Driver injury in near- and far-side impacts: Update on the effect of front passenger belt use

Purpose: This is a study that updates earlier research on the influence of a front passenger on the risk for severe driver injury in near-side and far-side impacts. It includes the effects of belt use by the driver and passenger, identifies body regions involved in driver injury, and identifies the sources for severe driver head injury.

Methods: 1997–2015 NASS-CDS data were used to investigate the risk for Maximum Abbreviated Injury Scale (MAIS) 4 + F driver injury in near-side and far-side impacts by front passenger belt use and as a sole occupant in the driver seat. Side impacts were identified with GAD1 = L or R without rollover (rollover ≤ 0). Front-outboard occupants were included without ejection (ejection = 0). Injury severity was defined by MAIS and fatality (F) by TREATMNT = 1 or INJSEV = 4. Weighted data were determined. The risk for MAIS 4 + F was determined using the number of occupants with known injury status MAIS 0 + F. Standard errors were determined.

Results: Overall, belted drivers had greater risks for severe injury in near-side than far-side impacts. As a sole driver, the risk was 0.969 ± 0.212% for near-side and 0.313 ± 0.069% for far-side impacts (P < .005). The driver's risk was 0.933 ± 0.430% with an unbelted passenger and 0.596 ± 0.144% with a belted passenger in near-side impacts. The risk was 2.17 times greater with an unbelted passenger (NS). The driver's risk was 0.782 ± 0.431% with an unbelted passenger and 0.361% ± 0.114% with a belted passenger in far-side impacts. The risk was 1.57 times greater with an unbelted passenger (P < .10). Seat belt use was 66 to 95% effective in preventing MAIS 4 + F injury in the driver. For belted drivers, the head and thorax were the leading body regions for Abbreviated Injury Scale (AIS) 4+ injury. For near-side impacts, the leading sources for AIS 4+ head injury were the left B-pillar, roof, and other vehicle. For far-side impacts, the leading sources were the other occupant, right interior, and roof (8.5%).

Conclusions: Seat belt use by a passenger lowered the risk of severe driver injury in side impacts. The reduction was 54% in near-side impacts and 36% in far-side impacts. Belted drivers experienced mostly head and thoracic AIS 4+ injuries. Head injuries in the belted drivers were from contact with the side interior and the other occupant, even with a belted passenger.     

皮带输煤暗道通风排尘改造方案优化研究

为了解决皮带输煤暗道运输过程中粉尘污染严重及冬季供暖不足问题,对暗道通风供热系统进行了优化改造研究。以中煤平朔安家岭264输煤暗道为例,基于气固两相流理论,利用CFD模拟方法,对暗道内由风速对悬浮粉尘浓度分布的影响规律进行数值仿真。模拟结果显示:当输煤暗道排尘风速由0.25 m/s升至0.35 m/s时,粉尘浓度降为3.2 mg/m3,暗道最大通风阻力为245.94 Pa,最低换热量747.68 kW。基于数值模拟结果,从3种优化方案中选定一压一抽联合式通风除尘方案进行改造,现场实测除尘效果良好,表明所提出的输煤暗道通风除尘方案具有实践指导意义。     

湿法脱硫石膏脱水系统设备配置及优化

石膏脱水系统作为FGD的重要辅助系统,对于吸收塔运行指标、荣液条件、物料平衡、经济运行、副产物综合利用都有重要作用。介绍了湿法脱硫石膏一、二级脱水系统的流程和设备特点,着重分析研究了系统中一级脱水设备、皮带机冲洗系统、滤液水系统、废水旋流设备等的配置、选型和优化方案。     

区域高速公路网络构建对可达性空间格局的影响——以安徽沿江地区为实证 

以安徽沿江为实证，采用加权平均旅行时间指标，分析了高速公路网构建对节点区内联系及区外联系可达性格局的影响，并以此为基础，综合分析了节点总体可达性格局的变动；随后对总体可达性的变动幅度及其相对可达性变动格局进行了探讨。结果表明：安徽沿江高速公路网络的构建显著提高了区域整体可达性，且促进了可达性的均衡化；区内联系可达性、区外联系可达性及总体可达性三者格局特征不同，路网构建所形成的影响也各有差别；东部及北部地区可达性变动幅度小于西南部地区；根据可达性系数的变化幅度及方向，可将节点归为相对可达性下降、相对可达性稳定及相对可达性上升3类。     

东北林区火烧防火线方法研究

火烧防火线在东北林区应用广泛,是预防森林火灾的重要措施.这项工作由于受天气、可燃物、点火技术等各方面因素影响较大,应用时具有一定的风险性.本文针对火烧防火线过程中,用火条件的选择、点火技术的运用以及用火安全等方面加以分析.     

Factors related to seat belt use among fatally injured teenage drivers

PROBLEM: In the United States, teenage drivers have a higher crash risk and lower observed seat belt use than other age groups. METHOD: Seat belt use was examined for teenage (16-19 years) drivers who were fatally injured in traffic crashes occurring in the United States during the years 1995-2000. Vehicle, driver, and crash factors potentially related to belt use were examined. State differences in belt use rates among fatally injured teenage drivers were related to states' observed belt use rates for all ages and other state-level variables. RESULTS: During 1995-2000, mean belt use was 36% among fatally injured teenage drivers and 23% among fatally injured teenage passengers. One of the strongest predictors of higher belt use for both drivers and passengers was whether the crash occurred in a state with a primary seat belt law. Belt use rates for 1995-2000 for fatally injured teenage drivers ranged from 20% or less in six states to more than 60% in two states. States with the highest use rates were those with strong primary belt use laws and those with high rates of observed belt use for all ages. Lower belt use among fatally injured teenage drivers was associated with increasing age; male drivers; drivers of SUVs, vans, or pickup trucks rather than cars; older vehicles; crashes occurring late at night; crashes occurring on rural roadways; single vehicle crashes; and drivers with BACs of 0.10 or higher. Teenage driver belt use declined as the number of teenage passengers increased, but increased in the presence of at least one passenger 30 years or older. IMPACT ON TRAFFIC SAFETY: It is suggested that to increase teenage belt use, states should enact strong primary belt use laws and mount highly publicized efforts to enforce these laws. Graduated driver licensing systems should incorporate strong provisions that require seat belt use by teenage drivers and passengers.     

A research agenda for increasing safety belt use in the United States

On November 13-14, 2003, a symposium on high-visibility safety belt use enforcement in Raleigh, NC: (a) celebrated the 10th anniversary of North Carolina's Click It or Ticket program; (b) documented current knowledge regarding safety belt use; (c) proposed strategies to increase use further; and (d) discussed research to support these strategies.     

山脊防火林带有效结构的研究

防火林带的防火性能与阻风性能密切相关。本实验采用风洞模拟方法,对通风结构、疏透结构和紧密结构3种防火林带附近的风速进行测定,绘制了3种结构防火林带迎风面的风廊线。结果表明：紧密结构与疏透结构防火林带附近的阻风性能比较好,而通风结构阻风性能最差;但紧密结构防火林带上方的相对风速高达130％,为飞火的产生创造了条件;疏透结构林带上方的最大相对风速只有110％,不具备飞火产生的条件。所以,山脊防火林带的有效结构为疏透结构。     

钢丝绳芯输送带接头硫化工艺安全管理

介绍了钢丝绳芯输送带接头硫化的有关工艺规程 ,提出了确保接头硫化质量的安全施工措施 ,并进行了具体的应用实践 ,对于防止接头硫化质量不高而带来的重大接头断裂隐患具有一定的现实指导意义     

长江旅游带旅游资源空间格局研究

旅游资源的空间格局是旅游产业规划、布局的重要基础。本文选择长江旅游带9省2市世界遗产地、国家级自然保护区、5A旅游景区、全国重点文物保护单位等12类共计4 729处旅游资源单体的空间分布数据,借助Arc GIS软件,运用空间自相关分析和核密度估计法对旅游资源空间格局进行了分析。结果表明,长江旅游带总体旅游资源、自然旅游资源和人文旅游资源在空间上均具有明显的聚类特征。总体旅游资源沿北纬30°线、G318国道以及沪昆、沪汉蓉高铁等交通主干线分布趋势明显;高级别旅游资源主要集中在长江三角洲地区;自然旅游资源主要集中在沪汉蓉及沪昆高铁沿线及其中间地带;人文旅游资源主要集聚在长江以南的长江三角洲、古徽州地区、滇西北地区以及黔东南少数民族地区。依据得出的旅游资源空间格局特征和分布规律,建议依托长江水道、G318国道和沿线高铁,打造东西向快速旅游通道和精品旅游线路;依托政策优势,联合多方组织机构形成跨区域旅游合作共同体。