Cosmetics or Critical Constraints? The Role of Landscape in Design Policies in English Development Plans

This paper reviews the nature of landscape policies pertaining to the design of urban development in the post 1992 generation of English development plans. It examines the landscape concepts which underpin policy and concludes that these are essentially concerned with landscaping as a cosmetic activity, an afterthought in the design process. Recommendations are made for the development of policies that will allow landscape considerations to be integrated with nature conservation and ecology considerations and thereby assume a fundamental role in urban design policies as a key element in ensuring sustainable development.     

A Systems Approach to Materials Flow in Sustainable Cities: A Case Study of Paper

This study develops a modelling framework within which the effects of technology choice and policy on the sustainability of cities may be assessed. A life cycle accounting system for environmental impacts is combined with systems analysis, to represent the flows of resources into cities, the wastes and pollution generated and the technological choices available in an urban environment. The approach is demonstrated through a case study of the demand for paper and management of wastepaper. The case study questions the applicability for paper of the accepted 'hierarchy' of waste management techniques; incineration imposes lower environmental costs than recycling, and consequently lower total costs under some circumstances.     

Occurrence of Serious Injury in Real-World Side Impacts of Vehicles with Good Side-Impact Protection Ratings

Objective: The Insurance Institute for Highway Safety (IIHS) introduced its side impact consumer information test program in 2003. Since that time, side airbags and structural improvements have been implemented across the fleet and the proportion of good ratings has increased to 93% of 2012–2014 model year vehicles. Research has shown that drivers of good-rated vehicles are 70% less likely to die in a left-side crash than drivers of poor-rated vehicles. Despite these improvements, side impact fatalities accounted for about one quarter of passenger vehicle occupant fatalities in 2012. This study is a detailed analysis of real-world cases with serious injury resulting from side crashes of vehicles with good ratings in the IIHS side impact test.

Methods: NASS-CDS and Crash Injury Research and Engineering Network (CIREN) were queried for occupants of good-rated vehicles who sustained an Abbreviated Injury Scale (AIS) ≥ 3 injury in a side-impact crash. The resulting 110 cases were categorized by impact configuration and other factors that contributed to injury. Patterns of impact configuration, restraint performance, and occupant injury were identified and discussed in the context of potential upgrades to the current IIHS side impact test.

Results: Three quarters of the injured occupants were involved in near-side impacts. For these occupants, the most common factors contributing to injury were crash severities greater than the IIHS test, inadequate side-airbag performance, and lack of side-airbag coverage for the injured body region. In the cases where an airbag was present but did not prevent the injury, occupants were often exposed to loading centered farther forward on the vehicle than in the IIHS test. Around 40% of the far-side occupants were injured from contact with the struck-side interior structure, and almost all of these cases were more severe than the IIHS test. The remaining far-side occupants were mostly elderly and sustained injury from the center console, instrument panel, or seat belt. In addition, many far-side occupants were likely out of position due to events preceding the side impact and/or being unbelted.

Conclusion: Individual changes to the IIHS side impact test have the potential to reduce the number of serious injuries in real-world crashes. These include impacting the vehicle farther forward (relevant to 28% of all cases studied), greater test severity (17%), the inclusion of far-side occupants (9%), and more restrictive injury criteria (9%). Combinations of these changes could be more effective.     

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

Objective: The purpose of this study was to use the detailed medical injury information in the Crash Injury Research and Engineering Network (CIREN) to evaluate patterns of rib fractures in real-world crash occupants in both belted and unbelted restraint conditions. Fracture patterns binned into rib regional levels were examined to determine normative trends associated with belt use and other possible contributing factors.

Methods: Front row adult occupants with Abbreviated Injury Scale (AIS) 3+ rib fractures, in frontal crashes with a deployed frontal airbag, were selected from the CIREN database. The circumferential location of each rib fracture (with respect to the sternum) was documented using a previously published method (Ritchie et al. 2006) and digital computed tomography scans. Fracture patterns for different crash and occupant parameters (restraint use, involved physical component, occupant kinematics, crash principal direction of force, and occupant age) were compared qualitatively and quantitatively.

Results: There were 158 belted and 44 unbelted occupants included in this study. For belted occupants, fractures were mainly located near the path of the shoulder belt, with the majority of fractures occurring on the inboard (with respect to the vehicle) side of the thorax. For unbelted occupants, fractures were approximately symmetric and distributed across both sides of the thorax. There were negligible differences in fracture patterns between occupants with frontal (0°) and near side (330° to 350° for drivers; 10° to 30° for passengers) crash principal directions of force but substantial differences between groups when occupant kinematics (and contacts within the vehicle) were considered. Age also affected fracture pattern, with fractures tending to occur more anteriorly in older occupants and more laterally in younger occupants (both belted and unbelted).

Conclusions: Results of this study confirmed with real-world data that rib fracture patterns in unbelted occupants were more distributed and symmetric across the thorax compared to belted occupants in crashes with a deployed frontal airbag. Other factors, such as occupant kinematics and occupant age, also produced differing patterns of fractures. Normative data on rib fracture patterns in real-world occupants can contribute to understanding injury mechanisms and the role of different causation factors, which can ultimately help prevent fractures and improve vehicle safety.     

A Simulation Study on the Efficacy of Advanced Belt Restraints to Mitigate the Effects of Obesity for Rear-Seat Occupant Protection in Frontal Crashes

Objective: Recent field data analyses have shown that the safety advantages of rear seats relative to the front seats have decreased in newer vehicles. Separately, the risks of certain injuries have been found to be higher for obese occupants. The objective of this study is to investigate the effects of advanced belt features on the protection of rear-seat occupants with a range of body mass index (BMI) in frontal crashes.

Methods: Whole-body finite element human models with 4 BMI levels (25, 30, 35, and 40 kg/m²) developed previously were used in this study. A total of 52 frontal crash simulations were conducted, including 4 simulations with a standard rear-seat, 3-point belt and 48 simulations with advanced belt features. The parameters varied in the simulations included BMI, load limit, anchor pretensioner, and lap belt routing relative to the pelvis. The injury measurements analyzed in this study included head and hip excursions, normalized chest deflection, and torso angle (defined as the angle between the hip–shoulder line and the vertical direction). Analyses of covariance were used to test the significance (P <.05) of the results.

Results: Higher BMI was associated with greater head and hip excursions and larger normalized chest deflection. Higher belt routing increased the hip excursion and torso angle, which indicates a higher submarining risk, whereas the anchor pretensioner reduced hip excursion and torso angle. Lower load limits decreased the normalized chest deflection but increased the head excursion. Normalized chest deflection had a positive correlation with maximum torso angle. Occupants with higher BMI have to use higher load limits to reach head excursions similar to those in lower BMI occupants.

Discussion and Conclusion: The simulation results suggest that optimizing load limiter and adding pretensioner(s) can reduce injury risks associated with obesity, but conflicting effects on head and chest injuries were observed. This study demonstrated the feasibility and importance of using human models to investigate protection for occupants with various BMI levels. A seat belt system capable of adapting to occupant size and body shape will improve protection for obese occupants in rear seats.     

A Spatially Explicit Model for Mapping Headwater Streams

Headwater streams are the primary sources of water in a drainage network and serve as a critical hydrologic link between the surrounding landscape and larger, downstream surface waters. Many states, including North Carolina, regulate activity in and near headwater streams for the protection of water quality and aquatic resources. A fundamental tool for regulatory management is an accurate representation of streams on a map. Limited resources preclude field mapping every headwater stream and its origin across a large region. It is more practical to develop a model for headwater streams based on a sample of field data that can then be extrapolated to a larger area of interest. The North Carolina Division of Water Quality has developed a cost‐effective method for modeling and mapping the location, length, and flow classification (intermittent and perennial) of headwater streams. We used a multiple logistic regression approach that combined field data and terrain derivatives for watersheds located in the Triassic Basins ecoregion. Field data were collected using a standard methodology for identifying headwater streams and origins. Terrain derivatives were generated from digital elevation models interpolated from bare‐earth Light Detection and Range data. Model accuracies greater than 80% were achieved in classifying stream presence and absence, stream length and perennial stream length, but were not as consistent in predicting intermittent stream length.     

A conceptual model of the social–ecological system of nature-based solutions in urban environments

This article provides a perspective on nature-based solutions. First, the argument is developed that nature-based solutions integrate social and ecological systems. Then, theoretical considerations relating to relational values, multifunctionality, transdisciplinarity, and polycentric governance are briefly outlined. Finally, a conceptual model of the social–ecological system of nature-based solutions is synthesised and presented. This conceptual model comprehensively defines the social and ecological external and internal systems that make up nature-based solutions, and identifies theoretical considerations that need to be addressed at different stages of their planning and implementation The model bridges the normative gaps of existing nature-based solution frameworks and could be used for consistent, comprehensive, and transferable comparisons internationally. The theoretical considerations addressed in this article inform practitioners, policymakers, and researchers about the essential components of nature-based solutions. The conceptual model can facilitate the identification of social and ecological interconnections within nature-based solutions and the range of stakeholders and disciplines involved.     

Mitigation of atrazine, S-metolachlor, and diazinon using common emergent aquatic vegetation

By the year 2050, the population of the United States is expected to reach over 418 million,while the global population will reach 9.6 billion. To provide safe food and fiber, agriculture must balance pesticide usage against impacts on natural resources. Challenges arise when storms cause runoff to be transported to aquatic receiving systems. Vegetated systems such as drainage ditches and constructed wetlands have been proposed as management practices to alleviate pesticide runoff. Twelve experimental mesocosms(1.3 × 0.71 × 0.61 m) were filled with sediment and planted with a monoculture of one of three wetland plant species(Typha latifolia, Leersia oryzoides, and Sparganium americanum).Three mesocosms remained unvegetated to serve as controls. All mesocosms were amended with 9.2 ± 0.8 μg/L, 12 ± 0.4 μg/L, and 3.1 ± 0.2 μg/L of atrazine, metolachlor, and diazinon, respectively, over a 4 hr hydraulic retention time to simulate storm runoff.Following the 4 hr amendment, non-amended water was flushed through mesocosms for an additional 4 hr. Outflow water samples were taken hourly from pre-amendment through8 hr, and again at 12, 24, 48, 72, and 168 hr post-amendment. L. oryzoides and T. latifolia had mean atrazine, metolachlor, and diazinon retentions from 51%–55% for the first 4 hr of the experiment. Aside from S. americanum and atrazine(25% retention), unvegetated controls had the lowest pesticide retention(17%–28%) of all compared mesocosms. While native aquatic vegetation shows promise for mitigation of pesticide runoff, further studies increasing the hydraulic retention time for improved efficiency should be examined.