Rehabilitation of a lowland river: Reconciling flood defence with habitat diversity and geomorphological sustainability

Geomorphologically appropriate rehabilitation measures were proposed to enhance the in-stream environment of the lowland River Idle, north Nottinghamshire, UK. However, the River Idle has multi-functional management requirements including those of flood defence so environmental enhancement must be pursued without significantly increasing the flood risk. Hydraulic testing of rehabilitation proposals is complicated because of the stringent assumptions about flow and morphology in ‘traditional’ hydraulic models. While new generation two- and three-dimension hydraulic models may overcome some of these problems, they are extremely data intensive, require advanced modelling capabilities and are, therefore, very expensive to apply. Also, they do not yet predict morphology-flow interactions adequately. As an alternative, several simple hydraulic models were applied to test the rehabilitation proposals, based on a fitness-for-purpose criterion.BENDFLOW was applied to fine tune the optimal siting of measures and to estimate the additional near-bank scour generated by proposed bend re-profiling. HMODEL2 and the FCFA method were used to test the impact on local channel conveyance capacities and HECRAS was applied to simulate the impact of the proposals on regional flood defence. Indicative results from the testing suggested a maximum increase in near-bank scour of 0·15 m in re-profiled bends, a loss of approximately 10% in flood conveyance locally due to deflector installation or reed and tree planting, and a 0·12 m increase in flood stage within the reach for a 15 year flood. The modelling results were acceptable to the management authority as an indication of an acceptable compromise between flood defence and conservation interests, and construction of the measures followed in 1996. It is clearly that it will require the results of post-project monitoring to indicate whether compromises made to the rehabilitation initiatives in order to satisfy flood defence requirements have unduly reduced their environmental enhancement potential but, for assessing the proposed methods, the models are recommended for use other lowland river environments.     

Assessment of Integrated Pedestrian Protection Systems with Autonomous Emergency Braking (AEB) and Passive Safety Components

Objective: Autonomous emergency braking (AEB) systems fitted to cars for pedestrians have been predicted to offer substantial benefit. On this basis, consumer rating programs—for example, the European New Car Assessment Programme (Euro NCAP)—are developing rating schemes to encourage fitment of these systems. One of the questions that needs to be answered to do this fully is how the assessment of the speed reduction offered by the AEB is integrated with the current assessment of the passive safety for mitigation of pedestrian injury. Ideally, this should be done on a benefit-related basis.

The objective of this research was to develop a benefit-based methodology for assessment of integrated pedestrian protection systems with AEB and passive safety components. The method should include weighting procedures to ensure that it represents injury patterns from accident data and replicates an independently estimated benefit of AEB.

Methods: A methodology has been developed to calculate the expected societal cost of pedestrian injuries, assuming that all pedestrians in the target population (i.e., pedestrians impacted by the front of a passenger car) are impacted by the car being assessed, taking into account the impact speed reduction offered by the car's AEB (if fitted) and the passive safety protection offered by the car's frontal structure. For rating purposes, the cost for the assessed car is normalized by comparing it to the cost calculated for a reference car.

The speed reductions measured in AEB tests are used to determine the speed at which each pedestrian in the target population will be impacted. Injury probabilities for each impact are then calculated using the results from Euro NCAP pedestrian impactor tests and injury risk curves. These injury probabilities are converted into cost using “harm”-type costs for the body regions tested. These costs are weighted and summed. Weighting factors were determined using accident data from Germany and Great Britain and an independently estimated AEB benefit. German and Great Britain versions of the methodology are available. The methodology was used to assess cars with good, average, and poor Euro NCAP pedestrian ratings, in combination with a current AEB system. The fitment of a hypothetical A-pillar airbag was also investigated.

Results: It was found that the decrease in casualty injury cost achieved by fitting an AEB system was approximately equivalent to that achieved by increasing the passive safety rating from poor to average. Because the assessment was influenced strongly by the level of head protection offered in the scuttle and windscreen area, a hypothetical A-pillar airbag showed high potential to reduce overall casualty cost.

Conclusions: A benefit-based methodology for assessment of integrated pedestrian protection systems with AEB has been developed and tested. It uses input from AEB tests and Euro NCAP passive safety tests to give an integrated assessment of the system performance, which includes consideration of effects such as the change in head impact location caused by the impact speed reduction given by the AEB.     

Estimated Injury Risk for Specific Injuries and Body Regions in Frontal Motor Vehicle Crashes

Objective: Injury risk curves estimate motor vehicle crash (MVC) occupant injury risk from vehicle, crash, and/or occupant factors. Many vehicles are equipped with event data recorders (EDRs) that collect data including the crash speed and restraint status during a MVC. This study's goal was to use regulation-required data elements for EDRs to compute occupant injury risk for (1) specific injuries and (2) specific body regions in frontal MVCs from weighted NASS-CDS data.

Methods: Logistic regression analysis of NASS-CDS single-impact frontal MVCs involving front seat occupants with frontal airbag deployment was used to produce 23 risk curves for specific injuries and 17 risk curves for Abbreviated Injury Scale (AIS) 2+ to 5+ body region injuries. Risk curves were produced for the following body regions: head and thorax (AIS 2+, 3+, 4+, 5+), face (AIS 2+), abdomen, spine, upper extremity, and lower extremity (AIS 2+, 3+). Injury risk with 95% confidence intervals was estimated for 15–105 km/h longitudinal delta-Vs and belt status was adjusted for as a covariate.

Results: Overall, belted occupants had lower estimated risks compared to unbelted occupants and the risk of injury increased as longitudinal delta-V increased. Belt status was a significant predictor for 13 specific injuries and all body region injuries with the exception of AIS 2+ and 3+ spine injuries. Specific injuries and body region injuries that occurred more frequently in NASS-CDS also tended to carry higher risks when evaluated at a 56 km/h longitudinal delta-V. In the belted population, injury risks that ranked in the top 33% included 4 upper extremity fractures (ulna, radius, clavicle, carpus/metacarpus), 2 lower extremity fractures (fibula, metatarsal/tarsal), and a knee sprain (2.4–4.6% risk). Unbelted injury risks ranked in the top 33% included 4 lower extremity fractures (femur, fibula, metatarsal/tarsal, patella), 2 head injuries with less than one hour or unspecified prior unconsciousness, and a lung contusion (4.6–9.9% risk). The 6 body region curves with the highest risks were for AIS 2+ lower extremity, upper extremity, thorax, and head injury and AIS 3+ lower extremity and thorax injury (15.9–43.8% risk).

Conclusions: These injury risk curves can be implemented into advanced automatic crash notification (AACN) algorithms that utilize vehicle EDR measurements to predict occupant injury immediately following a MVC. Through integration with AACN, these injury risk curves can provide emergency medical services (EMS) and other patient care providers with information on suspected occupant injuries to improve injury detection and patient triage.     

On-Scene Injury Severity Prediction (OSISP) Algorithm for Truck Occupants

Objective: The aim of this study is to develop an on-scene injury severity prediction (OSISP) algorithm for truck occupants using only accident characteristics that are feasible to assess at the scene of the accident. The purpose of developing this algorithm is to use it as a basis for a field triage tool used in traffic accidents involving trucks. In addition, the model can be valuable for recognizing important factors for improving triage protocols used in Sweden and possibly in other countries with similar traffic environments and prehospital procedures.

Methods: The scope is adult truck occupants involved in traffic accidents on Swedish public roads registered in the Swedish Traffic Accident Data Acquisition (STRADA) database for calendar years 2003 to 2013. STRADA contains information reported by the police and medical data on injured road users treated at emergency hospitals. Using data from STRADA, 2 OSISP multivariate logistic regression models for deriving the probability of severe injury (defined here as having an Injury Severity Score [ISS] > 15) were implemented for light and heavy trucks; that is, trucks with weight up to 3,500 kg and ??16,500 kg, respectively. A 10-fold cross-validation procedure was used to estimate the performance of the OSISP algorithm in terms of the area under the receiver operating characteristic curve (AUC).

Results: The rate of belt use was low, especially for heavy truck occupants. The OSISP models developed for light and heavy trucks achieved cross-validation AUC of 0.81 and 0.74, respectively. The AUC values obtained when the models were evaluated on all data without cross-validation were 0.87 for both light and heavy trucks. The difference in the AUC values with and without use of cross-validation indicates overfitting of the model, which may be a consequence of relatively small data sets. Belt use stands out as the most valuable predictor in both types of trucks; accident type and age are important predictors for light trucks.

Conclusions: The OSISP models achieve good discriminating capability for light truck occupants and a reasonable performance for heavy truck occupants. The prediction accuracy may be increased by acquiring more data. Belt use was the strongest predictor of severe injury for both light and heavy truck occupants. There is a need for behavior-based safety programs and/or other means to encourage truck occupants to always wear a seat belt.     

超高速瞬态测试系统软硬件构架设计研究

目的研究采样频率为2~10 MHz的64通道超高速同步瞬态测试系统的设计技术,实现两类典型超高速瞬态测试系统的硬件架构设计与软件架构设计。方法一类采用PXI-Express高带宽总线和高速RAID磁盘阵列架构构建持续流盘存储的连续高速测试系统,另一类是采用大容量板载数据缓存和PXI总线事后下载传输数据的架构构造高速测试系统。在高性能测试软件设计方面,主要应用生产者/消费者结构与有限状态机相结合的软件架构进行高性能测试系统软件设计。结果目前64通道下基于持续流盘架构的测试系统受数据记录的速度限制系统最高采样频率仅达2.5 MHz,而基于板载缓存数据与PXI总线事后下载数据架构的测试系统最高采样频率可达10 MHz,测试时长可达5 s。结论当前两类架构的测试系统均可满足超高速瞬态测试需求,设计时需根据需求的最高采样频率决定使用的架构形式。     

固定源细颗粒物稀释测试法现场应用存在问题及影响因素分析研究

对基于大气环境的稀释测试法在现场应用中存在的主要问题进行了归纳总结,并对若干影响细颗粒物测试结果的重要因素进行了分析,诸如停留时间、稀释比、采样时间等因素,期望能够对该法测试系统的后续改进或重新设计提供实际问题导向,同时也能够对该领域现场工作的科研人员提供非常有用的经验。     

被动加标在水生生态风险评价中的应用——以多氯联苯分配系数的测定为例

准确的水生生态风险评价需要可靠的毒性数据,而其获取要求在一定时间范围内,水体中污染物的浓度保持恒定。对疏水性有机污染物进行水体生物毒性测试时,通常采用有机溶剂加标,然而该方式可能因为污染物的挥发和降解、容器壁吸附、生物摄取等问题,水体中污染物浓度持续下降,导致污染物的浓度-效应关系难以明确。近期为了克服这些问题,被动加标用于替代溶剂加标,通过污染物在加标体系中平衡分配来维持精确和恒定的水体浓度,同时还可通过测定加标聚合物中污染物的浓度来监测水体浓度。首先介绍了被动加标方法及其材料选择,讨论了该方法在生态风险评价中的主要应用,包括分配系数的测定、体外细胞测试、体内生物积累及毒性测试,以及沉积物毒性评价等。然后,以测定代表污染物多氯联苯在聚二甲基硅氧烷与水间的分配系数为例,详细说明被动加标的操作流程。最后,讨论了被动加标方法的优缺点,并对其在水生生态风险中的应用前景进行了展望。     

Comparative abiotic or biotic degradation of carboxin by two Entisols with different surface properties or Pseudomonas aeruginosa strain: A toxicity study using the crustacean Thamnocephalus platyurus

The microcrustacean Thamnocephalus platyurus was used to detect the toxicity reduction of carboxin in abiotic degradation compared to biotic degradation. The abiotic degradation was obtained using two sterilized Entisols with different surface properties while the biotic degradation by Pseudomonas aeruginosa was obtained using the fungicide as the only C source. The results showed that the highest toxicity reduction rates for the abiotic degradation were achieved in 20 days with 49.2% for the coarser soil, 60.7% for the soil with a finer texture, whereas for the biotic degradation, 60.6%. Analysis (¹H NMR) showed that the soils transformed carboxin to produce sulfoxide and enol in different concentrations depending on the soil properties, while P. aeruginosa metabolized the fungicide to produce inorganic compounds such as ammonium and nitrite, minor degradation pathways were oxidized to sulfoxide and hydrolytic ring-opening to 2-[(2-hydroxyethyl)thio]acetoacetanilide enol. These results indicated that the degradation of carboxin occurred via abiotic catalytic processes as well as via biotic transformation leading to less toxic derivatives and such phenomena are caused by exchange/surface features of soils, rather than by the mere content of clay or organic matter fractions.