Features of fatal injuries in older cyclists in vehicle–bicycle accidents in Japan

Objective: The purpose of this study was to identify and better understand the features of fatal injuries in cyclists aged 75 years and over involved in collisions with either hood- or van-type vehicles.

Methods: This study investigated the fatal injuries of cyclists aged 75 years old and over by analyzing accident data. We focused on the body regions to which the fatal injury occurred using vehicle–bicycle accident data from the Institute for Traffic Accident Research and Data Analysis (ITARDA) in Japan. Using data from 2009 to 2013, we examined the frequency of fatally injured body region by gender, age, and actual vehicle travel speed. We investigated any significant differences in distributions of fatal injuries by body region for cyclists aged 75 years and over using chi-square tests to compare with cyclists in other age groups. We also investigated the cause of fatal head injuries, such as impact with a road surface or vehicle.

Results: The results indicated that head injuries were the most common cause of fatalities among the study group. At low vehicle travel speeds for both hood- and van-type vehicles, fatalities were most likely to be the result of head impacts against the road surface.

The percentage of fatalities following hip injuries was significantly higher for cyclists aged 75 years and over than for those aged 65–74 or 13–59 in impacts with hood-type vehicles. It was also higher for women than men in the over-75 age group in impacts with these vehicles.

Conclusions: For cyclists aged 75 years and over, wearing a helmet may be helpful to prevent head injuries in vehicle-to-cyclist accidents. It may also be helpful to introduce some safety measures to prevent hip injuries, given the higher level of fatalities following hip injury among all cyclists aged 75 and over, particularly women.     

Analysis of car-to-bicycle approach patterns for developing active safety devices

Objective: To reduce the severity of injuries and the number of cyclist deaths in traffic accidents, active safety devices providing cyclist detection are considered to be effective countermeasures. The features of car-to-bicycle collisions need to be known in detail to develop such safety devices.

Methods: The study investigated near-miss situations captured by drive recorders installed in passenger cars. Because similarities in the approach patterns between near-miss incidents and real-world fatal cyclist accidents in Japan were confirmed, we analyzed the 229 near-miss incident data via video capturing bicycles crossing the road in front of forward-moving cars. Using a video frame captured by a drive recorder, the time to collision (TTC) was calculated from the car's velocity and the distance between the car and bicycle at the moment when the bicycle initially appeared.

Results: The average TTC in the cases where bicycles emerged from behind obstructions was shorter than that in the cases where drivers had unobstructed views of the bicycles. In comparing the TTC of car-to-bicycle near-miss incidents to the previously obtained results of car-to-pedestrian near-miss incidents, it was determined that the average TTC in car-to-bicycle near-miss incidents was significantly longer than that in car-to-pedestrian near-miss incidents.

Conclusions: When considering the TTC in the test protocol of evaluation for safety performance of active safety devices, we propose individual TTCs for evaluation of cyclist and pedestrian detections, respectively. In the test protocols, the following 2 scenarios should be employed: bicycle emerging from behind an unobstructed view and bicycle emerging from behind obstructions.     

The influence of lower extremity postures on kinematics and injuries of cyclists in vehicle side collisions

Objective: A cyclist assumes various cyclic postures of the lower extremities while pushing the pedals in a rotary motion while pedaling. In order to protect cyclists in collisions, it is necessary to understand what influence these postures have on the global kinematics and injuries of the cyclist.

Method: Finite element (FE) analyses using models of a cyclist, bicycle, and car were conducted. In the simulations, the Total Human Model of Safety (THUMS) occupant model was employed as a cyclist, and the simulation was set up such that the cyclist was hit from its side by a car. Three representative postures of the lower extremities of the cyclist were examined, and the kinematics and injury risk of the cyclist were compared to those obtained by a pedestrian FE model. The risk of a lower extremity injury was assessed based on the knee shear displacement and the tibia bending moment.

Results: When the knee position of the cyclist was higher than the hood leading edge, the hood leading edge contacted the leg of the cyclist, and the pelvis slid over the hood top and the wrap-around distance (WAD) of the cyclist's head was large. The knee was shear loaded by the hood leading edge, and the anterior cruciate ligament (ACL) ruptured. The tibia bending moment was less than the injury threshold. When the cyclist's knee position was lower than the hood leading edge, the hood leading edge contacted the thigh of the cyclist, and the cyclist rotated with the femur as the pivot point about the hood leading edge. In this case, the head impact location of the cyclist against the car was comparable to that of the pedestrian collision. The knee shear displacement and the tibia bending moment were less than the injury thresholds.

Conclusion: The knee height of the cyclist relative to the hood leading edge affected the global kinematics and the head impact location against the car. The loading mode of the lower extremities was also dependent on the initial positions of the lower extremities relative to the car structures. In the foot up and front posture, the knee was loaded in a lateral shear direction by the hood leading edge and as a result the ACL ruptured. The bicycle frame and the struck-side lower extremity interacted and could influence the loadings on lower extremities.     

River system in Japan from a landscape ecological aspect

The objective of this study was to elucidate characteristics associated with rivers by classification of major rivers in Japan into sereral types based on riparian conditions.As the results of principal compoent analysis(PCA) with use of parameters reflecting forms and artificial alterations of respective rives,four major components such as“comprehensive riparian size”,“intactness of water front”,“continuity of streams” and “silmplicity of landform in river basin”were extracted.Subsequently,cluster analysis was performed based on principal component scores,leading to succesful classification of major rivers into 6 types.These findings disclosed that(1) the extracted principal components provide effective viewpoint for classification of rivers;(2) distribution of respective classes indicates are properties;and (3) the emplyed quantitative procedures were found effective for classification of major rivers.     

The sensitivity of carbon sequestration to harvesting and climate conditions in a temperate cypress forest: Observations and modeling

The role of disturbance and climate factors in determining the forest carbon balance was investigated at a Japanese cypress forest in central Japan with eddy flux measurements, tree-ring analyses, and a terrestrial biosphere model. The forest was established as a plantation after intermittent harvesting and replanting between 1959 and 1977, and acted as a strong carbon sink of approximately 500 g C m⁻² year⁻¹ for the measurement years between 2001 and 2007. A terrestrial biosphere model, BIOME-BGC, was validated using the eddy flux data at daily to interannual timescales, and the tree-ring width data at interannual to decadal timescales. According to the model simulation, during the observation period 270 ± 55 g C m⁻² year⁻¹ was additionally sequestered due to the indirect effects of the harvesting and planting, whereas the increase of CO₂ concentration and the change in climate increased the sink of 110 ± 40 and 30 ± 80 g C m⁻² year⁻¹, respectively. The model simulation shows that the forest is now recovering from harvesting, and that harvesting is a more important determinant of the current carbon sink than either interannual climate anomalies or increased atmospheric CO₂ concentration. We found that harvesting with long rotation length could be effective management activity in order to increase carbon sequestration, if the harvested timber is converted into products with long lifecycles.     

Environmentally sustainable applications of agro-based spent mushroom substrate (SMS): an overview

Agricultural wastes such as lignocellulosic residues are renewable resources can be used for mushroom cultivation. Spent mushroom substrate (SMS) is defined as leftover of biomass generated by commercial mushroom industries after harvesting period of mushroom. Mushroom cultivation using agricultural wastes promises a good quality of SMS for producing beneficial products such as animal feeding and fertilizers. Based on the published papers, the major applications of SMS are animal feedstock, fertilizer, energy production and wastewater treatment. For instance, some species of mushroom such as Pleurotus spp. and Agaricus bisporus are suitable for applications of ruminant feedstock and fertilizers. This paper reviews the recent studies about the beneficial usage of SMS which is considered as a waste since 2013.