Creating Pedestrian Crash Scenarios in a Driving Simulator Environment

Objective: In 2012 in the United States, pedestrian injuries accounted for 3.3% of all traffic injuries but, disproportionately, pedestrian fatalities accounted for roughly 14% of traffic-related deaths (NHTSA 2014 NHTSA. Traffic Safety Facts 2012 Pedestrians. Washington, DC: Author; 2014. DOT HS 811 888. [Google Scholar]). In many other countries, pedestrians make up more than 50% of those injured and killed in crashes. This research project examined driver response to crash-imminent situations involving pedestrians in a high-fidelity, full-motion driving simulator. This article presents a scenario development method and discusses experimental design and control issues in conducting pedestrian crash research in a simulation environment. Driving simulators offer a safe environment in which to test driver response and offer the advantage of having virtual pedestrian models that move realistically, unlike test track studies, which by nature must use pedestrian dummies on some moving track.

Methods: An analysis of pedestrian crash trajectories, speeds, roadside features, and pedestrian behavior was used to create 18 unique crash scenarios representative of the most frequent and most costly crash types. For the study reported here, we only considered scenarios where the car is traveling straight because these represent the majority of fatalities. We manipulated driver expectation of a pedestrian both by presenting intersection and mid-block crossing as well as by using features in the scene to direct the driver's visual attention toward or away from the crossing pedestrian. Three visual environments for the scenarios were used to provide a variety of roadside environments and speed: a 20–30 mph residential area, a 55 mph rural undivided highway, and a 40 mph urban area.

Results: Many variables of crash situations were considered in selecting and developing the scenarios, including vehicle and pedestrian movements; roadway and roadside features; environmental conditions; and characteristics of the pedestrian, driver, and vehicle. The driving simulator scenarios were subjected to iterative testing to adjust time to arrival triggers for the pedestrian actions. This article discusses the rationale behind creating the simulator scenarios and some of the procedural considerations for conducting this type of research.

Conclusions: Crash analyses can be used to construct test scenarios for driver behavior evaluations using driving simulators. By considering trajectories, roadway, and environmental conditions of real-world crashes, representative virtual scenarios can serve as safe test beds for advanced driver assistance systems. The results of such research can be used to inform pedestrian crash avoidance/mitigation systems by identifying driver error, driver response time, and driver response choice (i.e., steering vs. braking).     

Analysis of Driver Evasive Maneuvering Prior to Intersection Crashes Using Event Data Recorders

Objective: Intersection crashes account for over 4,500 fatalities in the United States each year. Intersection Advanced Driver Assistance Systems (I-ADAS) are emerging vehicle-based active safety systems that have the potential to help drivers safely navigate across intersections and prevent intersection crashes and injuries. The performance of an I-ADAS is expected to be highly dependent upon driver evasive maneuvering prior to an intersection crash. Little has been published, however, on the detailed evasive kinematics followed by drivers prior to real-world intersection crashes. The objective of this study was to characterize the frequency, timing, and kinematics of driver evasive maneuvers prior to intersection crashes.

Methods: Event data recorders (EDRs) downloaded from vehicles involved in intersection crashes were investigated as part of NASS-CDS years 2001 to 2013. A total of 135 EDRs with precrash vehicle speed and braking application were downloaded to investigate evasive braking. A smaller subset of 59 EDRs that collected vehicle yaw rate was additionally analyzed to investigate evasive steering. Each vehicle was assigned to one of 3 precrash movement classifiers (traveling through the intersection, completely stopped, or rolling stop) based on the vehicle's calculated acceleration and observed velocity profile. To ensure that any significant steering input observed was an attempted evasive maneuver, the analysis excluded vehicles at intersections that were turning, driving on a curved road, or performing a lane change. Braking application at the last EDR-recorded time point was assumed to indicate evasive braking. A vehicle yaw rate greater than 4° per second was assumed to indicate an evasive steering maneuver.

Results: Drivers executed crash avoidance maneuvers in four-fifths of intersection crashes. A more detailed analysis of evasive braking frequency by precrash maneuver revealed that drivers performing complete or rolling stops (61.3%) braked less often than drivers traveling through the intersection without yielding (79.0%). After accounting for uncertainty in the timing of braking and steering data, the median evasive braking time was found to be between 0.5 to 1.5 s prior to impact, and the median initial evasive steering time was found to occur between 0.5 and 0.9 s prior to impact. The median average evasive braking deceleration for all cases was found to be 0.58 g. The median of the maximum evasive vehicle yaw rates was found to be 8.2° per second. Evasive steering direction was found to be most frequently in the direction of travel of the approaching vehicle.

Conclusions: The majority of drivers involved in intersection crashes were alert enough to perform an evasive action. Most drivers used a combination of steering and braking to avoid a crash. The average driver attempted to steer and brake at approximately the same time prior to the crash.     

Review and prospect of emerging contaminants in waste – Key issues and challenges linked to their presence in waste treatment schemes: General aspects and focus on nanoparticles

The presence in waste of emerging pollutants (EPs), whose behaviours and effects are not well understood, may present unexpected health and environmental risks and risks for the treatment processes themselves. EP may include substances that are newly detected in the environment, substances already identified as risky and whose use in items is prohibited (but which may be present in old or imported product waste) or substances already known but whose recent use in products can cause problems during their future treatment as waste. Several scientific studies have been conducted to assess the presence of EP in waste, but they are mostly dedicated to a single category of substance or one particular waste treatment. In the absence of a comprehensive review focused on the impact of the presence of EP on waste treatment schemes, the authors present a review of the key issues associated with the treatment of waste containing emerging pollutants. This review presents the typologies of emerging pollutants that are potentially present in waste along with the major challenges for each treatment scheme (recycling, composting, digestion, incineration, landfilling and wastewater treatment). All conventional treatment processes are affected by these new pollutants, and they were almost never originally designed to consider these substances. In addition to these general aspects, a comprehensive review of available data, projects and future R&D needs related to the impact of nanoparticles on waste treatment is presented as a case study.     

Energy implications of mechanical and mechanical–biological treatment compared to direct waste-to-energy

Primary energy savings potential is used to compare five residual municipal solid waste treatment systems, including configurations with mechanical (MT) and mechanical–biological (MBT) pre-treatment, which produce waste-derived fuels (RDF and SRF), biogas and/or recover additional materials for recycling, alongside a system based on conventional mass burn waste-to-energy and ash treatment. To examine the magnitude of potential savings we consider two energy efficiency levels (state-of-the-art and best available technology), the inclusion/exclusion of heat recovery (CHP vs. PP) and three different background end-use energy production systems (coal condensing electricity and natural gas heat, Nordic electricity mix and natural gas heat, and coal CHP energy quality allocation).The systems achieved net primary energy savings in a range between 34 and 140 MJ_primary/100 MJ_{input waste}, in the different scenario settings. The energy footprint of transportation needs, pre-treatment and reprocessing of recyclable materials was 3–9.5%, 1–18% and 1–8% respectively, relative to total energy savings. Mass combustion WtE achieved the highest savings in scenarios with CHP production, nonetheless, MBT-based systems had similarly high performance if SRF streams were co-combusted with coal. When RDF and SRF was only used in dedicated WtE plants, MBT-based systems totalled lower savings due to inherent system losses and additional energy costs. In scenarios without heat recovery, the biodrying MBS-based system achieved the highest savings, on the condition of SRF co-combustion. As a sensitivity scenario, alternative utilisation of SRF in cement kilns was modelled. It supported similar or higher net savings for all pre-treatment systems compared to mass combustion WtE, except when WtE CHP was possible in the first two background energy scenarios. Recovery of plastics for recycling before energy recovery increased net energy savings in most scenario variations, over those of full stream combustion. Sensitivity to assumptions regarding virgin plastic substitution was tested and was found to mostly favour plastic recovery.     

Quantifying capital goods for waste incineration

Materials and energy used for the construction of modern waste incineration plants were quantified. The data was collected from five incineration plants (72,000–240,000 tonnes per year) built in Scandinavia (Norway, Finland and Denmark) between 2006 and 2012. Concrete for the buildings was the main material used amounting to 19,000–26,000 tonnes per plant. The quantification further included six main materials, electronic systems, cables and all transportation. The energy used for the actual on-site construction of the incinerators was in the range 4000–5000 MW h. In terms of the environmental burden of producing the materials used in the construction, steel for the building and the machinery contributed the most. The material and energy used for the construction corresponded to the emission of 7–14 kg CO₂ per tonne of waste combusted throughout the lifetime of the incineration plant. The assessment showed that, compared to data reported in the literature on direct emissions from the operation of incinerators, the environmental impacts caused by the construction of buildings and machinery (capital goods) could amount to 2–3% with respect to kg CO₂ per tonne of waste combusted.     

Gasification of waste plastics by steam reforming in a fluidized bed

The process of producing synthetic gas from waste plastics by steam reforming was investigated. To evaluate this process, the steam reforming of the oils derived from low-density polyethylene and polystyrene were carried out using a laboratory-scale fluidized bed of Ni-Al₂O₃ catalysts. The performance of gasification in terms of carbon conversion, gas yield, and gas compositions was examined. Although oils derived from plastics contain many kinds of heavy hydrocarbons and aromatics, they were well gasified at temperatures above 1023 K with a steam/carbon ratio of 3.5 and a weight hourly space velocity of 1 h⁻¹. The hydrogen content of the product gas was very high at approximately 72 vol% for polyethylene-derived oil and 68 vol% for polystyrene-derived oil. These compositions agreed well with the values calculated from chemical equilibrium.     

Studies of the effects of environmental factors on the seasonal change of phytoplankton population in municipal waste water stabilization ponds

Studies were carried out on waste water stabilization ponds in the southern region of Tehran (Iran). Concrete waste stabilization ponds made up of 4 lagoons with 32,047?m³ volume handled 180?lit/ day sewage per capita. Samples were collected monthly from 3 regions of influent and effluent from January to December. Some of the samples were used for identification, culture and purification without any fixation of phytoplankton, but some of them were fixed. Algae were identified using bright field and dark field microscopes. The relationship between the environmental factors and the population density of the species at different times was also measured based on the data analysis factors. Results showed existing 53 taxa in 4 phylum and 38 genera of algae. Taxa were: Cyanophyta (17 taxa), Chlorophyta (22 taxa), Chrysophyta (11 taxa) and Euglenophyta (4 taxa) that fluctuated based on the environmental conditions.     

Physical and motor development in male and female rat offspring prenatally exposed to gamma radiation

Abstract

The effects of radiation on physical and motor development of male and female rats exposed to ionizing radiation in utero were studied. Rats were exposed to three different doses of radiation (150 rad, 15 rad and 6.8 rad, considered as high, moderate and low doses of radiation respectively) on the 20th day of prenatal life. Exposure to 150 rad contributed to significantly lower body weights of both male and female rat offspring. Upper jaw tooth eruption was delayed in 150 rad treated male offspring, as well as in 15 rad and 150 rad treated female offspring. Cliff‐avoidance response was delayed in 6.8 rad, 15 rad, and 150 rad treated male offspring; and 150 rad treated female offspring. Lower jaw tooth eruption, eye opening, and crawling were not affected by radiation in male or female animals. Results indicate that radiation affected the developmental parameters of both male and female rat offspring, and sex of the offspring played no role in the magnitude of radiation induced damages.     

Goshute Native American Tribe and Nuclear Waste: Complexities and Contradictions of a Bounded-Constitutive Relationship

This essay examines discourse from members of the Skull Valley Goshute Native American tribe about the nuclear-waste proposal and tribal controversy. Building from Kinsella's “bounded-constitutive” theoretical model of communication, I argue the environment (material) is more than a context where Goshute culture and policy development (symbolic) plays out. Rather, environment, culture, and policy mutually define each other, and the material environment constrains Goshute culture. Instead of the symbolic unilaterally influencing the material, the material responds and acts to influence the symbolic. The symbolic becomes responsible to the material and vice versa as the relationship is multi-influential and interactive creating political, cultural, and environmental complexities and contradictions while fueling intra-tribal conflict.     

Impact of source segregation intensity of solid waste on fuel consumption and collection costs

Fuel consumption and collection costs of solid waste were evaluated by the aid of a simulation model for a given collection area of a medium-sized Italian city. Using the model it is possible to calculate time, collected waste and fuel consumption for a given waste collection route. Starting from the data for the current waste collection scenario with a Source Segregated (SS) intensity of 25%, all the main model error evaluated was ?1.2. SS intensity scenarios of 25%, 30%, 35% and 52% were simulated. Results showed an increase in the average fuel consumed by the collection vehicles that went from about 3.3 L/tonne for 25% SS intensity to about 3.8 L/tonne for a SS intensity of 52%. Direct collection costs, including crews and vehicle purchase, ranged from about 40 €/tonne to about 70 €/tonne, respectively, for 25% and 52% SS intensity. The increase in fuel consumption and collection costs depends on the density of the waste collected, on the collection vehicle compaction ratio and on the waste collection vehicle utilization factor (WCVUF). In particular a reduction of about 50% of the WCVUF can lead to an average increase of about 80% in fuel consumption and 100% in collection costs.