (synthetic aperture radar) data over the marginal ice zone off the coast of Newfoundland. Based upon the wavenumber spectra from SAR data, the wave attenuation rate is estimated and compared with a model. The model-data comparisons are reasonably good for the ice conditions during LIMEX (Labrador Ice Margin Experiment). Both model and SAR-derived wave attenuation rates show a roll-over at high wavenumbers.

Robust Stability and Control of Multi-Body Ground Vehicles with Uncertain Dynamics and Failures

DTIC Science & Technology

2010-01-01

and N. Zhang, 2008. “Robust stability control of vehicle rollover subject to actuator time delay”. Proc. IMechE Part I: J. of systems and control ...Dynamic Systems and Control Conference, Boston, MA, Sept 2010 R.K. Yedavalli,”Robust Stability of Linear Interval Parameter Matrix Family Problem...for control coupled output regulation for a class of systems is presented. In section 2.1.7, the control design algorithm developed in section

Raltegravir Treatment Intensification Does Not Alter Cerebrospinal Fluid HIV-1 Infection or Immunoactivation in Subjects on Suppressive Therapy

PubMed Central

Dahl, Viktor; Lee, Evelyn; Peterson, Julia; Spudich, Serena S.; Leppla, Idris; Sinclair, Elizabeth; Fuchs, Dietmar; Palmer, Sarah

2011-01-01

Background. Despite suppression of plasma human immunodeficiency virus type 1 (HIV-1) RNA by antiretroviral therapy to levels below clinical assay detection, infection and immune activation may persist within the central nervous system and possibly lead to continued brain injury. We hypothesized that intensifying therapy would decrease cerebrospinal fluid (CSF) infection and immune activation. Methods. This was a 12-week, randomized, open-label pilot study comparing addition of the integrase inhibitor raltegravir to no treatment augmentation, with an option for rollover to raltegravir. CSF and plasma were analyzed for HIV-1 RNA using a single-copy assay. CSF and blood immune activation was assessed by neopterin concentrations and CD4+ and CD8+ T-cell surface antigen expression. Results. Primary analysis compared 14 intensified (including rollovers) to 9 nonintensified subject experiences. Median HIV-1 RNA levels in all samples were lower in CSF (<.3 copies/mL) than in plasma (<.9 copies/mL; P < .0001), and raltegravir did not reduce HIV-1 RNA, CSF neopterin, or CD4+ and CD8+ T-cell activation. Conclusions. Raltegravir intensification did not reduce intrathecal immunoactivation or alter CSF HIV-1 RNA levels in subjects with baseline viral suppression. With and without raltegravir intensification, HIV RNA levels in CSF were very low in the enrolled subjects. Clinical Trials Registration. NCT00672932. PMID:22021620

Mechanisms of muddy clinothem progradation on the Southwest Louisiana Chenier Plain inner shelf

NASA Astrophysics Data System (ADS)

Denommee, Kathryn C.; Bentley, Samuel J.; Harazim, Dario

2018-06-01

In both modern and ancient shelf settings, mud-dominated successions commonly contain complex stratigraphic geometries in which low-gradient clinothems feature prominently. Despite their ubiquity, the full range of mechanisms responsible for sediment dispersal and clinothem progradation in such settings is not well understood. Using sediment core data (210PbXS, 137Cs, grain size, porosity, X-radiography) and shallow seismic observations, this study examines the mechanisms of across-shelf sediment transport and clinothem progradation on the muddy Southwest Louisiana Atchafalaya Chenier Plain inner shelf. Observations indicate that rapid transfer of organic matter-rich sediment to the outer topsets and clinothem rollover occurs mainly via hydrodynamic fluid-mud processes during times of high wave-current bed shear stress (e.g., during the passage of storms). Rapid sedimentation, wave perturbation, and the development of biogenic methane within the shallow seabed result in the generation of large internal pore water pressures such that the clinothem rollover and foreset sediments are inherently in a condition of incipient failure. Subsequent basinward sediment transfer to the foresets occurs largely in association with low-gradient (<0.02°) mass-failure events, evidenced by widespread scarping and mudflows on the seabed. These represent an important and as yet unattributed mechanism for clinothem progradation in the study area and are likely to drive basinward sediment transport in other muddy shelf clinothem systems, both modern and ancient.

Real-time control of divertor detachment in H-mode with impurity seeding using Langmuir probe feedback in JET-ITER-like wall

NASA Astrophysics Data System (ADS)

Guillemaut, C.; Lennholm, M.; Harrison, J.; Carvalho, I.; Valcarcel, D.; Felton, R.; Griph, S.; Hogben, C.; Lucock, R.; Matthews, G. F.; Perez Von Thun, C.; Pitts, R. A.; Wiesen, S.; contributors, JET

2017-04-01

Burning plasmas with 500 MW of fusion power on ITER will rely on partially detached divertor operation to keep target heat loads at manageable levels. Such divertor regimes will be maintained by a real-time control system using the seeding of radiative impurities like nitrogen (N), neon or argon as actuator and one or more diagnostic signals as sensors. Recently, real-time control of divertor detachment has been successfully achieved in Type I ELMy H-mode JET-ITER-like wall discharges by using saturation current (I sat) measurements from divertor Langmuir probes as feedback signals to control the level of N seeding. The degree of divertor detachment is calculated in real-time by comparing the outer target peak I sat measurements to the peak I sat value at the roll-over in order to control the opening of the N injection valve. Real-time control of detachment has been achieved in both fixed and swept strike point experiments. The system has been progressively improved and can now automatically drive the divertor conditions from attached through high recycling and roll-over down to a user-defined level of detachment. Such a demonstration is a successful proof of principle in the context of future operation on ITER which will be extensively equipped with divertor target probes.

Musical motor feedback (MMF) in walking hemiparetic stroke patients: randomized trials of gait improvement.

PubMed

Schauer, Michael; Mauritz, Karl-Heinz

2003-11-01

To demonstrate the effect of rhythmical auditory stimulation in a musical context for gait therapy in hemiparetic stroke patients, when the stimulation is played back measure by measure initiated by the patient's heel-strikes (musical motor feedback). Does this type of musical feedback improve walking more than a less specific gait therapy? The randomized controlled trial considered 23 registered stroke patients. Two groups were created by randomization: the control group received 15 sessions of conventional gait therapy and the test group received 15 therapy sessions with musical motor feedback. Inpatient rehabilitation hospital. Median post-stroke interval was 44 days and the patients were able to walk without technical aids with a speed of approximately 0.71 m/s. Gait velocity, step duration, gait symmetry, stride length and foot rollover path length (heel-on-toe-off distance). The test group showed more mean improvement than the control group: stride length increased by 18% versus 0%, symmetry deviation decreased by 58% versus 20%, walking speed increased by 27% versus 4% and rollover path length increased by 28% versus 11%. Musical motor feedback improves the stroke patient's walk in selected parameters more than conventional gait therapy. A fixed memory in the patient's mind about the song and its timing may stimulate the improvement of gait even without the presence of an external pacemaker.

Rollover Car Crashes with Ejection: A Deadly Combination—An Analysis of 719 Patients

PubMed Central

Latifi, Rifat; El-Menyar, Ayman; El-Hennawy, Hany; Al-Thani, Hassan

2014-01-01

Rollover car crashes (ROCs) are serious public safety concerns worldwide. Objective. To determine the incidence and outcomes of ROCs with or without ejection of occupants in the State of Qatar. Methods. A retrospective study of all patients involved in ROCs admitted to Level I trauma center in Qatar (2011-2012). Patients were divided into Group I (ROC with ejection) and Group II (ROC without ejection). Results. A total of 719 patients were evaluated (237 in Group I and 482 in Group II). The mean age in Group I was lower than in Group II (24.3 ± 10.3 versus 29 ± 12.2; P = 0.001). Group I had higher injury severity score and sustained significantly more head, chest, and abdominal injuries in comparison to Group II. The mortality rate was higher in Group I (25% versus 7%; P = 0.001). Group I patients required higher ICU admission rate (P = 0.001). Patients in Group I had a 5-fold increased risk for age-adjusted mortality (OR 5.43; 95% CI 3.11–9.49), P = 0.001). Conclusion. ROCs with ejection are associated with higher rate of morbidity and mortality compared to ROCs without ejection. As an increased number of young Qatari males sustain ROCs with ejection, these findings highlight the need for research-based injury prevention initiatives in the country. PMID:24693231

A GRASS GIS Semi-Stochastic Model for Evaluating the Probability of Landslides Impacting Road Networks in Collazzone, Central Italy

NASA Astrophysics Data System (ADS)

Taylor, Faith E.; Santangelo, Michele; Marchesini, Ivan; Malamud, Bruce D.

2013-04-01

During a landslide triggering event, the tens to thousands of landslides resulting from the trigger (e.g., earthquake, heavy rainfall) may block a number of sections of the road network, posing a risk to rescue efforts, logistics and accessibility to a region. Here, we present initial results from a semi-stochastic model we are developing to evaluate the probability of landslides intersecting a road network and the network-accessibility implications of this across a region. This was performed in the open source GRASS GIS software, where we took 'model' landslides and dropped them on a 79 km2 test area region in Collazzone, Umbria, Central Italy, with a given road network (major and minor roads, 404 km in length) and already determined landslide susceptibilities. Landslide areas (AL) were randomly selected from a three-parameter inverse gamma probability density function, consisting of a power-law decay of about -2.4 for medium and large values of AL and an exponential rollover for small values of AL; the rollover (maximum probability) occurs at about AL = 400 m.2 The number of landslide areas selected for each triggered event iteration was chosen to have an average density of 1 landslide km-2, i.e. 79 landslide areas chosen randomly for each iteration. Landslides were then 'dropped' over the region semi-stochastically: (i) random points were generated across the study region; (ii) based on the landslide susceptibility map, points were accepted/rejected based on the probability of a landslide occurring at that location. After a point was accepted, it was assigned a landslide area (AL) and length to width ratio. Landslide intersections with roads were then assessed and indices such as the location, number and size of road blockage recorded. The GRASS-GIS model was performed 1000 times in a Monte-Carlo type simulation. Initial results show that for a landslide triggering event of 1 landslide km-2 over a 79 km2 region with 404 km of road, the number of road blockages ranges from 6 to 17, resulting in one road blockage every 24-67 km of roads. The average length of road blocked was 33 m. As we progress with model development and more sophisticated network analysis, we believe this semi-stochastic modelling approach will aid civil protection agencies to get a rough idea for the probability of road network potential damage (road block number and extent) as the result of different magnitude landslide triggering event scenarios.

Effect of the Road Environment on Road Safety in Poland

NASA Astrophysics Data System (ADS)

Budzynski, Marcin; Jamroz, Kazimierz; Antoniuk, Marcin

2017-10-01

Run-off-road accidents tend to be very severe because when a vehicle leaves the road, it will often crash into a solid obstacle (tree, pole, supports, front wall of a culvert, barrier). A statistical analysis of the data shows that Poland’s main roadside hazard is trees and the severity of vehicles striking a tree in a run-off-road crash. The risks are particularly high in north-west Poland with many of the roads lined up with trees. Because of the existing rural road cross-sections, i.e. having trees directly on road edge followed immediately by drainage ditches, vulnerable road users are prevented from using shoulders and made to use the roadway. With no legal definition of the road safety zone in Polish regulations, attempts to remove roadside trees lead to major conflicts with environmental stakeholders. This is why a compromise should be sought between the safety of road users and protection of the natural environment and the aesthetics of the road experience. Rather than just cut the trees, other road safety measures should be used where possible to treat the hazardous spots by securing trees and obstacles and through speed management. Accidents that are directly related to the road environment fall into the following categories: hitting a tree, hitting a barrier, hitting a utility pole or sign, vehicle rollover on the shoulder, vehicle rollover on slopes or in ditch. The main consequence of a roadside hazard is not the likelihood of an accident itself but of its severity. Poland’s roadside accident severity is primarily the result of poor design or operation of road infrastructure. This comes as a consequence of a lack of regulations or poorly defined regulations and failure to comply with road safety standards. The new analytical model was designed as a combination of the different factors and one that will serve as a comprehensive model. It was assumed that it will describe the effect of the roadside on the number of accidents and their consequences. The design of the model was based on recommendations from analysing other models. The assumptions were the following: the model will be used to calculate risk factors and accident severity, the indicators will depend on number of vehicle kilometres travelled or traffic volumes, analyses will be based on accident data: striking a tree, hitting a barrier, hitting a utility pole or sign. Additional data will include roadside information and casualty density measures will be used - killed and injured.

STS-28 Columbia, OV-102, ET/SRB mating preparations at KSC VAB

NASA Image and Video Library

1989-07-03

S89-39624 (3 July 1989) --- Following rollover from the Orbiter Processing Facility, the orbiter Columbia is prepared for mating with the ET/SRB stack in the Vehicle Assembly Building transfer aisle as work continues toward an early August launch of Space Shuttle Mission STS-28. STS-28 is a Department of Defense dedicated mission. Crew members for the mission are: Commander Brewster H. Shaw, Pilot Richard N. Richards, and Mission Specialists Mark N. Brown, James C. Adamson, and David C. Leestma.

Mobility-Dependent Motion Planning for High Speed Robotic Vehicles

DTIC Science & Technology

2008-07-25

of the vehicle’s mobility in such type of terrain. Moreover, autonomous driv- ing of wheeled vehicles at high speeds adds a new level of complexity due...dynamic effects such as wheel slip, skidding, ballistic behavior, rollover, and vehicle-terrain interaction phenomena. Navigation algorithms must also...description of mobility was defined as the probability that for a given 6 ini ial v 10 ity at an initial po ition h robo will hav a non-n gative ve- loci y

Safety status of farm tractors that operate on public highways in four rural Kentucky counties.

PubMed

Cole, H P; Piercy, L R; Heinz, K L; Westneat, S C; Arrowsmith, H E; Raymond, K M

2009-07-01

Kentucky FFA students inspected 153 farm tractors for safety features that prevent operator injuries during tractor overturns, highway collisions, runovers, and power take-off (PTO) entanglements. Tractor mean age was 23.6 years (SD = 20.9). Rollover protective structures (ROPS) were present on 50.66% of tractors, but only 33.33% of these had functional seatbelts. Loose and damaged seats were found on 30.46% of tractors. In 38.99% of cases, tractor rear-wheel fenders exposed operators to moving tractor tires, and 48.67% of tractors had dangerously worn or damaged tires. Tractors with a narrow front-end stance comprised 16.11% of the total. Only 53.06% of the tractors had starters with secure hard cover by-pass starting shields that fully covered the starter terminals, and 37.37% had fully exposed terminals with no cover. PTO master shields with all parts present and undamaged were present on only 29.27% of the tractors, and in 39.02% of cases the entire shield was missing. Only 44.67% of the tractors had properly mounted and fully functional mounting and dismounting access steps and handholds. SMV emblems were missing on 53.64% of tractors and in the proper place and condition in only 25.83% of cases. Tractors with properly mounted and fully functional head and tail lights comprised 40.94% of the sample, and tractors with no functional lights comprised 24.16%. Properly mounted, clean, and functional rearview mirrors were present on only 19.87% of the tractors, and 69.54% had no rearview mirrors. The project increased farming and non-farming students' awareness of tractor safety issues, provided empirical data about the safety status of a sample of tractors that frequently travel public highways in four rural Kentucky farming counties, and promoted dialog about these issues with adult farmers and other community members with whom the students interacted.

Reduced Performance in Balance, Walking and Turning Tasks is Associated with Increased Neck Tone in Parkinson's Disease

PubMed Central

Franzén, Erika; Paquette, Caroline; Gurfinkel, Victor S; Cordo, Paul J; Nutt, John G; Horak, Fay B

2009-01-01

Rigidity or hypertonicity is a cardinal symptom of Parkinson's disease (PD). We hypothesized that hypertonicity of the body axis affects functional performance of tasks involving balance, walking and turning. The magnitude of axial postural tone in the neck, trunk and hip segments of 15 subjects with PD (both ON and OFF levodopa) and 15 control subjects was quantified during unsupported standing in an axial twisting device in our laboratory as resistance to torsional rotation. Subjects also performed six functional tests (walking in a figure of eight [Figure of Eight], Timed Up & Go, Berg Balance Scale, supine rolling task [rollover], Functional Reach, and standing 360-deg turn-in-place) in the ON and OFF state. Results showed that PD subjects had increased tone throughout the axis compared to control subjects (p=0.008) and that this increase was most prominent in the neck. In PD subjects, axial tone was related to functional performance, but most strongly for tone at the neck and accounted for an especially large portion of the variability in the performance of the Figure of Eight test (rOFF=0.68 and rON=0.74, p<0.05) and the Rollover test (rOFF=0.67and rON=0.55, p<0.05). Our results suggest that neck tone plays a significant role in functional mobility and that abnormally high postural tone may be an important contributor to balance and mobility disorders in individuals with PD. PMID:19573528

DOUBLE POWER LAWS IN THE EVENT-INTEGRATED SOLAR ENERGETIC PARTICLE SPECTRUM

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

Zhao, Lulu; Zhang, Ming; Rassoul, Hamid K., E-mail: lzhao@fit.edu

2016-04-10

A double power law or a power law with exponential rollover at a few to tens of MeV nucleon{sup −1} of the event-integrated differential spectra has been reported in many solar energetic particle (SEP) events. The rollover energies per nucleon of different elements correlate with a particle's charge-to-mass ratio (Q/A). The probable causes are suggested as residing in shock finite lifetimes, shock finite sizes, shock geometry, and an adiabatic cooling effect. In this work, we conduct a numerical simulation to investigate a particle's transport process in the inner heliosphere. We solve the focused transport equation using a time-backward Markov stochasticmore » approach. The convection, magnetic focusing, adiabatic cooling effect, and pitch-angle scattering are included. The effects that the interplanetary turbulence imposes on the shape of the resulting SEP spectra are examined. By assuming a pure power-law differential spectrum at the Sun, a perfect double-power-law feature with a break energy ranging from 10 to 120 MeV nucleon{sup −1} is obtained at 1 au. We found that the double power law of the differential energy spectrum is a robust result of SEP interplanetary propagation. It works for many assumptions of interplanetary turbulence spectra that give various forms of momentum dependence of a particle's mean free path. The different spectral shapes in low-energy and high-energy ends are not just a transition from the convection-dominated propagation to diffusion-dominated propagation.« less

Long-term outcome of dogs treated with ulnar rollover transposition for limb-sparing of distal radial osteosarcoma: 27 limbs in 26 dogs.

PubMed

Séguin, Bernard; O'Donnell, Matthew D; Walsh, Peter J; Selmic, Laura E

2017-10-01

To determine outcomes in dogs with distal radial osteosarcoma treated with ulnar rollover transposition (URT) limb-sparing surgery including: viability of the ulnar graft, complications, subjective limb function, disease-free interval (DFI), and survival time (ST). Retrospective case series. Twenty-six client-owned dogs with distal radial osteosarcoma and no involvement of the ulna. Data of dogs treated with URT were collected at the time of surgery and retrospectively from medical records and by contacting owners and referring veterinarians. URT technique was performed on 27 limbs in 26 dogs. The ulnar graft was determined to be viable in 17 limbs, nonviable in 3, and unknown in 7. Complications occurred in 20 limbs. Infection was diagnosed in 12 limbs. Biomechanical complications occurred in 15 and local recurrence in 2 limbs. Limb function graded by veterinarians or owners was poor in 2 limbs, fair in 4, good in 14, excellent in 3, and unknown in 4. Median DFI was 245 days and median ST was 277 days. The URT technique maintained the viability of the ulnar graft. The complication rate was high but limb function appeared acceptable. Although sufficient length of the distal aspect of the ulna must be preserved to perform this technique, local recurrence was not increased compared to other limb-sparing techniques when cases were appropriately selected. © 2017 The American College of Veterinary Surgeons.

Comparing motor-vehicle crash risk of EU and US vehicles.

PubMed

Flannagan, Carol A C; Bálint, András; Klinich, Kathleen D; Sander, Ulrich; Manary, Miriam A; Cuny, Sophie; McCarthy, Michael; Phan, Vuthy; Wallbank, Caroline; Green, Paul E; Sui, Bo; Forsman, Åsa; Fagerlind, Helen

2018-08-01

This study examined the hypotheses that passenger vehicles meeting European Union (EU) safety standards have similar crashworthiness to United States (US) -regulated vehicles in the US driving environment, and vice versa. The first step involved identifying appropriate databases of US and EU crashes that include in-depth crash information, such as estimation of crash severity using Delta-V and injury outcome based on medical records. The next step was to harmonize variable definitions and sampling criteria so that the EU data could be combined and compared to the US data using the same or equivalent parameters. Logistic regression models of the risk of a Maximum injury according to the Abbreviated Injury Scale of 3 or greater, or fatality (MAIS3+F) in EU-regulated and US-regulated vehicles were constructed. The injury risk predictions of the EU model and the US model were each applied to both the US and EU standard crash populations. Frontal, near-side, and far-side crashes were analyzed together (termed "front/side crashes") and a separate model was developed for rollover crashes. For the front/side model applied to the US standard population, the mean estimated risk for the US-vehicle model is 0.035 (sd = 0.012), and the mean estimated risk for the EU-vehicle model is 0.023 (sd = 0.016). When applied to the EU front/side population, the US model predicted a 0.065 risk (sd = 0.027), and the EU model predicted a 0.052 risk (sd = 0.025). For the rollover model applied to the US standard population, the US model predicted a risk of 0.071 (sd = 0.024), and the EU model predicted 0.128 risk (sd = 0.057). When applied to the EU rollover standard population, the US model predicted a 0.067 risk (sd = 0.024), and the EU model predicted 0.103 risk (sd = 0.040). The results based on these methods indicate that EU vehicles most likely have a lower risk of MAIS3+F injury in front/side impacts, while US vehicles most likely have a lower risk of MAIS3+F injury in llroovers. These results should be interpreted with an understanding of the uncertainty of the estimates, the study limitations, and our recommendations for further study detailed in the report. Copyright © 2018 The Authors. Published by Elsevier Ltd.. All rights reserved.

Inflation at the electroweak scale

NASA Technical Reports Server (NTRS)

Knox, Lloyd; Turner, Michael S.

1993-01-01

We present a model for slow-rollover inflation where the vacuum energy that drives inflation is of the order of G(F) exp -2; unlike most models, the conversion of vacuum energy to radiation ('reheating') is moderately efficient. The scalar field responsible for inflation is a standard-model singlet, develops a vacuum expectation value of 4 x 10 exp 6 GeV, has a mass of about 1 GeV, and can play a role in electroweak phenomena. We also discuss models where the energy scale of inflation is somewhat larger, but still well below the unification scale.

KSC-97PC996

NASA Image and Video Library

1997-07-07

The Space Shuttle Orbiter Discovery in Orbiter Processing Facility 2 begins its rollover on top of the orbiter transporter to the Vehicle Assembly Building for mating with its external tank and solid rocket boosters in preparation for the STS-85 mission. Several payloads will be aboard Discovery during the 11-day mission, including the Manipulator Flight Demonstration (MFD) and the Cryogenic Infrared Spectrometers and Telescopes for the Atmosphere-Shuttle Pallet Satellite-2 (CRISTA-SPAS-2), as well as the Technology Applications and Science-1 (TAS-1) and International Extreme Ultraviolet Hitchhiker (IEH-2) experiments

Proceedings of the Meeting of the Coastal Engineering Research Board (54th) Held in New Orleans, Louisiana on 4-6 June 1991

DTIC Science & Technology

1992-04-01

Sanda, CECW-EG SOUTH PACIFIC DIVISION Mr. Jaime R. Merino, CESPD-ED-W BOARD OF ENGINEERS FOR RIVERS Mr. Jeffrey C. Cole, CESPN-PE-W AND HARBORS Mr...areas. 68 Coastal areas experiencing erosion and economic loss include: a. Sabine Pass to Rollover Pass/Highway 87. In the fall of 1989, the State... Sabine Pass. The closure was prompted by the dangerous conditions resulting from erosion along the highway. In some areas, the highway lies at the

Australian quad bike fatalities: what is the economic cost?

PubMed

Lower, Tony; Pollock, Kirrily; Herde, Emily

2013-04-01

To determine the economic costs associated with all quad bike-related fatalities in Australia, 2001 to 2010. A human capital approach to establish the economic costs of quad bike related fatalities to the Australian economy. The model included estimates on loss of earnings due to premature death and direct costs based on coronial records for ambulance, police, hospital, premature funeral, coronial and work safety authority investigation, and death compensation costs. All costs were calculated to 2010 dollars. The estimated total economic cost associated with quad bike fatalities over this period was $288.1 million, with an average cost for each fatality of $2.3 million. When assessing the average cost of incidents between age cohorts, those aged 25-34 years had the lowest number of fatalities but had the highest average cost ($4.2 million). Quad bike fatalities have a significant economic impact on Australian society that is increasing. Implications : Given the high cost to society, interventions to address quad bike fatalities have the potential to be highly cost-effective. Such interventions should focus on design approaches to improve the safety of quad bikes in terms of stability and protection in the event of a rollover. Additionally, relevant policy (e.g. no children under 16 years riding quads, no passengers) and intervention approaches (e.g. training and use of helmets) must also support the design modifications. © 2013 The Authors. ANZJPH © 2013 Public Health Association of Australia.

Neck posture and muscle activity are different when upside down: a human volunteer study.

PubMed

Newell, Robyn S; Blouin, Jean-Sébastien; Street, John; Cripton, Peter A; Siegmund, Gunter P

2013-11-15

Rollover crashes are dynamic and complex events in which head impacts with the roof can cause catastrophic neck injuries. Ex vivo and computational models are valuable in understanding, and ultimately preventing, these injuries. Although neck posture and muscle activity influence the resulting injury, there is currently no in vivo data describing these parameters immediately prior to a head-first impact. The specific objectives of this study were to determine the in vivo neck vertebral alignment and muscle activation levels when upside down, a condition that occurs during a rollover. Eleven human subjects (6F, 5M) were tested while seated upright and inverted in a custom-built apparatus. Vertebral alignment was measured using fluoroscopy and muscle activity was recorded using surface and indwelling electrodes in eight superficial and deep neck muscles. In vivo vertebral alignment and muscle activation levels differed between the upright and inverted conditions. When inverted and relaxed, the neck was more lordotic, C1 was aligned posterior to C7, the Frankfort plane was extended, and the activity of six muscles increased compared to upright and relaxed. When inverted subjects were asked to look forward to eliminate head extension, flexor muscle activity increased, C7 was more flexed, and C1 was aligned anterior to C7 versus upright and relaxed. Combined with the large inter-subject variability observed, these findings indicate that cadaveric or computational models designed to study injuries and prevention devices while inverted need to consider a variety of postures and muscle conditions to be relevant to the in vivo situation. © 2013 Elsevier Ltd. All rights reserved.

The Influence of Drift Gas Composition on the Separation Mechanism in Traveling Wave Ion Mobility Spectrometry: Insight from Electrodynamic Simulations

PubMed Central

May, Jody C.; McLean, John A.

2013-01-01

The influence of three different drift gases (helium, nitrogen, and argon) on the separation mechanism in traveling wave ion mobility spectrometry is explored through ion trajectory simulations which include considerations for ion diffusion based on kinetic theory and the electrodynamic traveling wave potential. The model developed for this work is an accurate depiction of a second-generation commercial traveling wave instrument. Three ion systems (cocaine, MDMA, and amphetamine) whose reduced mobility values have previously been measured in different drift gases are represented in the simulation model. The simulation results presented here provide a fundamental understanding of the separation mechanism in traveling wave, which is characterized by three regions of ion motion: (1) ions surfing on a single wave, (2) ions exhibiting intermittent roll-over onto subsequent waves, and (3) ions experiencing a steady state roll-over which repeats every few wave cycles. These regions of ion motion are accessed through changes in the gas pressure, wave amplitude, and wave velocity. Resolving power values extracted from simulated arrival times suggest that momentum transfer in helium gas is generally insufficient to access regions (2) and (3) where ion mobility separations occur. Ion mobility separations by traveling wave are predicted to be effectual for both nitrogen and argon, with slightly lower resolving power values observed for argon as a result of band-broadening due to collisional scattering. For the simulation conditions studied here, the resolving power in traveling wave plateaus between regions (2) and (3), with further increases in wave velocity contributing only minor improvements in separations. PMID:23888124

The Influence of Drift Gas Composition on the Separation Mechanism in Traveling Wave Ion Mobility Spectrometry: Insight from Electrodynamic Simulations.

PubMed

May, Jody C; McLean, John A

2003-06-01

The influence of three different drift gases (helium, nitrogen, and argon) on the separation mechanism in traveling wave ion mobility spectrometry is explored through ion trajectory simulations which include considerations for ion diffusion based on kinetic theory and the electrodynamic traveling wave potential. The model developed for this work is an accurate depiction of a second-generation commercial traveling wave instrument. Three ion systems (cocaine, MDMA, and amphetamine) whose reduced mobility values have previously been measured in different drift gases are represented in the simulation model. The simulation results presented here provide a fundamental understanding of the separation mechanism in traveling wave, which is characterized by three regions of ion motion: (1) ions surfing on a single wave, (2) ions exhibiting intermittent roll-over onto subsequent waves, and (3) ions experiencing a steady state roll-over which repeats every few wave cycles. These regions of ion motion are accessed through changes in the gas pressure, wave amplitude, and wave velocity. Resolving power values extracted from simulated arrival times suggest that momentum transfer in helium gas is generally insufficient to access regions (2) and (3) where ion mobility separations occur. Ion mobility separations by traveling wave are predicted to be effectual for both nitrogen and argon, with slightly lower resolving power values observed for argon as a result of band-broadening due to collisional scattering. For the simulation conditions studied here, the resolving power in traveling wave plateaus between regions (2) and (3), with further increases in wave velocity contributing only minor improvements in separations.

Barrier-relevant crash modification factors and average costs of crashes on arterial roads in Indiana.

PubMed

Zou, Yaotian; Tarko, Andrew P

2018-02-01

The objective of this study was to develop crash modification factors (CMFs) and estimate the average crash costs applicable to a wide range of road-barrier scenarios that involved three types of road barriers (concrete barriers, W-beam guardrails, and high-tension cable barriers) to produce a suitable basis for comparing barrier-oriented design alternatives and road improvements. The intention was to perform the most comprehensive and in-depth analysis allowed by the cross-sectional method and the crash data available in Indiana. To accomplish this objective and to use the available data efficiently, the effects of barrier were estimated on the frequency of barrier-relevant (BR) crashes, the types of harmful events and their occurrence during a BR crash, and the severity of BR crash outcomes. The harmful events component added depth to the analysis by connecting the crash onset with its outcome. Further improvement of the analysis was accomplished by considering the crash outcome severity of all the individuals involved in a crash and not just drivers, utilizing hospital data, and pairing the observations with and without road barriers along same or similar road segments to better control the unobserved heterogeneity. This study confirmed that the total number of BR crashes tended to be higher where medians had installed barriers, mainly due to collisions with barriers and, in some cases, with other vehicles after redirecting vehicles back to traffic. These undesirable effects of barriers were surpassed by the positive results of reducing cross-median crashes, rollover events, and collisions with roadside hazards. The average cost of a crash (unit cost) was reduced by 50% with cable barriers installed in medians wider than 50ft. A similar effect was concluded for concrete barriers and guardrails installed in medians narrower than 50ft. The studied roadside guardrails also reduced the unit cost by 20%-30%. Median cable barriers were found to be the most effective among all the studied barriers due to the smaller increase in the crash frequency caused by these barriers and the less severe injury outcomes. More specifically, the occupants of vehicles colliding with near-side cable barriers tended to have less severe injuries than occupants of vehicles entering the median from median's farther side. The near-side cable barriers provided protection against rollover inside the median and against a potentially dangerous collision with or running over the median drain; therefore, the greatest safety benefit can be expected where cable barriers are installed at both edges of the median. The CMFs and unit crash costs for 48 road-barrier scenarios produced in this study are included in this paper. Copyright © 2017 Elsevier Ltd. All rights reserved.

Impact of pre- and/or syn-tectonic salt layers in the hangingwall geometry of a kinked-planar extensional fault: insights from analogue modelling and comparison with the Parentis basin (bay of Biscay)

NASA Astrophysics Data System (ADS)

Ferrer, O.; Vendeville, B. C.; Roca, E.

2012-04-01

Using sandbox analogue modelling we determine the role played by a pre-kinematic or a syn-kinematic viscous salt layer during rollover folding of the hangingwall of a normal fault with a variable kinked-planar geometry, as well as understand the origin and the mechanisms that control the formation, kinematic evolution and geometry of salt structures developed in the hangingwall of this fault. The experiments we conducted consisted of nine models made of dry quartz-sand (35μm average grain size) simulating brittle rocks and a viscous silicone polymer (SMG 36 from Dow Corning) simulating salt in nature. The models were constructed between two end walls, one of which was fixed, whereas the other was moved by a motor-driven worm screw. The fixed wall was part of the rigid footwall of the model's master border fault. This fault was simulated using three different wood block configurations, which was overlain by a flexible (but not stretchable) sheet that was attached to the mobile endwall of the model. We applied three different infill hangingwall configurations to each fault geometry: (1) without silicone (sand only), (2) sand overlain by a pre-kinematic silicone layer deposited above the entire hanginwall, and (3) sand partly overlain by a syn-kinematic silicone layer that overlain only parts of the hangingwall. All models were subjected to a 14 cm of basement extension in a direction orthogonal to that of the border fault. Results show that the presence of a viscous layer (silicone) clearly controls the deformation pattern of the hangingwall. Thus, regardless of the silicone layer's geometry (either pre- or syn-extensional) or the geometry of the extensional fault, the silicone layer acts as a very efficient detachment level separating two different structural styles in each unit. In particular, the silicone layer acts as an extensional ductile shear zone inhibiting upward propagation of normal faults and/or shears bands from the sub-silicone layers. Whereas the basement is affected by antithetic normal faults that are more or less complex depending on the geometry of the master fault, the lateral flow of the silicone produces salt-cored anticlines, walls and diapirs in the overburden of the hangingwall. The mechanical behavior of the silicone layer as an extensional shear zone, combined with the lateral changes in pressure gradients due to overburden thickness changes, triggered the silicone migration from the half-graben depocenter towards the rollover shoulder. As a result, the accumulation of silicone produces gentle silicone-cored anticlines and local diapirs with minor extensional faults. Upwards fault propagation from the sub-silicone "basement" to the supra-silicone unit only occurs either when the supra- and sub-silicone materials are welded, or when the amount of slip along the master fault is large enough so that the tip of the silicone reaches the junction between the upper and lower panels of the master faults. Comparison between the results of these models with data from the western offshore Parentis Basin (Eastern Bay of Biscay) validates the structural interpretation of this region.

KSC-2011-1786

NASA Image and Video Library

2011-02-28

CAPE CANAVERAL, Fla. -- In Orbiter Processing Facility-2 at NASA’s Kennedy Space Center in Florida, workers prepare space shuttle Endeavour for its move, or "rollover," from its hangar to the Vehicle Assembly Building. Endeavour and its STS-134 crew will deliver the Express Logistics Carrier-3, Alpha Magnetic Spectrometer, spare parts, a high-pressure gas tank, additional spare parts for Dextre and micrometeoroid debris shields to the International Space Station. Launch is targeted for April 19 at 7:48 p.m. EDT. For more information visit, http://www.nasa.gov/mission_pages/shuttle/shuttlemissions/sts134/index.html. Photo credit: NASA/Jack Pfaller

KSC-2011-1787

NASA Image and Video Library

2011-02-28

CAPE CANAVERAL, Fla. -- In Orbiter Processing Facility-2 at NASA’s Kennedy Space Center in Florida, workers prepare space shuttle Endeavour for its move, or "rollover," from its hangar to the Vehicle Assembly Building. Endeavour and its STS-134 crew will deliver the Express Logistics Carrier-3, Alpha Magnetic Spectrometer, spare parts, a high-pressure gas tank, additional spare parts for Dextre and micrometeoroid debris shields to the International Space Station. Launch is targeted for April 19 at 7:48 p.m. EDT. For more information visit, http://www.nasa.gov/mission_pages/shuttle/shuttlemissions/sts134/index.html. Photo credit: NASA/Jack Pfaller

KSC-2011-1788

NASA Image and Video Library

2011-02-28

CAPE CANAVERAL, Fla. -- At NASA’s Kennedy Space Center in Florida, workers accompany space shuttle Endeavour as it is backed out of Orbiter Processing Facility-2 for its move, "or rollover," to the Vehicle Assembly Building. Endeavour and its STS-134 crew will deliver the Express Logistics Carrier-3, Alpha Magnetic Spectrometer, spare parts, a high-pressure gas tank, additional spare parts for Dextre and micrometeoroid debris shields to the International Space Station. Launch is targeted for April 19 at 7:48 p.m. EDT. For more information visit, http://www.nasa.gov/mission_pages/shuttle/shuttlemissions/sts134/index.html. Photo credit: NASA/Jack Pfaller

KSC-2011-1799

NASA Image and Video Library

2011-02-28

CAPE CANAVERAL, Fla. -- At NASA’s Kennedy Space Center in Florida, workers accompany space shuttle Endeavour as it is backed out of Orbiter Processing Facility-2 for its move, or "rollover," to the Vehicle Assembly Building. Endeavour and its STS-134 crew will deliver the Express Logistics Carrier-3, Alpha Magnetic Spectrometer, spare parts, a high-pressure gas tank, additional spare parts for Dextre and micrometeoroid debris shields to the International Space Station. Launch is targeted for April 19 at 7:48 p.m. EDT. For more information visit, http://www.nasa.gov/mission_pages/shuttle/shuttlemissions/sts134/index.html. Photo credit: NASA/Frankie Martin

KSC-2011-1785

NASA Image and Video Library

2011-02-28

CAPE CANAVERAL, Fla. -- In Orbiter Processing Facility-2 at NASA’s Kennedy Space Center in Florida, workers prepare space shuttle Endeavour for its move, or "rollover," from its hangar to the Vehicle Assembly Building. Endeavour and its STS-134 crew will deliver the Express Logistics Carrier-3, Alpha Magnetic Spectrometer, spare parts, a high-pressure gas tank, additional spare parts for Dextre and micrometeoroid debris shields to the International Space Station. Launch is targeted for April 19 at 7:48 p.m. EDT. For more information visit, http://www.nasa.gov/mission_pages/shuttle/shuttlemissions/sts134/index.html. Photo credit: NASA/Jack Pfaller

The frequency--severity indeterminacy.

PubMed

Hauer, Ezra

2006-01-01

Nothing is known about unreported crashes; the information we have is of reported crashes only. Whether a crash gets reported depends on its severity. It follows by logic that, using only data about reported crashes, it is impossible to say whether a change or difference in crash counts reflects a change or difference in crash frequency or in crash severity. This indeterminacy has practical implications. Examples discussed are of the misattribution of over-representation in reported crashes of older drivers and of trucks to causal factors related to the frequency of crash involvement, and of misinterpretation by researchers of findings about the rollover propensity of SUVs.

Cyclometalated platinum(ii) complexes of 2,2'-bipyridine N-oxide containing a 1,1'-bis(diphenylphosphino)ferrocene ligand: structural, computational and electrochemical studies.

PubMed

Shahsavari, Hamid R; Fereidoonnezhad, Masood; Niazi, Maryam; Mosavi, S Talaat; Habib Kazemi, Sayed; Kia, Reza; Shirkhan, Shima; Abdollahi Aghdam, Siamak; Raithby, Paul R

2017-02-14

The preparation and characterization of new heteronuclear-platinum(ii) complexes containing a 1,1'-bis(diphenylphosphino)ferrocene (dppf) ligand are described. The reaction of the known starting complex [PtMe(κ 2 N,C-bipyO-H)(SMe 2 )], A, in which bipyO-H is a cyclometalated rollover 2,2'-bipyridine N-oxide, with the dppf ligand in a 2 : 1 ratio or an equimolar ratio led to the formation of the corresponding binuclear complex [Pt 2 Me 2 (κ 2 N,C-bipyO-H) 2 (μ-dppf)], 1, or the mononuclear complex [PtMe(κ 1 C-bipyO-H)(dppf)], 2, respectively. According to the reaction conditions, the dppf ligand in 1 and 2 behaves as either a bridging or chelating ligand. All complexes were characterized by NMR spectroscopy. The solid-state structure of 2 was determined by the single-crystal X-ray diffraction method and it was shown that the chelating dppf ligand in this complex was arranged in a "synclinal-staggered" conformation. Also, the occurrence of intermolecular C-H Cp O bipyO-H interactions in the solid-state gave rise to an extended 1-D network. The electronic absorption spectra and the electrochemical behavior of these complexes are discussed. Density functional theory (DFT) was used for geometry optimization of the singlet states in solution and for electronic structure calculations. The analysis of the molecular orbital (MO) compositions in terms of occupied and unoccupied fragment orbitals in 2 was performed.

New Price, New Hope? An Examination of the Effects of Doubling the Ticket Price in UK Lotto.

PubMed

Forrest, David; Gulley, O David

2018-03-01

The UK Lotto game was introduced in November 1994 with a standard 6/49 format and an entry fee of £1 per ticket. After several years, revenue began to fall despite extensive publicity and a variety of inducements. By 2013, nominal weekly revenue was less than half the 1995 level. In October 2013, the operator doubled the price of a ticket to £2 and made a number of changes to the pay-out structure of smaller prizes. The intent of the changes was to reverse the long downward trend in game revenue by encouraging higher jackpots and offering more pay-out opportunities for each ticket. We use draw by draw revenue and other data to evaluate how players responded to these changes and find that, while ticket sales fell dramatically, total revenue rose following the changes. Primarily this appears to have been the consequence of increased frequency of rollovers (and therefore of more frequent high jackpot draws) rather than ticket price inelasticity. However, although there was a short-term gain in revenue, the changes did not arrest, and indeed seem to have accentuated, the long-run trend decrease in the revenue generated by the game.

Identification and validation of a logistic regression model for predicting serious injuries associated with motor vehicle crashes.

PubMed

Kononen, Douglas W; Flannagan, Carol A C; Wang, Stewart C

2011-01-01

A multivariate logistic regression model, based upon National Automotive Sampling System Crashworthiness Data System (NASS-CDS) data for calendar years 1999-2008, was developed to predict the probability that a crash-involved vehicle will contain one or more occupants with serious or incapacitating injuries. These vehicles were defined as containing at least one occupant coded with an Injury Severity Score (ISS) of greater than or equal to 15, in planar, non-rollover crash events involving Model Year 2000 and newer cars, light trucks, and vans. The target injury outcome measure was developed by the Centers for Disease Control and Prevention (CDC)-led National Expert Panel on Field Triage in their recent revision of the Field Triage Decision Scheme (American College of Surgeons, 2006). The parameters to be used for crash injury prediction were subsequently specified by the National Expert Panel. Model input parameters included: crash direction (front, left, right, and rear), change in velocity (delta-V), multiple vs. single impacts, belt use, presence of at least one older occupant (≥ 55 years old), presence of at least one female in the vehicle, and vehicle type (car, pickup truck, van, and sport utility). The model was developed using predictor variables that may be readily available, post-crash, from OnStar-like telematics systems. Model sensitivity and specificity were 40% and 98%, respectively, using a probability cutpoint of 0.20. The area under the receiver operator characteristic (ROC) curve for the final model was 0.84. Delta-V (mph), seat belt use and crash direction were the most important predictors of serious injury. Due to the complexity of factors associated with rollover-related injuries, a separate screening algorithm is needed to model injuries associated with this crash mode. Copyright © 2010 Elsevier Ltd. All rights reserved.

Is there a pattern in European bus and coach incidents? A literature analysis with special focus on injury causation and injury mechanisms.

PubMed

Albertsson, Pontus; Falkmer, Torbjörn

2005-03-01

In order to identify and describe a pattern in bus and coach incident related injuries and fatalities, and to suggest possible future measures for improvement of bus and coach safety, a literature analysis was performed. The results formed a multi-faceted pattern, which briefly can be described as follows; women travelled more frequently by bus as compared to men. Injuries sustained predominantly affected women 60 years of age and older. Of all traffic fatalities in Europe, bus and coach fatalities represented 0.3-0.5%. In the OECD countries, the risk of being killed or seriously injured was found to be seven to nine times lower for bus and coach occupants as compared to those of car occupants. Despite the fact that fatalities were more frequent on rural roads, a vast majority of all bus and coach casualties occurred on urban roads and in dry weather conditions. Boarding and alighting caused about one-third of all injury cases. Collisions were a major injury-contributing factor. Buses and coaches most frequently collided with cars, but unprotected road users were hit in about one-third of all cases of a collision, the point of impact on the bus or the coach being typically frontal or side. Rollovers occurred in almost all cases of severe coach crashes. In this type of crash projection, total ejection, partial ejection, intrusion and smoke inhalation were the main injury mechanisms and among those, ejection being the most dangerous. A 2-point belt may prevent passenger ejection, but in frontal crashes when the upper abdominal parts and the head hit the seatback in front, it could, however, contribute to head and thoracic injuries. Hence, a 3-point belt provides the best restraint in rollovers and frontal crashes.

Gulf of Mexico Oil and Gas Atlas Series: Chronostratigraphically bound reservoir plays in Texas and federal offshore waters

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

Seni, S.J.; Desselle, B.A.; Standen, A.

1994-09-01

The search for additional hydrocarbons in the Gulf of Mexico is directing exploration toward both deep-water frontier trends and historically productive areas on the shelf. The University of Texas at Austin, Bureau of Economic Geology, in cooperation with the Minerals Management Service, the Gas Research Institute, and the U.S. Department of Energy, is responding to this need through a coordinated research effort to develop an oil and gas atlas series for the offshore northern Gulf of Mexico. The atlas series will group regional trends of oil and gas reservoirs into subregional plays and will display graphical location and reservoir datamore » on a computerized information system. Play methodology includes constructing composite type logs with producing zones for all fields, identifying progradational, aggradational, and retrogradational depositional styles, and displaying geologic data for type fields. Deep-water sand-rich depositional systems are identified separately on the basis of faunal ecozones, chronostratigraphic facies position, and log patterns. To date, 4 Oligocene, 19 Lower Miocene, and 5 Upper Miocene plays have been identified in Texas state offshore waters. Texas state offshore plays are gas prone and are preferentially trapped in rollover anticlines. Lower Miocene plays include deep-water sandstones of Lenticulina hanseni and jeffersonensis; progradational sandstones of Marginulina, Discorbis b, Siphonia davisi, and Lenticulina; transgressive sandstones associated with a barrier-bar system in the Matagorda area; and transgressive sandstones below Amphistegina B shale. Particularly productive gas-prone plays are progradational Siphonia davisi, shelf-margin deltas in the High Island area, and progradational Marginulina shelf and deltaic sands in association with large rollover anticlines in the Matagorda Island and Brazos areas.« less

Selecting target populations for ROPS retrofit programs in Pennsylvania and Vermont.

PubMed

Yoder, A M; Sorensen, J A; Foster, F; Myers, M; Murphy, D; Cook, G; May, J; Jenkins, P

2013-07-01

Agriculture has the highest injury and fatality rates when compared with other U.S. industries, and tractor overturns remain the leading cause of agricultural fatalities. Rollover protection structures (ROPS) are the only proven devices to protect a tractor operator in the event of an overturn. These devices are 99% effective when used with a seatbelt. Nearly 49% of tractors in the U.S. are not equipped with a ROPS. Interventions such as social marketing, community awareness campaigns, and financial incentives have been directed at encouraging farmers to install ROPS on their unprotected tractors. The purpose of this study was to conduct similar comparisons of ROPS protection and readiness to retrofit in different segments of the Vermont and Pennsylvania farm communities. A telephone survey was used to collect data on ROPS prevalence, farm demographic characteristics, and farmer's stage of change relative to installing ROPS on farm tractors. Our data provide new and unique information on the prevalence of ROPS-equipped tractors relative to commodity, farm size, and a variety of other demographic variables. Extrapolating from these data, the commodities studied account for roughly 162,072 tractors across the two states. Of these, 85,927 (53%) do not have ROPS. Of these unprotected tractors, 77,203 are in Pennsylvania and 8,724 are in Vermont. Our other two research questions dealt with the farmer's stage of change and possible ways to segment this population. The stage of change portion of our work demonstrates that most Pennsylvania and Vermont farmers are not contemplating ROPS retrofitting in the near future. Since no major differences were found in the stage of change, the number of unprotected tractors was examined for each of the commodity groups. In Pennsylvania, 29% of all unprotected tractors were found on cash crop farms. This trend was even more apparent on smaller farms than large farms. This led to the selection of smaller cash crop farms as the target audience for social marketing messages. In contrast, researchers in Vermont found a bimodal distribution of unprotected tractors. Of all the commodity groups surveyed in Vermont, vegetable and cash crop farmers were least likely to have even one protected tractor to use on the farm. Probably the most encouraging finding from this study is that over 85% of Pennsylvania farms and over 87% of Vermont farms surveyed had at least one tractor available that had ROPS protection. Of those farms, 25.5% of the Pennsylvania farms and 46% of the Vermont farms have ROPS on all of their tractors. Both of these findings were greater than the findings from a 2006 survey of New York State farms, which found that 75% of surveyed New York farms have ROPS on at least one tractor and 18% have ROPS on all tractors. Even with these encouraging data, the goal of 100% of tractors with ROPS is far from being met. There are still an estimated 90,000 unprotected tractors on Pennsylvania and Vermont farms, and these farm owners are currently unmotivated to install ROPS. However as demonstrated in New York State, it may be possible to use social marketing that combines persuasive messages and cost-sharing to persuade these farmers that ROPS are indeed important and accessible.

KSC-07pd0290

NASA Image and Video Library

2007-02-07

KENNEDY SPACE CENTER, FLA. -- The orbiter Atlantis, on top of its transporter, heads for the Vehicle Assembly Building after leaving the Orbiter Processing Facility. First motion out of OPF was at 6:19 a.m. EST. Once in the VAB, Atlantis will be lifted into high bay 1 and mated with the external tank and solid rocket boosters already in place on the mobile launcher platform. The rollover signals the start of the journey to the launch pad for liftoff on mission STS-117 targeted for March 15. The mission is the 21st to the International Space Station and will deliver the S3/S4 starboard truss segments. Photo credit: NASA/Kim Shiflett

KSC-07pd0288

NASA Image and Video Library

2007-02-07

KENNEDY SPACE CENTER, FLA. -- In dawn's early light, the orbiter Atlantis (left), on top of its transporter, heads for the Vehicle Assembly Building (right). First motion out of OPF was at 6:19 a.m. EST. Once in the VAB, Atlantis will be lifted into high bay 1 and mated with the external tank and solid rocket boosters already in place on the mobile launcher platform. The rollover signals the start of the journey to the launch pad for liftoff on mission STS-117 targeted for March 15. The mission is the 21st to the International Space Station and will deliver the S3/S4 starboard truss segments. Photo credit: NASA/Kim Shiflett

KSC-07pd0291

NASA Image and Video Library

2007-02-07

KENNEDY SPACE CENTER, FLA. -- The orbiter Atlantis, on top of its transporter, turns toward the Vehicle Assembly Building after leaving the Orbiter Processing Facility. First motion out of OPF was at 6:19 a.m. EST. Once in the VAB, Atlantis will be lifted into high bay 1 and mated with the external tank and solid rocket boosters already in place on the mobile launcher platform. The rollover signals the start of the journey to the launch pad for liftoff on mission STS-117 targeted for March 15. The mission is the 21st to the International Space Station and will deliver the S3/S4 starboard truss segments. Photo credit: NASA/Kim Shiflett

Hurricane Ike: Field Investigation Survey (Invited)

NASA Astrophysics Data System (ADS)

Ewing, L.

2009-12-01

Hurricane Ike made landfall at 2:10 a.m. on September 13, 2008, as a Category 2 hurricane. The eye of the hurricane crossed over the eastern end of Galveston Island and a large region of the Texas and Louisiana coast experienced extreme winds, waves and water levels, resulting in large impacts from overtopping, overwash, wind and wave forces and flooding. Major damage stretched from Freeport to the southwest and to Port Arthur to the northeast. The effects of the hurricane force winds were felt well inland in Texas and Louisiana and the storm continued to the interior of the US, causing more damage and loss of life. Through the support of the Coasts, Oceans, Ports and Rivers Institute (COPRI) of the American Society of Civil Engineers (ASCE) a team of 14 coastal scientists and engineers inspected the upper Texas coast in early October 2008. The COPRI team surveyed Hurricane Ike’s effects on coastal landforms, structures, marinas, shore protection systems, and other infrastructure. Damages ranges from very minor to complete destruction, depending upon location and elevation. Bolivar Peninsula, to the right of the hurricane path, experienced severe damage and three peninsula communities were completely destroyed. Significant flood and wave damage also was observed in Galveston Island and Brazoria County that were both on the left side of the hurricane path. Beach erosion and prominent overwash fans were observed throughout much of the field investigation area. The post-storm damage survey served to confirm expected performance under extreme conditions, as well as to evaluate recent development trends and conditions unique to each storm. Hurricane Ike confirmed many previously reported observations. One of the main conclusions from the inspection of buildings was that elevation was a key determinant for survival. Elevation is also a major factor in the stability and effectiveness of shore protection. The Galveston Seawall was high enough to provide protection from much of the storm surge, although there was some overtopping and debris was washed over Seawall Boulevard. In contrast, the geotextile tubes that were in used on Bolivar Peninsula and west Galveston were too low to provide an effective barrier to extreme storm surge or to prevent overtopping. Scour and wave erosion were noticeable for all structures, removing sand from the jetties at Rollover Pass, eroding backfill from the west end of the Galveston Seawall and dislocating toe stone and causing rotation of some geotextile tubes. Material for this presentation draw upon the forthcoming ASCE Report, A Report of Field Observations made 3 - 6 October 2008 and “Field investigation of Hurricane Ike impacts to the upper Texas coast” (Ewing et al. 2009) References ASCE Hurricane Ike Field Investigation Team (in production) A Report of Field Observations made 3 - 6 October 2008; sponsored by Coasts, Oceans, Ports and Rivers Institute and Geotechnical Institute of American Society of Civil Engineers. Ewing, Lesley., Donald K. Stauble, Paul A. Work, Billy L. Edge, Spencer M. Rogers, Mandy U. Loeffler, James M. Kaihatu, Margery Overton, Jeffery P. Waters, Kojiro Suzuki, Robert G. Dean, Marie H. Garrett, Eddie Wiggins, and Garry H. Gregory (2009) “Field Investigation of Hurricane Ike Impacts to the Upper Texas Coast” Shore & Beach, vol. 77(2) 9 - 23.

The role of bed-parallel slip in the development of complex normal fault zones

NASA Astrophysics Data System (ADS)

Delogkos, Efstratios; Childs, Conrad; Manzocchi, Tom; Walsh, John J.; Pavlides, Spyros

2017-04-01

Normal faults exposed in Kardia lignite mine, Ptolemais Basin, NW Greece formed at the same time as bed-parallel slip-surfaces, so that while the normal faults grew they were intermittently offset by bed-parallel slip. Following offset by a bed-parallel slip-surface, further fault growth is accommodated by reactivation on one or both of the offset fault segments. Where one fault is reactivated the site of bed-parallel slip is a bypassed asperity. Where both faults are reactivated, they propagate past each other to form a volume between overlapping fault segments that displays many of the characteristics of relay zones, including elevated strains and transfer of displacement between segments. Unlike conventional relay zones, however, these structures contain either a repeated or a missing section of stratigraphy which has a thickness equal to the throw of the fault at the time of the bed-parallel slip event, and the displacement profiles along the relay-bounding fault segments have discrete steps at their intersections with bed-parallel slip-surfaces. With further increase in displacement, the overlapping fault segments connect to form a fault-bound lens. Conventional relay zones form during initial fault propagation, but with coeval bed-parallel slip, relay-like structures can form later in the growth of a fault. Geometrical restoration of cross-sections through selected faults shows that repeated bed-parallel slip events during fault growth can lead to complex internal fault zone structure that masks its origin. Bed-parallel slip, in this case, is attributed to flexural-slip arising from hanging-wall rollover associated with a basin-bounding fault outside the study area.

Severe injury in multiple impacts: Analysis of 1997-2015 NASS-CDS.

PubMed

Viano, David C; Parenteau, Chantal S

2018-07-04

This is a descriptive study of the incidence and risk for severe injury in single-impact and multi-impact crashes by belt use and crash type using NASS-CDS. 1997-2015 NASS-CDS data were used to determine the distribution of crashes by the number of impacts and severe injury (Maximum Abbreviated Injury Score [MAIS] 4+F) to >15-year-old nonejected drivers by seat belt use in 1997+ MY vehicles. It compares the risk for severe injury in a single impact and in crashes involving 2, 3, or 4+ impacts in the collision with a focus on a frontal crash followed by other impacts. Most vehicle crashes involve a single impact (75.4% of 44,889,518 vehicles), followed by 2-impact crashes (19.6%), 3-impact crashes (5.0%) and 4+ impacts (2.6%). For lap-shoulder-belted drivers, the distribution of severe injury was 42.1% in a single impact, 29.3% in 2 impacts, 13.4% in 3 impacts, and 15.1% in 4+ impact crashes. The risk for a belted driver was 0.256 ± 0.031% in a single impact, 0.564 ± 0.079% in 2 impacts, 0.880 ± 0.125% in 3 impacts, and 2.121 ± 0.646% in 4+ impact. The increase in risk from a single crash to multi-impact collisions was statistically significant (P < .001). In a single impact, 53.8% of belted drivers were in a frontal crashes, 22.4% in side crashes, 20% in rear crashes, and 1.7% in rollover crashes. The risk for severe injury was highest in a rollover at 0.677 ± 0.250%, followed by near-side impact at 0.467 ± 0.084% and far-side impact at 0.237 ± 0.071%. Seat belt use was 82.4% effective in preventing severe injury (MAIS 4+F) in a rollover, 47.9% in a near-side impact, and 74.8% in a far-side impact. In 2-impact crashes with a belted driver, the most common sequence was a rear impact followed by a frontal crash at 1,843,506 (21.5%) with a risk for severe injury of 0.100 ± 0.058%. The second most common was a frontal impact followed by another frontal crash at 1,257,264 (14.7%) with a risk of 0.401 ± 0.057%. The risk was 0.658 ± 0.271% in a frontal impact followed by a rear impact. A near-side impact followed by a rear crash had the highest risk for severe injury at 2.073 ± 1.322%. Restraint systems are generally developed for a single crash or sled test. The risk for severe injury was significantly higher in 2-, 3-, and 4+-impact crashes than a single impact. The majority (57.9%) of severe injuries occurred in multi-impact crashes with belted drivers. The evaluation of restraint performance warrants additional study in multi-impact crashes.

Modelling the Probability of Landslides Impacting Road Networks

NASA Astrophysics Data System (ADS)

Taylor, F. E.; Malamud, B. D.

2012-04-01

During a landslide triggering event, the threat of landslides blocking roads poses a risk to logistics, rescue efforts and communities dependant on those road networks. Here we present preliminary results of a stochastic model we have developed to evaluate the probability of landslides intersecting a simple road network during a landslide triggering event and apply simple network indices to measure the state of the road network in the affected region. A 4000 x 4000 cell array with a 5 m x 5 m resolution was used, with a pre-defined simple road network laid onto it, and landslides 'randomly' dropped onto it. Landslide areas (AL) were randomly selected from a three-parameter inverse gamma probability density function, consisting of a power-law decay of about -2.4 for medium and large values of AL and an exponential rollover for small values of AL; the rollover (maximum probability) occurs at about AL = 400 m2 This statistical distribution was chosen based on three substantially complete triggered landslide inventories recorded in existing literature. The number of landslide areas (NL) selected for each triggered event iteration was chosen to have an average density of 1 landslide km-2, i.e. NL = 400 landslide areas chosen randomly for each iteration, and was based on several existing triggered landslide event inventories. A simple road network was chosen, in a 'T' shape configuration, with one road 1 x 4000 cells (5 m x 20 km) in a 'T' formation with another road 1 x 2000 cells (5 m x 10 km). The landslide areas were then randomly 'dropped' over the road array and indices such as the location, size (ABL) and number of road blockages (NBL) recorded. This process was performed 500 times (iterations) in a Monte-Carlo type simulation. Initial results show that for a landslide triggering event with 400 landslides over a 400 km2 region, the number of road blocks per iteration, NBL,ranges from 0 to 7. The average blockage area for the 500 iterations (A¯ BL) is about 3000 m2, which closely matches the value of A¯ L for the triggered landslide inventories. We further find that over the 500 iterations, the probability of a given number of road blocks occurring on any given iteration, p(NBL) as a function of NBL, follows reasonably well a three-parameter inverse gamma probability density distribution with an exponential rollover (i.e., the most frequent value) at NBL = 1.3. In this paper we have begun to calculate the probability of the number of landslides blocking roads during a triggering event, and have found that this follows an inverse-gamma distribution, which is similar to that found for the statistics of landslide areas resulting from triggers. As we progress to model more realistic road networks, this work will aid in both long-term and disaster management for road networks by allowing probabilistic assessment of road network potential damage during different magnitude landslide triggering event scenarios.

KSC-00pp1823

NASA Image and Video Library

2000-12-04

Inside Orbiter Processing Facility bay 3, Atlantis is ready for rollover to the Vehicle Assembly Building. In the VAB it will be raised to vertical and lifted up and into high bay 3 for stacking with its external tank and solid rocket boosters. Atlantis will fly on mission STS-98, the seventh construction flight to the International Space Station. The orbiter will carry in its payload bay the U.S. Laboratory, named Destiny, that will have five system racks already installed inside of the module. After delivery of electronics in the lab, electrically powered attitude control for Control Moment Gyroscopes will be activated. Atlantis is scheduled for launch on Jan. 18, 2001, at 2:44 a.m. EST, with a crew of five

KSC00pp1823

NASA Image and Video Library

2000-12-04

Inside Orbiter Processing Facility bay 3, Atlantis is ready for rollover to the Vehicle Assembly Building. In the VAB it will be raised to vertical and lifted up and into high bay 3 for stacking with its external tank and solid rocket boosters. Atlantis will fly on mission STS-98, the seventh construction flight to the International Space Station. The orbiter will carry in its payload bay the U.S. Laboratory, named Destiny, that will have five system racks already installed inside of the module. After delivery of electronics in the lab, electrically powered attitude control for Control Moment Gyroscopes will be activated. Atlantis is scheduled for launch on Jan. 18, 2001, at 2:44 a.m. EST, with a crew of five

1-kilowatt CW all-fiber laser oscillator pumped with wavelength-beam-combined diode stacks.

PubMed

Xiao, Y; Brunet, F; Kanskar, M; Faucher, M; Wetter, A; Holehouse, N

2012-01-30

We have demonstrated a monolithic cladding-pumped ytterbium-doped single all-fiber laser oscillator generating 1 kW of CW signal power at 1080 nm with 71% slope efficiency and near diffraction-limited beam quality. Fiber components were highly integrated on "spliceless" passive fibers to promote laser efficiency and alleviate non-linear effects. The laser was pumped through a 7:1 pump combiner with seven 200-W 91x nm fiber-pigtailed wavelength-beam-combined diode-stack modules. The signal power of such a single all-fiber laser oscillator showed no evidence of roll-over, and the highest output was limited only by available pump power.

KSC-2011-3051

NASA Image and Video Library

2011-04-25

CAPE CANAVERAL, Fla. - In the Vehicle Assembly Building (VAB) at NASA's Kennedy Space Center in Florida, external fuel tank, ET-138, for space shuttle Atlantis' STS-135 mission, is positioned between the twin solid rocket boosters on the mobile launcher platform in high bay-1. Shuttle Atlantis' move, or "rollover," from Orbiter Processing Facility-1 to the VAB is targeted for May 10. Once there it will be mated with the external tank and boosters. Atlantis and its crew of four will deliver the Raffaello multipurpose logistics module packed with supplies and spare parts to the International Space Station. STS-135 is targeted to launch June 28, and will be the last spaceflight for the Space Shuttle Program. Photo credit: NASA/Jack Pfaller

KSC-2011-3053

NASA Image and Video Library

2011-04-25

CAPE CANAVERAL, Fla. - In the Vehicle Assembly Building (VAB) at NASA's Kennedy Space Center in Florida, external fuel tank, ET-138, for space shuttle Atlantis' STS-135 mission, is positioned between the twin solid rocket boosters on the mobile launcher platform in high bay-1. Shuttle Atlantis' move, or "rollover," from Orbiter Processing Facility-1 to the VAB is targeted for May 10. Once there it will be mated with the external tank and boosters. Atlantis and its crew of four will deliver the Raffaello multipurpose logistics module packed with supplies and spare parts to the International Space Station. STS-135 is targeted to launch June 28, and will be the last spaceflight for the Space Shuttle Program. Photo credit: NASA/Jack Pfaller

KSC-2011-3049

NASA Image and Video Library

2011-04-25

CAPE CANAVERAL, Fla. - In the Vehicle Assembly Building (VAB) at NASA's Kennedy Space Center in Florida, external fuel tank, ET-138, for space shuttle Atlantis' STS-135 mission, is being lowered between the twin solid rocket boosters on the mobile launcher platform in high bay-1. Shuttle Atlantis' move, or "rollover," from Orbiter Processing Facility-1 to the VAB is targeted for May 10. Once there it will be mated with the external tank and boosters. Atlantis and its crew of four will deliver the Raffaello multipurpose logistics module packed with supplies and spare parts to the International Space Station. STS-135 is targeted to launch June 28, and will be the last spaceflight for the Space Shuttle Program. Photo credit: NASA/Jack Pfaller

KSC-07pd0287

NASA Image and Video Library

2007-02-07

KENNEDY SPACE CENTER, FLA. -- The orbiter Atlantis , on top of its transporter, turns the corner from the Orbiter Processing Facility on its way to the Vehicle Assembly Building. First motion out of OPF was at 6:19 a.m. EST. Once in the VAB, Atlantis will be lifted into high bay 1 and mated with the external tank and solid rocket boosters already in place on the mobile launcher platform. The rollover signals the start of the journey to the launch pad for liftoff on mission STS-117 targeted for March 15. The mission is the 21st to the International Space Station and will deliver the S3/S4 starboard truss segments. Photo credit: NASA/Kim Shiflett

KSC-06pd0820

NASA Image and Video Library

2006-05-12

KENNEDY SPACE CENTER, FLA. - The orbiter Discovery, on top of an orbiter transporter, heads toward NASA's Vehicle Assembly Building (VAB) after leaving the Orbiter Processing Facility. The rollover to the VAB marks the start of the journey to the launch pad and, ultimately, launch. Once inside the VAB, Discovery will be raised to vertical and lifted up and over into high bay 3 for stacking with its redesigned external tank and twin solid rocket boosters. The rollout of Space Shuttle Discovery to Launch Pad 39B is expected in approximately a week. Launch of Discovery on mission STS-121 is scheduled to take place in a window extending July 1 to July 19. Photo credit: NASA/Jim Grossmann

KSC-07pd0292

NASA Image and Video Library

2007-02-07

KENNEDY SPACE CENTER, FLA. -- The orbiter Atlantis, on top of its transporter, rolls toward the door of the Vehicle Assembly Building after leaving the Orbiter Processing Facility. First motion out of OPF was at 6:19 a.m. EST. Once in the VAB, Atlantis will be lifted into high bay 1 and mated with the external tank and solid rocket boosters already in place on the mobile launcher platform. The rollover signals the start of the journey to the launch pad for liftoff on mission STS-117 targeted for March 15. The mission is the 21st to the International Space Station and will deliver the S3/S4 starboard truss segments. Photo credit: NASA/Kim Shiflett

KSC-06pd0821

NASA Image and Video Library

2006-05-12

KENNEDY SPACE CENTER, FLA. - The orbiter Discovery, on top of an orbiter transporter, rolls into NASA's Vehicle Assembly Building (VAB) after leaving the Orbiter Processing Facility. The rollover to the VAB marks the start of the journey to the launch pad and, ultimately, launch. Once inside the VAB, Discovery will be raised to vertical and lifted up and over into high bay 3 for stacking with its redesigned external tank and twin solid rocket boosters. The rollout of Space Shuttle Discovery to Launch Pad 39B is expected in approximately a week. Launch of Discovery on mission STS-121 is scheduled to take place in a window extending July 1 to July 19. Photo credit: NASA/Jim Grossmann

KSC-07pd0289

NASA Image and Video Library

2007-02-07

KENNEDY SPACE CENTER, FLA. -- The orbiter Atlantis, on top of its transporter, heads for the Vehicle Assembly Building (behind it) after leaving the Orbiter Processing Facility. First motion out of OPF was at 6:19 a.m. EST. Once in the VAB, Atlantis will be lifted into high bay 1 and mated with the external tank and solid rocket boosters already in place on the mobile launcher platform. The rollover signals the start of the journey to the launch pad for liftoff on mission STS-117 targeted for March 15. The mission is the 21st to the International Space Station and will deliver the S3/S4 starboard truss segments. Photo credit: NASA/Kim Shiflett

KSC-07pd0293

NASA Image and Video Library

2007-02-07

KENNEDY SPACE CENTER, FLA. -- The orbiter Atlantis, on top of its transporter, enters the transfer aisle of the Vehicle Assembly Building after the short trip from the Orbiter Processing Facility. First motion out of OPF was at 6:19 a.m. EST. Once in the VAB, Atlantis will be lifted into high bay 1 and mated with the external tank and solid rocket boosters already in place on the mobile launcher platform. The rollover signals the start of the journey to the launch pad for liftoff on mission STS-117 targeted for March 15. The mission is the 21st to the International Space Station and will deliver the S3/S4 starboard truss segments. Photo credit: NASA/Kim Shiflett

Aortic injuries in newer vehicles.

PubMed

Ryb, Gabriel E; Dischinger, Patricia C; Kleinberger, Michael; McGwin, Gerald; Griffin, Russell L

2013-10-01

The occurrence of AI was studied in relation to vehicle model year (MY) among front seat vehicular occupants, age≥16 in vehicles MY≥1994, entered in the National Automotive Sampling System Crashworthiness Data System between 1997 and 2010 to determine whether newer vehicles, due to their crashworthiness improvements, are linked to a lower risk of aortic injuries (AI). MY was categorized as 1994-1997, 1998-2004, or 2005-2010 reflecting the introduction of newer occupant protection technology. Logistic regression was used to calculate odds ratios (OR) and 95% confidence intervals for the association between AI and MY independent of possible confounders. Analysis was repeated, stratified by frontal and near lateral impacts. AI occurred in 19,187 (0.06%) of the 31,221,007 (weighted) cases, and contributed to 11% of all deaths. AIs were associated with advanced age, male gender, high BMI, near-side impact, rollover, ejection, collision against a fixed object, high ΔV, vehicle mismatch, unrestrained status, and forward track position. Among frontal crashes, MY 98-04 and MY 05-10 showed increased adjusted odds of AI when compared to MY 94-97 [OR 1.84 (1.02-3.32) and 1.99 (0.93-4.26), respectively]. In contrast, among near-side impact crashes, MY 98-04 and MY 05-10 showed decreased adjusted odds of AI [OR 0.50 (0.25-0.99) and 0.27 (0.06-1.31), respectively]. While occupants of newer vehicles experience lower odds of AI in near side impact crashes, a higher AI risk is present in frontal crashes. Copyright © 2013 Elsevier Ltd. All rights reserved.

Hanging-wall deformation above a normal fault: sequential limit analyses

NASA Astrophysics Data System (ADS)

Yuan, Xiaoping; Leroy, Yves M.; Maillot, Bertrand

2015-04-01

The deformation in the hanging wall above a segmented normal fault is analysed with the sequential limit analysis (SLA). The method combines some predictions on the dip and position of the active fault and axial surface, with geometrical evolution à la Suppe (Groshong, 1989). Two problems are considered. The first followed the prototype proposed by Patton (2005) with a pre-defined convex, segmented fault. The orientation of the upper segment of the normal fault is an unknown in the second problem. The loading in both problems consists of the retreat of the back wall and the sedimentation. This sedimentation starts from the lowest point of the topography and acts at the rate rs relative to the wall retreat rate. For the first problem, the normal fault either has a zero friction or a friction value set to 25o or 30o to fit the experimental results (Patton, 2005). In the zero friction case, a hanging wall anticline develops much like in the experiments. In the 25o friction case, slip on the upper segment is accompanied by rotation of the axial plane producing a broad shear zone rooted at the fault bend. The same observation is made in the 30o case, but without slip on the upper segment. Experimental outcomes show a behaviour in between these two latter cases. For the second problem, mechanics predicts a concave fault bend with an upper segment dip decreasing during extension. The axial surface rooting at the normal fault bend sees its dips increasing during extension resulting in a curved roll-over. Softening on the normal fault leads to a stepwise rotation responsible for strain partitioning into small blocks in the hanging wall. The rotation is due to the subsidence of the topography above the hanging wall. Sedimentation in the lowest region thus reduces the rotations. Note that these rotations predicted by mechanics are not accounted for in most geometrical approaches (Xiao and Suppe, 1992) and are observed in sand box experiments (Egholm et al., 2007, referring to Dahl, 1987). References: Egholm, D. L., M. Sandiford, O. R. Clausen, and S. B. Nielsen (2007), A new strategy for discrete element numerical models: 2. sandbox applications, Journal of Geophysical Research, 112 (B05204), doi:10.1029/2006JB004558. Groshong, R. H. (1989), Half-graben structures: Balanced models of extensional fault-bend folds, Geological Society of America Bulletin, 101 (1), 96-105. Patton, T. L. (2005), Sandbox models of downward-steepening normal faults, AAPG Bulletin, 89 (6), 781-797. Xiao, H.-B., and J. Suppe (1992), Orgin of rollover, AAPG Bulletin, 76 (4), 509-529.

The Status and Prospect of Research into Protective Structures of Bridge Piers against Rockfall Impact

NASA Astrophysics Data System (ADS)

Gao, Liang; Zhang, Shan; Zhang, Junfa; Wu, Xiangnan

2017-06-01

Rockfall impact on bridge piers threats severely the mountain bridge structures of lifeline engineering. Intended for mountain bridge pier protection against rockfall impact, the paper conducted comprehensive reviews on the research status of impact effects, anti-collision structure, impact response to rockfall, and protective design at home and abroad, and proposed a new-type protective structure against rockfall impact. In addition, the paper carried out deep studies on such key scientific issues as impact effect calculation, protective materials against rockfall impact, damage mechanism of protective units, and parameter optimization on the system of protective structures against rockfall impact as well, aiming to strength disaster prevention of mountain bridge structures.

Correlation of Level of Trauma Activation With Emergency Department Intervention.

PubMed

Cooper, Michael C; Srivastava, Geetanjali

2018-06-01

In-hospital trauma team activation criteria are formulated to identify severely injured patients requiring specialized multidisciplinary care. Efficacy of trauma activation (TA) criteria is commonly measured by emergency department (ED) disposition, injury severity score, and mortality. Necessity of critical ED interventions is another measure that has been proposed to evaluate the appropriateness of TA criteria. Two-year retrospective cohort study of 1715 patients from our trauma registry at a Level 1 pediatric trauma center. We abstracted data on acute interventions, level and criterion of TA, ED disposition, and mortality. We report odds ratio (OR) with 95% confidence intervals (CIs), positive predictive value, and frequency of acute interventions. Trauma activation was initiated for 947 (55%) of the 1715 patients. There were 426 ED interventions performed on 235 patients (14%); 67.8% were in level 1 activations; 17.6% in level 2, and 14.6% in level 3. Highest-level activations were highly associated with need for ED interventions (OR, 16.1; 95% CI, 11.5-22.4). The ORs for requiring an ED intervention were low for lower level activations (OR, 0.4; 95% CI, 0.3-0.5), trauma service consults (OR, 0.3; 95% CI, 0.2-0.4), and certain mechanism-based criteria. The ORs for ED intervention for isolated motor vehicle collision (0.2; 95% CI, 0.1-0.7), isolated all-terrain vehicle rollover (0.4; 95% CI, 0.1-1.7), and suspected spinal cord injury (0.5; 95% CI, 0.1-3.7) were significantly lower than 1. Highest-level activation criteria correlate with high utilization of ED resources and interventions. Lower level activation criteria and trauma service consult criteria are not highly correlated with need for ED interventions. Downgrading isolated motor vehicle collision and all-terrain vehicle rollovers and suspected spinal cord injury to lower level activations could decrease the overtriage rate, and adding age-specific bradycardia as a physiologic criterion could improve our undertriage rate.

Injuries associated with the use of riding mowers in the United States, 2002-2007.

PubMed

Hammig, Bart; Childers, Elizabeth; Jones, Ches

2009-10-01

To examine injuries among patients treated in an emergency department (ED) related to the use of a riding lawn mower. Data were obtained from the National Electronic Injury Surveillance System for the years 2002-2007. National estimates of ED visits for injuries associated with the use of a riding lawn mower were analyzed. Narrative text entries were categorized to provide a detailed record of the circumstances precipitating the injury. Average annual rates were calculated and logistic regression analyses were employed to determine risk estimates for patient disposition and demographic characteristics related to ED visits for injuries associated with riding mowers. From 2002 through 2007, there were an estimated 66,341 ED visits for injuries related to the use of riding lawnmowers in the U.S., with an average annual rate of 6.0 ED visits per 100,000 males, and 1.6 ED visits per 100,000 females. Older adults had higher rates of ED visits for injuries (7.2/100,000) than younger age groups. The most common injuries involved contusions (24%); sprains/strains (22%) and fractures (17%). The majority of patients (90%) were treated and released the same day. Results of logistic regression analyses revealed that older adults were more likely to be hospitalized when compared to younger age groups; and incidents involving rollovers [OR=5.45 (95% CI=3.22-9.23)] and being run over [6.01 (95% CI 3.23-11.17)] were more likely to result in hospitalization when compared to all other circumstances of injury. Riding mowers present injury patterns and circumstances that are different than those reported for push mowers. Circumstances related to injuries and age groups affected were varied, making prevention of riding mower injuries challenging. APPLICATION/IMPACT: Findings support the need to increase awareness and/or change the design of riding mowers with respect to risk of rollover injuries.

14 CFR 23.609 - Protection of structure.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Protection of structure. 23.609 Section 23.609 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT... § 23.609 Protection of structure. Each part of the structure must— (a) Be suitably protected against...

46 CFR 72.05-40 - Insulation, other than for structural fire protection.

Code of Federal Regulations, 2012 CFR

2012-10-01

... VESSELS CONSTRUCTION AND ARRANGEMENT Structural Fire Protection § 72.05-40 Insulation, other than for structural fire protection. (a) Any insulation installed for heat and comfort, refrigeration (including air... 46 Shipping 3 2012-10-01 2012-10-01 false Insulation, other than for structural fire protection...

46 CFR 72.05-40 - Insulation, other than for structural fire protection.

Code of Federal Regulations, 2010 CFR

2010-10-01

... VESSELS CONSTRUCTION AND ARRANGEMENT Structural Fire Protection § 72.05-40 Insulation, other than for structural fire protection. (a) Any insulation installed for heat and comfort, refrigeration (including air... 46 Shipping 3 2010-10-01 2010-10-01 false Insulation, other than for structural fire protection...

46 CFR 72.05-40 - Insulation, other than for structural fire protection.

Code of Federal Regulations, 2014 CFR

2014-10-01

... VESSELS CONSTRUCTION AND ARRANGEMENT Structural Fire Protection § 72.05-40 Insulation, other than for structural fire protection. (a) Any insulation installed for heat and comfort, refrigeration (including air... 46 Shipping 3 2014-10-01 2014-10-01 false Insulation, other than for structural fire protection...

46 CFR 72.05-40 - Insulation, other than for structural fire protection.

Code of Federal Regulations, 2011 CFR

2011-10-01

... VESSELS CONSTRUCTION AND ARRANGEMENT Structural Fire Protection § 72.05-40 Insulation, other than for structural fire protection. (a) Any insulation installed for heat and comfort, refrigeration (including air... 46 Shipping 3 2011-10-01 2011-10-01 false Insulation, other than for structural fire protection...

46 CFR 72.05-40 - Insulation, other than for structural fire protection.

Code of Federal Regulations, 2013 CFR

2013-10-01

... VESSELS CONSTRUCTION AND ARRANGEMENT Structural Fire Protection § 72.05-40 Insulation, other than for structural fire protection. (a) Any insulation installed for heat and comfort, refrigeration (including air... 46 Shipping 3 2013-10-01 2013-10-01 false Insulation, other than for structural fire protection...

KSC00pp1824

NASA Image and Video Library

2000-12-04

Viewed from inside Orbiter Processing Facility bay 3, Atlantis is ready for rollover to the Vehicle Assembly Building. In the VAB it will be raised to vertical and lifted up and into high bay 3 for stacking with its external tank and solid rocket boosters. Atlantis will fly on mission STS-98, the seventh construction flight to the International Space Station. The orbiter will carry in its payload bay the U.S. Laboratory, named Destiny, that will have five system racks already installed inside of the module. After delivery of electronics in the lab, electrically powered attitude control for Control Moment Gyroscopes will be activated. Atlantis is scheduled for launch on Jan. 18, 2001, at 2:44 a.m. EST, with a crew of five

KSC-00pp1824

NASA Image and Video Library

2000-12-04

Viewed from inside Orbiter Processing Facility bay 3, Atlantis is ready for rollover to the Vehicle Assembly Building. In the VAB it will be raised to vertical and lifted up and into high bay 3 for stacking with its external tank and solid rocket boosters. Atlantis will fly on mission STS-98, the seventh construction flight to the International Space Station. The orbiter will carry in its payload bay the U.S. Laboratory, named Destiny, that will have five system racks already installed inside of the module. After delivery of electronics in the lab, electrically powered attitude control for Control Moment Gyroscopes will be activated. Atlantis is scheduled for launch on Jan. 18, 2001, at 2:44 a.m. EST, with a crew of five

KSC-2011-1797

NASA Image and Video Library

2011-02-28

CAPE CANAVERAL, Fla. -- At NASA's Kennedy Space Center in Florida, media photograph space shuttle Endeavour's move, or "rollover," to the Vehicle Assembly Building (VAB) from Orbiter Processing Facility-2. In the VAB, Endeavour will be lifted into a high bay where it will be attached to its external fuel tank and solid rocket boosters for its final and upcoming STS-134 mission. Endeavour and its STS-134 crew will deliver the Express Logistics Carrier-3, Alpha Magnetic Spectrometer, spare parts, a high-pressure gas tank, additional spare parts for Dextre and micrometeoroid debris shields to the International Space Station. Launch is targeted for April 19 at 7:48 p.m. EDT. For more information visit, http://www.nasa.gov/mission_pages/shuttle/shuttlemissions/sts134/index.html. Photo credit: NASA

KSC-2011-3035

NASA Image and Video Library

2011-04-25

CAPE CANAVERAL, Fla. - In the Vehicle Assembly Building (VAB) at NASA's Kennedy Space Center in Florida, external fuel tank for space shuttle Atlantis' STS-135 mission, ET-138, is prepared for transfer from its test cell to high bay-1 for joining with the twin solid rocket boosters on the mobile launcher platform. Shuttle Atlantis' move, or "rollover," from Orbiter Processing Facility-1 to the VAB is targeted for May 10. Once there it will be mated with the external tank and boosters. Atlantis and its crew of four will deliver the Raffaello multipurpose logistics module packed with supplies and spare parts to the International Space Station. STS-135 is targeted to launch June 28, and will be the last spaceflight for the Space Shuttle Program. Photo credit: NASA/Jack Pfaller

KSC-2011-3043

NASA Image and Video Library

2011-04-25

CAPE CANAVERAL, Fla. - In the Vehicle Assembly Building (VAB) at NASA's Kennedy Space Center in Florida, external fuel tank, ET-138, for space shuttle Atlantis' STS-135 mission, is lowered into high bay-1 for joining with the twin solid rocket boosters on the mobile launcher platform. Shuttle Atlantis' move, or "rollover," from Orbiter Processing Facility-1 to the VAB is targeted for May 10. Once there it will be mated with the external tank and boosters. Atlantis and its crew of four will deliver the Raffaello multipurpose logistics module packed with supplies and spare parts to the International Space Station. STS-135 is targeted to launch June 28, and will be the last spaceflight for the Space Shuttle Program. Photo credit: NASA/Jack Pfaller

KSC-2011-3038

NASA Image and Video Library

2011-04-25

CAPE CANAVERAL, Fla. - In the Vehicle Assembly Building (VAB) at NASA's Kennedy Space Center in Florida, external fuel tank, ET-138, for space shuttle Atlantis' STS-135 mission, is lifted from its test cell for transfer to high bay-1 for joining with the twin solid rocket boosters on the mobile launcher platform. Shuttle Atlantis' move, or "rollover," from Orbiter Processing Facility-1 to the VAB is targeted for May 10. Once there it will be mated with the external tank and boosters. Atlantis and its crew of four will deliver the Raffaello multipurpose logistics module packed with supplies and spare parts to the International Space Station. STS-135 is targeted to launch June 28, and will be the last spaceflight for the Space Shuttle Program. Photo credit: NASA/Jack Pfaller

KSC-2011-3050

NASA Image and Video Library

2011-04-25

CAPE CANAVERAL, Fla. - In the Vehicle Assembly Building (VAB) at NASA's Kennedy Space Center in Florida, workers monitor the progress of external fuel tank, ET-138, for space shuttle Atlantis' STS-135 mission, as it is lowered into high bay-1 between the twin solid rocket boosters on the mobile launcher platform. Shuttle Atlantis' move, or "rollover," from Orbiter Processing Facility-1 to the VAB is targeted for May 10. Once there it will be mated with the external tank and boosters. Atlantis and its crew of four will deliver the Raffaello multipurpose logistics module packed with supplies and spare parts to the International Space Station. STS-135 is targeted to launch June 28, and will be the last spaceflight for the Space Shuttle Program. Photo credit: NASA/Jack Pfaller

KSC-2011-3045

NASA Image and Video Library

2011-04-25

CAPE CANAVERAL, Fla. - In the Vehicle Assembly Building (VAB) at NASA's Kennedy Space Center in Florida, workers monitor the progress of external fuel tank, ET-138, for space shuttle Atlantis' STS-135 mission, as it is lowered into high bay-1 between the twin solid rocket boosters on the mobile launcher platform. Shuttle Atlantis' move, or "rollover," from Orbiter Processing Facility-1 to the VAB is targeted for May 10. Once there it will be mated with the external tank and boosters. Atlantis and its crew of four will deliver the Raffaello multipurpose logistics module packed with supplies and spare parts to the International Space Station. STS-135 is targeted to launch June 28, and will be the last spaceflight for the Space Shuttle Program. Photo credit: NASA/Jack Pfaller

KSC-2011-3041

NASA Image and Video Library

2011-04-25

CAPE CANAVERAL, Fla. - In the Vehicle Assembly Building (VAB) at NASA's Kennedy Space Center in Florida, external fuel tank, ET-138, for space shuttle Atlantis' STS-135 mission, is lowered into high bay-1 for joining with the twin solid rocket boosters on the mobile launcher platform. Shuttle Atlantis' move, or "rollover," from Orbiter Processing Facility-1 to the VAB is targeted for May 10. Once there it will be mated with the external tank and boosters. Atlantis and its crew of four will deliver the Raffaello multipurpose logistics module packed with supplies and spare parts to the International Space Station. STS-135 is targeted to launch June 28, and will be the last spaceflight for the Space Shuttle Program. Photo credit: NASA/Jack Pfaller

KSC-2011-3044

NASA Image and Video Library

2011-04-25

CAPE CANAVERAL, Fla. - In the Vehicle Assembly Building (VAB) at NASA's Kennedy Space Center in Florida, external fuel tank, ET-138, for space shuttle Atlantis' STS-135 mission, is lowered into high bay-1 for joining with the twin solid rocket boosters on the mobile launcher platform. Shuttle Atlantis' move, or "rollover," from Orbiter Processing Facility-1 to the VAB is targeted for May 10. Once there it will be mated with the external tank and boosters. Atlantis and its crew of four will deliver the Raffaello multipurpose logistics module packed with supplies and spare parts to the International Space Station. STS-135 is targeted to launch June 28, and will be the last spaceflight for the Space Shuttle Program. Photo credit: NASA/Jack Pfaller

KSC-2011-3040

NASA Image and Video Library

2011-04-25

CAPE CANAVERAL, Fla. - In the Vehicle Assembly Building (VAB) at NASA's Kennedy Space Center in Florida, external fuel tank, ET-138, for space shuttle Atlantis' STS-135 mission, is transferred to high bay-1 for joining with the twin solid rocket boosters on the mobile launcher platform. Shuttle Atlantis' move, or "rollover," from Orbiter Processing Facility-1 to the VAB is targeted for May 10. Once there it will be mated with the external tank and boosters. Atlantis and its crew of four will deliver the Raffaello multipurpose logistics module packed with supplies and spare parts to the International Space Station. STS-135 is targeted to launch June 28, and will be the last spaceflight for the Space Shuttle Program. Photo credit: NASA/Jack Pfaller

KSC-2011-3034

NASA Image and Video Library

2011-04-25

CAPE CANAVERAL, Fla. - In the Vehicle Assembly Building (VAB) at NASA's Kennedy Space Center in Florida, external fuel tank for space shuttle Atlantis' STS-135 mission, ET-138, is prepared for transfer from its test cell to high bay-1 for joining with the twin solid rocket boosters on the mobile launcher platform. Shuttle Atlantis' move, or "rollover," from Orbiter Processing Facility-1 to the VAB is targeted for May 10. Once there it will be mated with the external tank and boosters. Atlantis and its crew of four will deliver the Raffaello multipurpose logistics module packed with supplies and spare parts to the International Space Station. STS-135 is targeted to launch June 28, and will be the last spaceflight for the Space Shuttle Program. Photo credit: NASA/Jack Pfaller

KSC-2011-3052

NASA Image and Video Library

2011-04-25

CAPE CANAVERAL, Fla. - In the Vehicle Assembly Building (VAB) at NASA's Kennedy Space Center in Florida, workers monitor the progress of external fuel tank, ET-138, for space shuttle Atlantis' STS-135 mission, as it is positioned between the twin solid rocket boosters on the mobile launcher platform in high bay-1. Shuttle Atlantis' move, or "rollover," from Orbiter Processing Facility-1 to the VAB is targeted for May 10. Once there it will be mated with the external tank and boosters. Atlantis and its crew of four will deliver the Raffaello multipurpose logistics module packed with supplies and spare parts to the International Space Station. STS-135 is targeted to launch June 28, and will be the last spaceflight for the Space Shuttle Program. Photo credit: NASA/Jack Pfaller

KSC-2011-3046

NASA Image and Video Library

2011-04-25

CAPE CANAVERAL, Fla. - In the Vehicle Assembly Building (VAB) at NASA's Kennedy Space Center in Florida, workers monitor the progress of external fuel tank, ET-138, for space shuttle Atlantis' STS-135 mission, as it is lowered into high bay-1 between the twin solid rocket boosters on the mobile launcher platform. Shuttle Atlantis' move, or "rollover," from Orbiter Processing Facility-1 to the VAB is targeted for May 10. Once there it will be mated with the external tank and boosters. Atlantis and its crew of four will deliver the Raffaello multipurpose logistics module packed with supplies and spare parts to the International Space Station. STS-135 is targeted to launch June 28, and will be the last spaceflight for the Space Shuttle Program. Photo credit: NASA/Jack Pfaller

KSC-2011-3042

NASA Image and Video Library

2011-04-25

CAPE CANAVERAL, Fla. - In the Vehicle Assembly Building (VAB) at NASA's Kennedy Space Center in Florida, external fuel tank, ET-138, for space shuttle Atlantis' STS-135 mission, is lowered into high bay-1 for joining with the twin solid rocket boosters on the mobile launcher platform. Shuttle Atlantis' move, or "rollover," from Orbiter Processing Facility-1 to the VAB is targeted for May 10. Once there it will be mated with the external tank and boosters. Atlantis and its crew of four will deliver the Raffaello multipurpose logistics module packed with supplies and spare parts to the International Space Station. STS-135 is targeted to launch June 28, and will be the last spaceflight for the Space Shuttle Program. Photo credit: NASA/Jack Pfaller

KSC-2011-3037

NASA Image and Video Library

2011-04-25

CAPE CANAVERAL, Fla. - In the Vehicle Assembly Building (VAB) at NASA's Kennedy Space Center in Florida, external fuel tank, ET-138, for space shuttle Atlantis' STS-135 mission, is lifted from its test cell for transfer to high bay-1 for joining with the twin solid rocket boosters on the mobile launcher platform. Shuttle Atlantis' move, or "rollover," from Orbiter Processing Facility-1 to the VAB is targeted for May 10. Once there it will be mated with the external tank and boosters. Atlantis and its crew of four will deliver the Raffaello multipurpose logistics module packed with supplies and spare parts to the International Space Station. STS-135 is targeted to launch June 28, and will be the last spaceflight for the Space Shuttle Program. Photo credit: NASA/Jack Pfaller

KSC-2011-3039

NASA Image and Video Library

2011-04-25

CAPE CANAVERAL, Fla. - In the Vehicle Assembly Building (VAB) at NASA's Kennedy Space Center in Florida, external fuel tank, ET-138, for space shuttle Atlantis' STS-135 mission, is transferred to high bay-1 for joining with the twin solid rocket boosters on the mobile launcher platform. Shuttle Atlantis' move, or "rollover," from Orbiter Processing Facility-1 to the VAB is targeted for May 10. Once there it will be mated with the external tank and boosters. Atlantis and its crew of four will deliver the Raffaello multipurpose logistics module packed with supplies and spare parts to the International Space Station. STS-135 is targeted to launch June 28, and will be the last spaceflight for the Space Shuttle Program. Photo credit: NASA/Jack Pfaller

KSC-2011-3048

NASA Image and Video Library

2011-04-25

CAPE CANAVERAL, Fla. - In the Vehicle Assembly Building (VAB) at NASA's Kennedy Space Center in Florida, workers guide external fuel tank, ET-138, for space shuttle Atlantis' STS-135 mission, as it is lowered into high bay-1 between the twin solid rocket boosters on the mobile launcher platform. Shuttle Atlantis' move, or "rollover," from Orbiter Processing Facility-1 to the VAB is targeted for May 10. Once there it will be mated with the external tank and boosters. Atlantis and its crew of four will deliver the Raffaello multipurpose logistics module packed with supplies and spare parts to the International Space Station. STS-135 is targeted to launch June 28, and will be the last spaceflight for the Space Shuttle Program. Photo credit: NASA/Jack Pfaller

KSC-2011-3047

NASA Image and Video Library

2011-04-25

CAPE CANAVERAL, Fla. - In the Vehicle Assembly Building (VAB) at NASA's Kennedy Space Center in Florida, workers guide external fuel tank, ET-138, for space shuttle Atlantis' STS-135 mission, as it is lowered into high bay-1 between the twin solid rocket boosters on the mobile launcher platform. Shuttle Atlantis' move, or "rollover," from Orbiter Processing Facility-1 to the VAB is targeted for May 10. Once there it will be mated with the external tank and boosters. Atlantis and its crew of four will deliver the Raffaello multipurpose logistics module packed with supplies and spare parts to the International Space Station. STS-135 is targeted to launch June 28, and will be the last spaceflight for the Space Shuttle Program. Photo credit: NASA/Jack Pfaller

KSC-07pd0294

NASA Image and Video Library

2007-02-07

KENNEDY SPACE CENTER, FLA. -- The orbiter Atlantis, on top of its transporter, comes to a stop in the transfer aisle of the Vehicle Assembly Building after the short trip from the Orbiter Processing Facility. First motion out of OPF was at 6:19 a.m. EST. Once in the VAB, Atlantis will be lifted into high bay 1 and mated with the external tank and solid rocket boosters already in place on the mobile launcher platform. The rollover signals the start of the journey to the launch pad for liftoff on mission STS-117 targeted for March 15. The mission is the 21st to the International Space Station and will deliver the S3/S4 starboard truss segments. Photo credit: NASA/Kim Shiflett

Electrocatalytic Hydrogenation of Phenol over Platinum and Rhodium: Unexpected Temperature Effects Resolved

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

Singh, Nirala; Song, Yang; Gutiérrez, Oliver Y.

2016-11-04

Both electrocatalytic hydrogenation (ECH) and thermal hydrogenation (TH) of phenol by Pt and Rh show a roll-over in rate with increasing temperature without changing the principal reaction pathways. The negative effect of temperature for aqueous-phase phenol H2 and electrocatalytic hydrogenation on Pt and Rh is deduced to be due to the unexpected buildup of dehydrogenated phenol adsorbates, which block active sites. Rates of ECH and TH increase similarly with increasing hydrogen chemical potential whether induced by applied potential or H2 pressure, both via increasing H coverage, and indirectly by removing site blockers, a very strong effect at high temperature. Thismore » enables unprecedented rates in the TH of phenol at these temperatures.« less

Backward pumping kilowatt Yb3+-doped double-clad fiber laser

NASA Astrophysics Data System (ADS)

Han, Z. H.; Lin, X. C.; Hou, W.; Yu, H. J.; Zhou, S. Z.; Li, J. M.

2011-09-01

A ytterbium-doped double-clad fiber laser generating up to 1026 W of continuous-wave output power at 1085 nm with a slope efficiency of 74% by single-ended backward pumping configuration is reported. The core diameter was 20 μm with a low numerical aperture of 0.06, and a good beam quality (BPP < 1.8 mm mrad) is achieved without special mode selection methods. No undesirable roll-over was observed in output power with increasing pump power, and the maximum output power was limited by the available pump power. The instability of maximum output power was better than ±0.6%. Different pumping configurations were also compared in experiment, which shows good agreements with theoretical analyses.

14 CFR 27.861 - Fire protection of structure, controls, and other parts.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Fire protection of structure, controls, and... Protection § 27.861 Fire protection of structure, controls, and other parts. Each part of the structure, controls, rotor mechanism, and other parts essential to a controlled landing that would be affected by...

14 CFR 27.861 - Fire protection of structure, controls, and other parts.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Fire protection of structure, controls, and... Protection § 27.861 Fire protection of structure, controls, and other parts. Each part of the structure, controls, rotor mechanism, and other parts essential to a controlled landing that would be affected by...

14 CFR 29.861 - Fire protection of structure, controls, and other parts.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Fire protection of structure, controls, and... Protection § 29.861 Fire protection of structure, controls, and other parts. Each part of the structure, controls, and the rotor mechanism, and other parts essential to controlled landing and (for category A...

14 CFR 29.861 - Fire protection of structure, controls, and other parts.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Fire protection of structure, controls, and... Protection § 29.861 Fire protection of structure, controls, and other parts. Each part of the structure, controls, and the rotor mechanism, and other parts essential to controlled landing and (for category A...

Protein Folding Mechanism of the Dimeric AmphiphysinII/Bin1 N-BAR Domain

PubMed Central

Gruber, Tobias; Balbach, Jochen

2015-01-01

The human AmphyphisinII/Bin1 N-BAR domain belongs to the BAR domain superfamily, whose members sense and generate membrane curvatures. The N-BAR domain is a 57 kDa homodimeric protein comprising a six helix bundle. Here we report the protein folding mechanism of this protein as a representative of this protein superfamily. The concentration dependent thermodynamic stability was studied by urea equilibrium transition curves followed by fluorescence and far-UV CD spectroscopy. Kinetic unfolding and refolding experiments, including rapid double and triple mixing techniques, allowed to unravel the complex folding behavior of N-BAR. The equilibrium unfolding transition curve can be described by a two-state process, while the folding kinetics show four refolding phases, an additional burst reaction and two unfolding phases. All fast refolding phases show a rollover in the chevron plot but only one of these phases depends on the protein concentration reporting the dimerization step. Secondary structure formation occurs during the three fast refolding phases. The slowest phase can be assigned to a proline isomerization. All kinetic experiments were also followed by fluorescence anisotropy detection to verify the assignment of the dimerization step to the respective folding phase. Based on these experiments we propose for N-BAR two parallel folding pathways towards the homodimeric native state depending on the proline conformation in the unfolded state. PMID:26368922

Design of a TW-SLIM Module for Dual Polarity Confinement, Transport, and Reactions

NASA Astrophysics Data System (ADS)

Garimella, Sandilya V. B.; Webb, Ian K.; Prabhakaran, Aneesh; Attah, Isaac K.; Ibrahim, Yehia M.; Smith, Richard D.

2017-07-01

Here we describe instrumental approaches for performing dual polarity ion confinement, transport, ion mobility separations, and reactions in structures for lossless ion manipulations (SLIM). Previous means of ion confinement in SLIM, based upon rf-generated pseudopotentials and DC fields for lateral confinement, cannot trap ions of opposite polarity simultaneously. Here we explore alternative approaches to provide simultaneous lateral confinement of both ion polarities. Traveling wave ion mobility (IM) separations experienced in such SLIM cause ions of both polarities to migrate in the same directions and exhibit similar separations. The ion motion (and relative motion of the two polarities) under both surfing and IM separation conditions are discussed. In surfing conditions the two polarities are transported losslessly and non-reactively in their respective potential minima (higher absolute voltage regions confine negative polarities, and lower absolute potential regions are populated by positive polarities). In separation mode, where ions roll over an overtaking traveling wave, the two polarities can interact during the rollovers. Strategies to minimize overlap of the two ion populations to prevent reactive losses during separations are presented. A theoretical treatment of the time scales over which two populations (injected into a DC field-free region of the dual polarity SLIM device) interact is considered, and SLIM designs for allowing ion/ion interactions and other manipulations with dual polarities at 4 Torr are presented.

Space vehicle integrated thermal protection/structural/meteoroid protection system, volume 1

NASA Technical Reports Server (NTRS)

Bartlett, D. H.; Zimmerman, D. K.

1973-01-01

A program was conducted to determine the merit of a combined structure/thermal meteoroid protection system for a cryogenic vehicle propulsion module. Structural concepts were evaluated to identify least weight designs. Thermal analyses determined optimum tank arrangements and insulation materials. Meteoroid penetration experiments provided data for design of protection systems. Preliminary designs were made and compared on the basis of payload capability. Thermal performance tests demonstrated heat transfer rates typical for the selected design. Meteoroid impact tests verified the protection characteristics. A mockup was made to demonstrate protection system installation. The best design found combined multilayer insulation with a truss structure vehicle body. The multilayer served as the thermal/meteoroid protection system.

14 CFR 27.609 - Protection of structure.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Protection of structure. 27.609 Section 27.609 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT... structure. Each part of the structure must— (a) Be suitably protected against deterioration or loss of...

14 CFR 29.609 - Protection of structure.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Protection of structure. 29.609 Section 29.609 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT... structure. Each part of the structure must— (a) Be suitably protected against deterioration or loss of...

14 CFR 25.609 - Protection of structure.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Protection of structure. 25.609 Section 25.609 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT... structure. Each part of the structure must— (a) Be suitably protected against deterioration or loss of...

14 CFR 25.865 - Fire protection of flight controls, engine mounts, and other flight structure.

Code of Federal Regulations, 2011 CFR

2011-01-01

... Design and Construction Fire Protection § 25.865 Fire protection of flight controls, engine mounts, and other flight structure. Essential flight controls, engine mounts, and other flight structures located in... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Fire protection of flight controls, engine...

14 CFR 25.865 - Fire protection of flight controls, engine mounts, and other flight structure.

Code of Federal Regulations, 2012 CFR

2012-01-01

... Design and Construction Fire Protection § 25.865 Fire protection of flight controls, engine mounts, and other flight structure. Essential flight controls, engine mounts, and other flight structures located in... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Fire protection of flight controls, engine...

14 CFR 25.865 - Fire protection of flight controls, engine mounts, and other flight structure.

Code of Federal Regulations, 2010 CFR

2010-01-01

... Design and Construction Fire Protection § 25.865 Fire protection of flight controls, engine mounts, and other flight structure. Essential flight controls, engine mounts, and other flight structures located in... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Fire protection of flight controls, engine...

14 CFR 25.865 - Fire protection of flight controls, engine mounts, and other flight structure.

Code of Federal Regulations, 2014 CFR

2014-01-01

... Design and Construction Fire Protection § 25.865 Fire protection of flight controls, engine mounts, and other flight structure. Essential flight controls, engine mounts, and other flight structures located in... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Fire protection of flight controls, engine...

14 CFR 25.865 - Fire protection of flight controls, engine mounts, and other flight structure.

Code of Federal Regulations, 2013 CFR

2013-01-01

... Design and Construction Fire Protection § 25.865 Fire protection of flight controls, engine mounts, and other flight structure. Essential flight controls, engine mounts, and other flight structures located in... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Fire protection of flight controls, engine...

Trade-offs mathematical modelling of 3DCE in new product development: real three dimensions and directions for development

NASA Astrophysics Data System (ADS)

Ilhami, M. A.; Subagyo; Masruroh, N. A.

2018-04-01

In the last two decades, coordinating product, process, and supply chain has become the main focus in recent years as a growing body of research, which mathematical modelling is leading technique used in the early phase design. In this paper, we aim to conduct a comprehensive literature review of published paper and propose directions for future research, especially in mathematical modelling. Our findings exhibit fact that evidently there are only a few papers coordinate “real three dimensions”. The other papers, in fact, show simply two dimensions. Finally, some suggestions are proposed such as paying more attention to “real three dimensions” research-based and more focus on minimizing time to market, product life cycle consideration, and product rollover.

KSC-2011-1796

NASA Image and Video Library

2011-02-28

CAPE CANAVERAL, Fla. -- At NASA's Kennedy Space Center in Florida, media gather outside of Orbiter Processing Facility-2 to photograph space shuttle Endeavour's move, or "rollover," to the Vehicle Assembly Building (VAB). In the VAB, Endeavour will be lifted into a high bay where it will be attached to its external fuel tank and solid rocket boosters for its final and upcoming STS-134 mission. Endeavour and its STS-134 crew will deliver the Express Logistics Carrier-3, Alpha Magnetic Spectrometer, spare parts, a high-pressure gas tank, additional spare parts for Dextre and micrometeoroid debris shields to the International Space Station. Launch is targeted for April 19 at 7:48 p.m. EDT. For more information visit, http://www.nasa.gov/mission_pages/shuttle/shuttlemissions/sts134/index.html. Photo credit: NASA

KSC-2011-1798

NASA Image and Video Library

2011-02-28

CAPE CANAVERAL, Fla. -- At NASA's Kennedy Space Center in Florida, STS-134 Pilot Gregory H. Johnson and Mission Specialist Roberto Vittori with the European Space Agency accompany space shuttle Endeavour's move, or "rollover," to the Vehicle Assembly Building (VAB). In the VAB, Endeavour will be lifted into a high bay where it will be attached to its external fuel tank and solid rocket boosters for its final and upcoming STS-134 mission. Endeavour and its STS-134 crew will deliver the Express Logistics Carrier-3, Alpha Magnetic Spectrometer, spare parts, a high-pressure gas tank, additional spare parts for Dextre and micrometeoroid debris shields to the International Space Station. Launch is targeted for April 19 at 7:48 p.m. EDT. For more information visit, http://www.nasa.gov/mission_pages/shuttle/shuttlemissions/sts134/index.html. Photo credit: NASA

KSC-2011-1794

NASA Image and Video Library

2011-02-28

CAPE CANAVERAL, Fla. -- At NASA's Kennedy Space Center in Florida, media gather outside of Orbiter Processing Facility-2 to photograph space shuttle Endeavour's move, or "rollover," to the Vehicle Assembly Building (VAB). In the VAB, Endeavour will be lifted into a high bay where it will be attached to its external fuel tank and solid rocket boosters for its final and upcoming STS-134 mission. Endeavour and its STS-134 crew will deliver the Express Logistics Carrier-3, Alpha Magnetic Spectrometer, spare parts, a high-pressure gas tank, additional spare parts for Dextre and micrometeoroid debris shields to the International Space Station. Launch is targeted for April 19 at 7:48 p.m. EDT. For more information visit, http://www.nasa.gov/mission_pages/shuttle/shuttlemissions/sts134/index.html. Photo credit: NASA

KSC-2011-1900

NASA Image and Video Library

2011-02-28

CAPE CANAVERAL, Fla. -- At NASA’s Kennedy Space Center in Florida, space shuttle Endeavour is secured to a transporter for its move, or "rollover" from Orbiter Processing Facility-2 to the Vehicle Assembly Building (VAB). In the VAB, Endeavour will be lifted into a high bay where it will be attached to its external fuel tank and solid rocket boosters for its final mission, STS-134. Endeavour and its STS-134 crew will deliver the Express Logistics Carrier-3, Alpha Magnetic Spectrometer, a high-pressure gas tank, additional spare parts for Dextre and micrometeoroid debris shields to the International Space Station. Launch is targeted for April 19 at 7:48 p.m. EDT. For more information visit, http://www.nasa.gov/mission_pages/shuttle/shuttlemissions/sts134/index.html. Photo credit: NASA/Jack Pfaller

Influence of face-down and face-up bonding on the degree of polarization of superluminescent diode

NASA Astrophysics Data System (ADS)

Zhou, Shuai

2017-12-01

Face-down and face-up bonded polarization-insensitive buried heterojunction superluminescent diode has been studied in terms of thermal behavior and degree of polarization. Our studies have shown that the thermal rollover of current-power characteristic for face-down bonding was about 1.16 times higher than face-up configurations, and face-down bonding can offer higher heat transfer than face-up one. However, face-down bonding will cause more physical stress to the device, and the average value of degree of polarization for face-down bonding devices (35.3%) was much higher than face-up ones (-2.1%). After 48 h high temperature storage at 85∘C, the stress of face-down devices obtained a better relaxation due to the more stress accumulation.

KSC-2011-3036

NASA Image and Video Library

2011-04-25

CAPE CANAVERAL, Fla. - In the Vehicle Assembly Building (VAB) at NASA's Kennedy Space Center in Florida, workers monitor the progress of external fuel tank, ET-138, for space shuttle Atlantis' STS-135 mission, as it is lifted from its test cell for transfer to high bay-1 for joining with the twin solid rocket boosters on the mobile launcher platform. Shuttle Atlantis' move, or "rollover," from Orbiter Processing Facility-1 to the VAB is targeted for May 10. Once there it will be mated with the external tank and boosters. Atlantis and its crew of four will deliver the Raffaello multipurpose logistics module packed with supplies and spare parts to the International Space Station. STS-135 is targeted to launch June 28, and will be the last spaceflight for the Space Shuttle Program. Photo credit: NASA/Jack Pfaller

Indirectly pumped 3.7 THz InGaAs/InAlAs quantum-cascade lasers grown by metal-organic vapor-phase epitaxy.

PubMed

Fujita, Kazuue; Yamanishi, Masamichi; Furuta, Shinichi; Tanaka, Kazunori; Edamura, Tadataka; Kubis, Tillmann; Klimeck, Gerhard

2012-08-27

Device-performances of 3.7 THz indirect-pumping quantum-cascade lasers are demonstrated in an InGaAs/InAlAs material system grown by metal-organic vapor-phase epitaxy. The lasers show a low threshold-current-density of ~420 A/cm2 and a peak output power of ~8 mW at 7 K, no sign of parasitic currents with recourse to well-designed coupled-well injectors in the indirect pump scheme, and a maximum operating temperature of Tmax ~100 K. The observed roll-over of output intensities in current ranges below maximum currents and limitation of Tmax are discussed with a model for electron-gas heating in injectors. Possible ways toward elevation of Tmax are suggested.

Risk assessment of salinity and turbidity in Victoria (Australia) to stream insects' community structure does not always protect functional traits.

PubMed

Kefford, Ben J; Schäfer, Ralf B; Metzeling, Leon

2012-01-15

Ecological risk assessments mostly consider measures of community composition (structure) across large spatial scales. These assessments, using species sensitivity distributions (SSDs) or the relative species retention (RSR), may not be protective of ecosystem functions and services at smaller spatial scales. Here we examine how changes in biological traits, as proxy for ecosystem functions/services, at a fine spatial scale relate to larger scale assessment of structure. We use functional traits of stream insect species in south-east Australia in two habitats (riffle and edge/pool). We find that the protection of community structure in terms of 95% of species over multiple sites against adverse effects of salinity (as electrical conductivity) and turbidity will mostly, but not always, protect traits at smaller scales. Considering different combinations of trait modalities, contaminants and habitat, a mean of 17.5% (range 0%-36.8) of cases would result in under-protection of trait modalities despite protecting species composition (in terms of Jaccard's Index). This under-protection of trait modalities is only because of the different spatial scales that community structure and the traits were considered. We recommend that where the protection of biological traits, ecosystem functions or ecosystem services from stressors is a management goal, protective targets should not be solely set using measures of community structure such as SSDs or RSR. To protect both structural and functional attributes separate risk assessments should be done. Copyright © 2011 Elsevier B.V. All rights reserved.

33 CFR 149.641 - What are the structural fire protection requirements for accommodation spaces and modules?

Code of Federal Regulations, 2013 CFR

2013-07-01

... 33 Navigation and Navigable Waters 2 2013-07-01 2013-07-01 false What are the structural fire...: DESIGN, CONSTRUCTION, AND EQUIPMENT Design and Equipment Structural Fire Protection § 149.641 What are the structural fire protection requirements for accommodation spaces and modules? (a) Accommodation...

33 CFR 149.641 - What are the structural fire protection requirements for accommodation spaces and modules?

Code of Federal Regulations, 2014 CFR

2014-07-01

... 33 Navigation and Navigable Waters 2 2014-07-01 2014-07-01 false What are the structural fire...: DESIGN, CONSTRUCTION, AND EQUIPMENT Design and Equipment Structural Fire Protection § 149.641 What are the structural fire protection requirements for accommodation spaces and modules? (a) Accommodation...

The evolution of shallow crustal structures in early rift-transform interaction: a case study in the northern Gulf of California.

NASA Astrophysics Data System (ADS)

Farangitakis, Georgios-Pavlos; van Hunen, Jeroen; Kalnins, Lara M.; Persaud, Patricia; McCaffrey, Kenneth J. W.

2017-04-01

The Gulf of California represents a young oblique rift/transtensional plate boundary in which all of the transform faults are actively shearing the crust, separated by active rift segments. Previous workers have shown that in the northern Gulf of California, the relative plate motion between the Pacific and North American plates is distributed between: a) the Cerro Prieto Fault (CPF) in the NE b) the Ballenas Transform Fault (BTF) in the SW and c) a pull-apart structure located between these two faults consisting of a number of extensional basins (the Wagner, Consag, and Upper and Lower Delfin basins). A plate boundary relocation at approximately 2 Ma, continued to separate Isla Angel de la Guarda from the Baja California peninsula and created the 200x70 km2 NE-SW pull-apart structure located northeast of the BTF. Here we use seismic stratigraphy analysis of the UL9905 high resolution reflection seismic dataset acquired by the Lamont-Doherty Earth Observatory, Caltech, and the Centro de Investigación Científica y de Educación Superior de Ensenada to build on previous structural interpretations and seek to further understand the processes that formed the structural and sedimentary architecture of the pull-apart basin in the northern Gulf of California. We examine the formation of depositional and deformation structures in relation to the regional tectonics to provide insight into the development of structural patterns and related seismic-stratigraphic features in young rift-transform interactions. Using bathymetric data, characteristic seismic-stratigraphic packages, and seismic evidence of faulting, we confirm the existence of three major structural domains in the northern Gulf of California and examine the interaction of the seismic stratigraphy and tectonic processes in each zone. The first and most distinctive is an abrupt NE-SW 28x5 km2 depression on the seabed of the Lower Delfin Basin. This is aligned orthogonally to the BTF, is situated at its northern end, and is an active rift. The second structural domain is a large, NE-SW-trending anticlinorium 60 km wide to the southeast of the rift zone, towards the Tiburon basin. One possibility is that it represents a positive flower structure and thus indicates a transpressional domain. However, individual structures within the broader zone are normal faults and negative flower structures, suggesting transtensional deformation, and the overall structure may be a roll-over antiform formed on a deep detachment structure. Finally, a strike-slip-dominated zone occurs along the northward continuation of the Ballenas Transform Fault. This is accompanied by the formation of submarine volcanic knolls. These patterns can be compared with seismic stratigraphy facies and structural patterns in mature transform margins and potentially give insight into their early history.

Atomic oxygen protective coating with resistance to undercutting at defect sites

NASA Technical Reports Server (NTRS)

Banks, Bruce A. (Inventor); Rutledge, Sharon K. (Inventor)

1994-01-01

Structures composed at least partially of an organic substrate may be protected from oxidation by applying a catalyst onto said substrate for promoting the combination of atomic oxygen to molecular oxygen. The structure may also be protected by applying both a catalyst and an atomic oxygen shielding layer onto the substrate. The structures to be protected include spacecraft surfaces.

New Interpretation of Crustal Extension Evidences on Mars

NASA Astrophysics Data System (ADS)

Grin, E. A.

The record of early evolution of life on Earth has been obscured by extensive surface activity. On the opposite, large fractions of the martian surface date back to an early clement epoch favorable to the needs of biological systems [1]. The upper martian surface reflects a wide variety of modifying processes which destroy the geological context. However, due to endogenic causes acting after the end of the primordial bombardment, abundant extensional structures display vertical sequences of stratigraphic units from late Noachian to early Hesperian periods [2]. Deep structural incisions in the upper crust provide unaltered strata, open flanks, and slope deposits that favor the use of an autonomous lander-rover-penetrator The strategy for an exobiology search of such an optimum site should be guided by the recent attention devoted to extensional structures and their global significance [4]. Geological evidence supporting the martian crustal extension is suggested by abundant fractures associated with the dichotomy boundary northland-south upland, i.e., Aeolis Region, and peak igneous activity (Elysium bulge). As pointed out by [5], the system of fractures correlates with the endogenic origin of the dichotomy, as related to a major difference in the thicknessof the crust. Perpendicular to this boundary, fractures of deep graben testify to a general tectonic crust relaxation. The opening of the graben, joined with compressive wrinkles, is the signature of a dynamical pervasive stress regime that implies a large scale roll-over of the upper crust over the ductile interface of a more dense mantle. This general motion is not a transport of material, as there is no thickening on the boundary of the dichotomy. The horizontal movement is due to the gravitational mechanism and differential thermal convection cells in the upper crust over the slope of the anti-flexure rigid interface consequential to Elysium bulge. The fracturation occurs as the neutral zone of the crust rises to the brittle surface of the crust. Deep extensional structures are logical sites for locating and sampling fossilized organisms from various epochs. Grabens suggest ancient lakes and the development of biological systems supported by bottom hot springs.

Effective Factors in Severity of Traffic Accident-Related Traumas; an Epidemiologic Study Based on the Haddon Matrix

PubMed Central

Masoumi, Kambiz; Forouzan, Arash; Barzegari, Hassan; Asgari Darian, Ali; Rahim, Fakher; Zohrevandi, Behzad; Nabi, Somayeh

2016-01-01

Introduction: Traffic accidents are the 8th cause of mortality in different countries and are expected to rise to the 3rd rank by 2020. Based on the Haddon matrix numerous factors such as environment, host, and agent can affect the severity of traffic-related traumas. Therefore, the present study aimed to evaluate the effective factors in severity of these traumas based on Haddon matrix. Methods: In the present 1-month cross-sectional study, all the patients injured in traffic accidents, who were referred to the ED of Imam Khomeini and Golestan Hospitals, Ahvaz, Iran, during March 2013 were evaluated. Based on the Haddon matrix, effective factors in accident occurrence were defined in 3 groups of host, agent, and environment. Demographic data of the patients and data regarding Haddon risk factors were extracted and analyzed using SPSS version 20. Results: 700 injured people with the mean age of 29.66 ± 12.64 years (3-82) were evaluated (92.4% male). Trauma mechanism was car-pedestrian in 308 (44%) of the cases and car-motorcycle in 175 (25%). 610 (87.1%) cases were traffic accidents and 371 (53%) occurred in the time between 2 pm and 8 pm. Violation of speed limit was the most common violation with 570 (81.4%) cases, followed by violation of right-of-way in 57 (8.1%) patients. 59.9% of the severe and critical injuries had occurred on road accidents, while 61.3% of the injuries caused by traffic accidents were mild to moderate (p < 0.001). The most common mechanisms of trauma for critical injuries were rollover (72.5%), motorcycle-pedestrian (23.8%), and car-motorcycle (13.14%) accidents (p < 0.001). Conclusion: Based on the results of the present study, the most important effective factors in severity of traffic accident-related traumas were age over 50, not using safety tools, and undertaking among host-related factors; insufficient environment safety, road accidents and time between 2 pm and 8 pm among environmental factors; and finally, rollover, car-pedestrian, and motorcycle-pedestrian accidents among the agent factors PMID:27274517

Occupant-to-occupant contact injury in motor vehicle crashes.

PubMed

Viano, David C; Parenteau, Chantal S

2017-10-03

This is a descriptive study of the frequency and risk of occupant-to-occupant contact injury by crash type and occupant age. It focused on rear impacts because of a recent Senate inquiry. 1994-2013 NASS-CDS data were used to investigate the effects of occupant-to-occupant contact on the risk of serious-to-fatal injury (Abbreviated Injury Scale [AIS] 3+) by crash type and age group. NASS-CDS in-depth cases were analyzed to identify crash circumstances for AIS 3+ occupant-to-occupant contact injury in rear crashes. Serious injury (AIS 3+) due to occupant-to-occupant contact was uncommon. It represented only 0.84% of all AIS 3+ injury for all age groups. The overall risk of AIS 3+ occupant-to-occupant contact injury was 0.042 ± 0.007%. The highest incidence was in side impacts (69.8%) followed by rollovers (22.9%). Occupant-to-occupant contact injury risk was lower in rear impacts than in other crash types, at 0.0078 ± 0.0054%. The highest risk of AIS 3+ injury with occupant-to-occupant was for the <9-year-old age group when compared to other age groups for all crash types. The risk was 0.051 ± 0.026%, representing 2.69% of all AIS 3+ injury in the <9-year-old age group. Only 4.2% of AIS 3+ occupant-to-occupant contact injury occurred to children <9 years old in rear impacts. The corresponding injury risk was lowest in rear impacts, at 0.014 ± 0.014%%, when compared to other crash types. The analysis of in-depth NASS-CDS cases of occupant-to-occupant contact injury in children< 9 years old involved in rear impacts identified very severe collisions in older model vehicles with deformation of the occupant compartment and yielding front seats as main factors for the contact injury. Front seat occupants injuring rear-seated children was not identified in the in-depth NASS-CDS cases. AIS 3+ occupant-to-occupant contact injury occurs primarily in side impacts and rollovers. Most contact injury is to adults (89.4% incidence). Occupant-to-occupant contact injury to children is rare in rear impacts.

Measurements of the solar UVR protection provided by shade structures in New Zealand primary schools.

PubMed

Gies, Peter; Mackay, Christina

2004-01-01

To reduce ultraviolet radiation (UVR) exposure during childhood, shade structures are being erected in primary schools to provide areas where children can more safely undertake outdoor activities. This study to evaluate the effectiveness of existing and purpose built shade structures in providing solar UVR protection was carried out on 29 such structures in 10 schools in New Zealand. Measurements of the direct and scattered solar UVR doses within the central region of the shade structures were made during the school lunch break period using UVR-sensitive polysulfone film badges. These measurements indicate that many of the structures had UVR protection factors (PF) of 4-8, which was sufficient to provide protection during the school lunch hour. However, of the 29 structures examined, only six would meet the suggested requirements of UVR PF greater than 15 required to provide all-day protection.

40 CFR 610.13 - Program structure.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 40 Protection of Environment 31 2013-07-01 2013-07-01 false Program structure. 610.13 Section 610.13 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY RETROFIT DEVICES Test Procedures and Evaluation Criteria General Provisions § 610.13 Program structure. (a...

40 CFR 610.13 - Program structure.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 40 Protection of Environment 30 2011-07-01 2011-07-01 false Program structure. 610.13 Section 610.13 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY RETROFIT DEVICES Test Procedures and Evaluation Criteria General Provisions § 610.13 Program structure. (a...

40 CFR 610.13 - Program structure.

Code of Federal Regulations, 2012 CFR

2012-07-01

... 40 Protection of Environment 31 2012-07-01 2012-07-01 false Program structure. 610.13 Section 610.13 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY RETROFIT DEVICES Test Procedures and Evaluation Criteria General Provisions § 610.13 Program structure. (a...

40 CFR 610.13 - Program structure.

Code of Federal Regulations, 2014 CFR

2014-07-01

... 40 Protection of Environment 30 2014-07-01 2014-07-01 false Program structure. 610.13 Section 610.13 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY RETROFIT DEVICES Test Procedures and Evaluation Criteria General Provisions § 610.13 Program structure. (a...

33 CFR 149.641 - What are the structural fire protection requirements for accommodation spaces and modules?

Code of Federal Regulations, 2012 CFR

2012-07-01

... national consensus standard, as that term is defined in 29 CFR 1910.2, for the structural fire protection... 33 Navigation and Navigable Waters 2 2012-07-01 2012-07-01 false What are the structural fire...: DESIGN, CONSTRUCTION, AND EQUIPMENT Design and Equipment Structural Fire Protection § 149.641 What are...

40 CFR 86.1405 - Introduction; structure of subpart.

Code of Federal Regulations, 2010 CFR

2010-07-01

...-Duty Trucks; Certification Short Test Procedures § 86.1405 Introduction; structure of subpart. (a) This... 40 Protection of Environment 19 2010-07-01 2010-07-01 false Introduction; structure of subpart. 86.1405 Section 86.1405 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) AIR PROGRAMS...

40 CFR 86.105 - Introduction; structure of subpart.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 40 Protection of Environment 18 2010-07-01 2010-07-01 false Introduction; structure of subpart. 86.105 Section 86.105 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) AIR PROGRAMS... Heavy-Duty Vehicles; Test Procedures § 86.105 Introduction; structure of subpart. (a) This subpart...

Armours for soft bodies: how far can bioinspiration take us?

PubMed

White, Zachary W; Vernerey, Franck J

2018-05-15

The development of armour is as old as the dawn of civilization. Early man looked to natural structures to harvest or replicate for protection, leaning on millennia of evolutionary developments in natural protection. Since the advent of more modern weaponry, Armor development has seemingly been driven more by materials research than bio-inspiration. However, parallels can still be drawn between modern bullet-protective armours and natural defensive structures. Soft armour for handgun and fragmentation threats can be likened to mammalian skin, and similarly, hard armour can be compared with exoskeletons and turtle shells. Via bio-inspiration, it may be possible to develop structures previously un-researched for ballistic protection. This review will cover current modern ballistic protective structures focusing on energy dissipation and absorption methods, and their natural analogues. As all armour is a compromise between weight, flexibility and protection, the imbricated structure of scaled skin will be presented as a better balance between these factors.

40 CFR 86.1305-2004 - Introduction; structure of subpart.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 40 Protection of Environment 19 2010-07-01 2010-07-01 false Introduction; structure of subpart. 86.1305-2004 Section 86.1305-2004 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED... Exhaust Test Procedures § 86.1305-2004 Introduction; structure of subpart. (a) This subpart describes the...

40 CFR 86.305-79 - Introduction; structure of subpart.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 40 Protection of Environment 18 2010-07-01 2010-07-01 false Introduction; structure of subpart. 86.305-79 Section 86.305-79 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) AIR....305-79 Introduction; structure of subpart. (a) This subpart describes the equipment required and the...

Identification of Western Equine Encephalitis Virus Structural Proteins That Confer Protection after DNA Vaccination▿

PubMed Central

Gauci, Penelope J.; Wu, Josh Q. H.; Rayner, George A.; Barabé, Nicole D.; Nagata, Leslie P.; Proll, David F.

2010-01-01

DNA vaccines encoding different portions of the structural proteins of western equine encephalitis virus were tested for the efficacy of their protection in a 100% lethal mouse model of the virus. The 6K-E1 structural protein encoded by the DNA vaccine conferred complete protection against challenge with the homologous strain and limited protection against challenge with a heterologous strain. PMID:19923571

40 CFR 86.1205-90 - Introduction; structure of subpart.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 40 Protection of Environment 19 2010-07-01 2010-07-01 false Introduction; structure of subpart. 86.1205-90 Section 86.1205-90 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) AIR...-Fueled and Methanol-Fueled Heavy-Duty Vehicles § 86.1205-90 Introduction; structure of subpart. (a) This...

40 CFR 86.1305-90 - Introduction; structure of subpart.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 40 Protection of Environment 19 2010-07-01 2010-07-01 false Introduction; structure of subpart. 86.1305-90 Section 86.1305-90 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) AIR... Procedures § 86.1305-90 Introduction; structure of subpart. (a) This subpart describes the equipment required...

40 CFR 86.505-78 - Introduction; structure of subpart.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 40 Protection of Environment 18 2010-07-01 2010-07-01 false Introduction; structure of subpart. 86.505-78 Section 86.505-78 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) AIR... Regulations for 1978 and Later New Motorcycles; Test Procedures § 86.505-78 Introduction; structure of subpart...

40 CFR 401.14 - Cooling water intake structures.

Code of Federal Regulations, 2014 CFR

2014-07-01

... 40 Protection of Environment 29 2014-07-01 2012-07-01 true Cooling water intake structures. 401.14 Section 401.14 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) EFFLUENT GUIDELINES AND STANDARDS GENERAL PROVISIONS § 401.14 Cooling water intake structures. The location, design, construction and capacity of cooling water...

Lateral impact injuries with side airbag deployments—A descriptive study

PubMed Central

Yoganandan, Narayan; Pintar, Frank A.; Zhang, Jiangyue; Gennarelli, Thomas A.

2006-01-01

The present study was designed to provide descriptive data on side impact injuries in vehicles equipped with side airbags using the United States National Automotive Sampling System (NASS). The database was queried with the constraint that all vehicles must adhere to the Federal Motor Vehicle Safety Standards FMVSS 214, injured occupants be in the front outboard seats with no rollovers or ejections, and side impacts airbags be deployed in lateral crashes. Out of the 7812 crashes in the 1997–2004 weighted NASS files, AIS ≥ 2 level injuries occurred to 5071 occupants. There were 3828 cases of torso-only airbags, 955 cases of torso–head bag combination, and 288 inflatable tubular structure/curtain systems. Side airbags were not attributed to be the cause of head or chest injury to any occupant at this level of severity. The predominance of torso-only airbags followed by torso–head airbag combination reflected vehicle model years and changing technology. Head and chest injuries were coupled for the vast majority of occupants with injuries to more than one body region. Comparing literature data for side impacts without side airbag deployments, the presence of a side airbag decreased AIS = 2 head, chest, and extremity injuries when examining raw data incidence rates. Although this is the first study to adopt strict inclusion–exclusion criteria for side crashes with side airbag deployments, future studies are needed to assess side airbag efficacy using datasets such as matched-pair occupants in side impacts. PMID:16911812

Energy landscape of knotted protein folding

PubMed Central

Sułkowska, Joanna I.; Noel, Jeffrey K.; Onuchic, Jose N.

2012-01-01

Recent experiments have conclusively shown that proteins are able to fold from an unknotted, denatured polypeptide to the knotted, native state without the aid of chaperones. These experiments are consistent with a growing body of theoretical work showing that a funneled, minimally frustrated energy landscape is sufficient to fold small proteins with complex topologies. Here, we present a theoretical investigation of the folding of a knotted protein, 2ouf, engineered in the laboratory by a domain fusion that mimics an evolutionary pathway for knotted proteins. Unlike a previously studied knotted protein of similar length, we see reversible folding/knotting and a surprising lack of deep topological traps with a coarse-grained structure-based model. Our main interest is to investigate how evolution might further select the geometry and stiffness of the threading region of the newly fused protein. We compare the folding of the wild-type protein to several mutants. Similarly to the wild-type protein, all mutants show robust and reversible folding, and knotting coincides with the transition state ensemble. As observed experimentally, our simulations show that the knotted protein folds about ten times slower than an unknotted construct with an identical contact map. Simulated folding kinetics reflect the experimentally observed rollover in the folding limbs of chevron plots. Successful folding of the knotted protein is restricted to a narrow range of temperature as compared to the unknotted protein and fits of the kinetic folding data below folding temperature suggest slow, nondiffusive dynamics for the knotted protein. PMID:22891304

Cathodic Protection Deployment on Space Shuttle Solid Rocket Boosters

NASA Technical Reports Server (NTRS)

Zook, Lee M.

1998-01-01

Corrosion protection of the space shuttle solid rocket boosters incorporates the use of cathodic protection(anodes) in concert with several coatings systems. The SRB design has large carbon/carbon composites(motor nozzle) electrically connected to an aluminum alloy structure. Early in the STS program, the aluminum structures incurred tremendous corrosive attack due primarily to the galvanic couple to the carbon/carbon nozzle at coating damage locations. Also contributing to the galvanic corrosion problem were stainless steel and titanium alloy components housed within the aluminum structures and electrically connected to the aluminum structures. This paper will highlight the evolution in the protection of the aluminum structures, providing historical information and summary data from the operation of the corrosion protection systems. Also, data and information will be included regarding the evaluation and deployment of inorganic zinc rich primers as anode area on the aluminum structures.

Specific β-Turns Precede PPIIL Structures Binding to Allele-Specific HLA-DRβ1* PBRs in Fully-Protective Malaria Vaccine Components

PubMed Central

Bermudez, Adriana; Alba, Martha P.; Vanegas, Magnolia; Patarroyo, Manuel A.; Patarroyo, Manuel E.

2018-01-01

The 3D structural analysis of 62 peptides derived from highly pathogenic Plasmodium falciparum malaria parasite proteins involved in host cell invasion led to finding a striking association between particular β-turn types located in the N-terminal peripheral flanking residue region (preceding the polyproline II left-handed structures fitting into the HLA-DRβ* allele family) and modified immune protection-inducing protein structure induced long-lasting protective immunity. This is the first time association between two different secondary structures associated with a specific immunological function has been described: full, long-lasting protective immunity. PMID:29682500

Specific β-Turns Precede PPIIL Structures Binding to Allele-Specific HLA-DRβ1* PBRs in Fully-Protective Malaria Vaccine Components.

PubMed

Bermudez, Adriana; Alba, Martha P; Vanegas, Magnolia; Patarroyo, Manuel A; Patarroyo, Manuel E

2018-01-01

The 3D structural analysis of 62 peptides derived from highly pathogenic Plasmodium falciparum malaria parasite proteins involved in host cell invasion led to finding a striking association between particular β-turn types located in the N-terminal peripheral flanking residue region (preceding the polyproline II left-handed structures fitting into the HLA-DRβ * allele family) and modified i mmune protection-inducing protein structure induced long-lasting protective immunity. This is the first time association between two different secondary structures associated with a specific immunological function has been described: full, long-lasting protective immunity.

Specific β-turns precede PPIIL structures binding to allele-specific HLA-DRβ1* PBRs in fully-protective malaria vaccine components

NASA Astrophysics Data System (ADS)

Bermudez, Adriana; Alba, Martha P.; Vanegas, Magnolia; Patarroyo, Manuel A.; Patarroyo, Manuel E.

2018-04-01

The 3D structural analysis of 62 peptides derived from highly pathogenic Plasmodium falciparum malaria parasite proteins involved in host cell invasion led to finding a striking association between particular β-turn types located in the N-terminal peripheral flanking residue region (preceding the polyproline II left-handed structures fitting into the HLA-DRβ* allele family) and modified immune protection-inducing protein structure induced long-lasting protective immunity. This is the first time association between two different secondary structures associated with a specific immunological function has been described: full, long-lasting protective immunity.

STS-121: Discovery L-2 Countdown Status Briefing

NASA Technical Reports Server (NTRS)

2006-01-01

Bruce Buckingham from NASA Public Affairs introduces Pete Nicolenko, NASA Test Director, and Kathy Winters, Shuttle Weather Officer. During this STS-121 two days before launch countdown briefing, Pete Nicolenko says that there are no issues of concern and that they are on schedule for launch. He then presents and discusses an Orbiter Processing Facility (OPF) video. The OPF topics of discussion include: 1) Wheel and tire installation; 2) Gap filler installation; 3) Booster build-up; 4) Transport of External Tank (ET) 119; 5) ET to Shuttle Rocket Booster (SRB) Mate operation; 6) Roll-over of Discovery out of OPF to the Vehicle Assembly Building (VAB); and 7) Roll-out to the pad. Kathy Winters gives her weather forecast for the STS-121 launch. The video ends with a question and answer period from the media.

78 FR 55137 - Federal Motor Vehicle Safety Standards; Ejection Mitigation

Federal Register 2010, 2011, 2012, 2013, 2014

2013-09-09

...This document responds to petitions for reconsideration of a 2011 final rule that established Federal Motor Vehicle Safety Standard (FMVSS) No. 226, ``Ejection mitigation.'' The standard is intended to reduce complete and partial ejections of vehicle occupants through side windows in crashes, particularly rollover crashes. Generally, the issues raised by the petitioners are of two types. The petitioners ask for reconsideration of policy issues relating to the agency's implementation of the standard, and of technical issues concerning engineering aspects of the rule, particularly as to how the compliance test procedure should be conducted or improved. Most of the requested changes were of the latter type. In general, NHTSA is denying the petitions for reconsideration. The few changes we have made in response to the petitions are minor, mostly to clarify the requirements of the standard.

Nonthermal electron-positron pairs and the break in the hard X-ray spectrum of NGC 4151

NASA Technical Reports Server (NTRS)

Coppi, Paolo S.; Zdziarski, Andrzej A.

1992-01-01

The recent observation by the detectors on board Granat of a spectral steepening above about 50 keV imposes a constraint on possible emission models for NGC 4151. This steepening, for example, is not well fitted by an exponential rollover characteristic of a purely thermal model, or by a Compton-downscattered power law. We find that this spectral behavior is consistent with that produced by a photon-starved nonthermal pair plasma with high compactness. This is the first quantitative test of the nonthermal pair plasma model against broad-band X-ray/gamma-ray observations. Above 200 keV or so, the nonthermal pair plasma model predicts an upturn in the spectrum, and a thermal annihilation feature around 511 keV. Such spectral behavior should be looked for with GRO.

Work-related agricultural fatalities in Australia, 1982-1984.

PubMed

Erlich, S M; Driscoll, T R; Harrison, J E; Frommer, M S; Leigh, J

1993-06-01

Work-related agricultural fatalities were examined as part of a larger population-based study of all work-related fatalities in Australia in the period 1982-1984. A total of 257 farm-related fatalities were identified, of which 223 were deaths of persons in the employed civilian labor force (19.4 deaths per 100,000 persons per year) and 34 were deaths of children less than 15 years of age. The fatality incidence was higher among men, older age groups, and nonmanagers in general and in certain occupations in particular. Mobile mechanical equipment (particularly tractors) was the main fatal agent, roll-overs accounting for many of the fatalities. Better provision of information to agricultural workers, improvements in compliance to and enforcement of legislation, and changes in farming work practices are recommended to improve the safety of farms and farm work.

40 CFR 165.87 - Design and capacity requirements for existing structures.

Code of Federal Regulations, 2013 CFR

2013-07-01

... existing containment structure: (1) The containment structure must be constructed of steel, reinforced... existing structures. 165.87 Section 165.87 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY... Structures § 165.87 Design and capacity requirements for existing structures. (a) For all existing...

40 CFR 165.87 - Design and capacity requirements for existing structures.

Code of Federal Regulations, 2011 CFR

2011-07-01

... existing containment structure: (1) The containment structure must be constructed of steel, reinforced... existing structures. 165.87 Section 165.87 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY... Structures § 165.87 Design and capacity requirements for existing structures. (a) For all existing...

40 CFR 165.87 - Design and capacity requirements for existing structures.

Code of Federal Regulations, 2012 CFR

2012-07-01

... existing containment structure: (1) The containment structure must be constructed of steel, reinforced... existing structures. 165.87 Section 165.87 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY... Structures § 165.87 Design and capacity requirements for existing structures. (a) For all existing...

40 CFR 165.87 - Design and capacity requirements for existing structures.

Code of Federal Regulations, 2014 CFR

2014-07-01

... existing containment structure: (1) The containment structure must be constructed of steel, reinforced... existing structures. 165.87 Section 165.87 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY... Structures § 165.87 Design and capacity requirements for existing structures. (a) For all existing...

Study of the structure and chemical composition of the protective coating of a fist stage gas turbine blade after regenerative heat treatment

NASA Astrophysics Data System (ADS)

Davidov, D. I.; Kazantseva, N. V.; Vinogradova, N. I.; Ezhov, I. V.

2017-12-01

Investigation of the structure and chemical composition of the protective coating of the first stage IN738 gas turbine blade after standard regenerative heat treatment was done. It was found the degradation of microstructure and chemical composition of both the blade feather and its protective coating. Redistribution of the chemical elements decreasing the corrosion resistance was observed inside the protective coating. Cracks on the boundary between the blade feather and the protective coating were found by scanning electron microscopy. The carbide transformation and sigma phase were found in the structure of the blade feather. Based upon the structural and chemical composition studies, it is concluded that the standard regenerative heat treatment of the IN738 operative gas turbine blade does not provide full structure regeneration.

33 CFR 149.641 - What are the structural fire protection requirements for accommodation spaces and modules?

Code of Federal Regulations, 2010 CFR

2010-07-01

... 33 Navigation and Navigable Waters 2 2010-07-01 2010-07-01 false What are the structural fire protection requirements for accommodation spaces and modules? 149.641 Section 149.641 Navigation and... national consensus standard, as that term is defined in 29 CFR 1910.2, for the structural fire protection...

Structure-based approach to rationally design a chimeric protein for an effective vaccine against Group B Streptococcus infections.

PubMed

Nuccitelli, Annalisa; Cozzi, Roberta; Gourlay, Louise J; Donnarumma, Danilo; Necchi, Francesca; Norais, Nathalie; Telford, John L; Rappuoli, Rino; Bolognesi, Martino; Maione, Domenico; Grandi, Guido; Rinaudo, C Daniela

2011-06-21

Structural vaccinology is an emerging strategy for the rational design of vaccine candidates. We successfully applied structural vaccinology to design a fully synthetic protein with multivalent protection activity. In Group B Streptococcus, cell-surface pili have aroused great interest because of their direct roles in virulence and importance as protective antigens. The backbone subunit of type 2a pilus (BP-2a) is present in six immunogenically different but structurally similar variants. We determined the 3D structure of one of the variants, and experimentally demonstrated that protective antibodies specifically recognize one of the four domains that comprise the protein. We therefore constructed a synthetic protein constituted by the protective domain of each one of the six variants and showed that the chimeric protein protects mice against the challenge with all of the type 2a pilus-carrying strains. This work demonstrates the power of structural vaccinology and will facilitate the development of an optimized, broadly protective pilus-based vaccine against Group B Streptococcus by combining the uniquely generated chimeric protein with protective pilin subunits from two other previously identified pilus types. In addition, this work describes a template procedure that can be followed to develop vaccines against other bacterial pathogens.

Innovative Composite Structure Design for Blast Protection

DTIC Science & Technology

2007-01-01

2007-01-0483 Innovative Composite Structure Design for Blast Protection Dongying Jiang, Yuanyuan Liu MKP Structural Design Associates, Inc...protect vehicle and occupants against various explosives. The multi-level and multi-scenario blast simulation and design system integrates three major...numerical simulation of a BTR composite under a blast event. The developed blast simulation and design system will enable the prediction, design, and