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.     

Plutonium isotopes concentration in seawater and bottom sediment off the Pacific coast of Aomori sea area during 1991-2005

A radioactivity survey was launched in 1991 to determine the background levels of ^239+240Pu in the marine environment off a commercial spent nuclear fuel reprocessing plant before full operation of the facility. Particular attention was focused on the ²⁴⁰Pu/²³⁹Pu atom ratio in seawater and bottom sediment to identify the origins of Pu isotopes. The concentration of ^239+240Pu was almost uniform in surface water, decreasing slowly over time. Conversely, the ^239+240Pu concentration varied markedly in the bottom water and was dependent upon the sampling point, with higher concentrations of ^239+240Pu observed in the bottom water sample at sampling points having greater depth. The ²⁴⁰Pu/²³⁹Pu atom ratio in the seawater and sediment samples was higher than that of global fallout Pu, and comparable with the data in the other sea area around Japan which has likely been affected by close-in fallout Pu originating from the Pacific Proving Grounds. The ²⁴⁰Pu/²³⁹Pu atom ratio in bottom sediment samples decreased with sea depth. The land-originated Pu is not considered as the reason of the increasing ^239+240Pu concentration and also decreasing the ²⁴⁰Pu/²³⁹Pu atom ratio with sea depth, and further study is required to clarify it.     

Respiratory tract retention of inhaled air pollutants: Report 1 : Mercury absorption by inhaling through the nose and expiring through the mouth at various concentrations

To study atmospheric mercury absorption in human respiratory passage-ways, mercury in expired air was measured in three different states of breathing: steady breathing, deep breathing and breath held after inspiration.In this study, air containing mercury was inhaled through the nose and expired through the mouth. The concentration of mercury in the exhaled air was determined by the technique of gold-amalgam trapping, heat vaporization, and flameless atomic absorption measurement.The subjects were 13 male adults, aged 25–62 years, and 38 cases were observed. Four different concentrations of mercury, 1–3, 4–6, 10–11, and 20–30 μg/m³ were used, and absorption for each was determined. When the concentration was 1–3 μg/m₃, the absorption was 74–92%, the average being 82.5%. At concentrations of 4–6, 10–11, and 20–30 μg/m₃, the absorption was 76.6–100%, 75.5–99.2%, and 79.9–95.9% respectively, and the average was 88.8%, 85.2%, and 87.7% respectively.A slightly higher rate of mercury absorption was observed in deep breathing than in steady breathing, and when expiration was suppressed for some time after inspiration, the rate increased remarkably to 97.4–99.7%. Prolonged retention of inhaled air containing mercury in the respiratory tract is believed to have caused the increased absorption.     

Metabolism of potassium bromate in rats II. In vitro studies

To learn more about the biodegradation of potassium bromate, the decomposition of bromate in various tissues of rats was studied. Bromate was degraded very slowly in human saliva and plasma of rat. However, nearly all tissue homogenates and red blood cells could degrade bromate by a mechanism which exhibited some stability to heat. Furthermore, it was suggested that the bromate degradation active component in the supernatant fraction of a liver homogenate was in part glutathione.     

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.     

Behavior of potassium in bread by ion chromatography

Public attention was aroused when mutagenicity was found in potassium bromate (KBrO₃) which has been used as an oxidizing agent in baking bread. Ion chromatography was found to be very useful for analyzing bromide and bromate ions in food. The residual condition of potassium bromate added to bread in the baking process was clarified.It was found that the residual rate of bromate ions in bread was approximately 30% at the added level of 100 μg/g, but it decreased markedly when the added levels went down. At 40 μg/g no residue was detected.     

Metabolism of potassium bromate in rats I. In vivo studies

Potassium Bromate was administered orally to rats and its fate in the body was studied. The bromate was rapidly absorbed from the digestive tract and was partly excreted in the urine within two hours of administration. No bromate was detected in body organs or in the blood 24 hours after dosing. Excretion of bromate into the urine was proportional to the dose, except that at 2.5mg/kg or less no excretion was observed. The administration of bromate increased the bromide concentration in various organs and in urine.     

A nationwide survey of outdoor radon concentration in Japan

Nationwide outdoor radon (222Rn) concentrations in Japan were measured to survey the environmental outdoor 222Rn level and to estimate the effective dose to the general public from 222Rn and its progeny. The 222Rn concentration was measured with a passive-type radon monitor. The 222Rn monitors were installed at about 700 points throughout Japan from 1997 to 1999. The annual mean 222Rn concentration in Japan was estimated from four quarters measurements of 47 prefectures in Japan. Nationwide outdoor mean 222Rn concentration was 6.1 Bq m(-3). This was about 40% of the indoor 222Rn concentration in Japan. The 222Rn concentration in Japan ranged from 3.3 Bq m(-3) in the Okinawa region to 9.8 Bq m(-3) in the Chugoku region, reflecting geological characteristics. Seasonal variation of outdoor 222Rn concentration was also found to be lowest in July to September, and highest in October to December. From the results of this 222Rn survey and previous indoor 222Rn survey program, the effective dose to the general public from 222Rn and its progeny was estimated to be 0.45 mSv y(-1).     

Situational characteristics of fatal pedestrian accidents involving vehicles traveling at low speeds in Japan

Abstract

Objective: This study aimed to investigate the situational characteristics of fatal pedestrian accidents involving vehicles traveling at low speeds in Japan. We focused on vehicles with 4 or more wheels. Such characteristics included daytime or nighttime conditions, road type, vehicle behaviors preceding the accident, and vehicle impact locations.

Methods: Pedestrian fatality data on vehicle–pedestrian accidents were obtained from the Institute for Traffic Accident Research and Data Analysis of Japan (ITARDA) from 2005 to 2014. Nine vehicle classifications were considered: Trucks with gross vehicle weight (GVW) ≥7.5 tons and <7.5 tons, buses, box vans, minivans, sport utility vehicles (SUVs), sedans, light passenger cars (LPCs), and light cargo vans (LCVs). We compared the situational daytime or nighttime conditions, road type, vehicle behaviors preceding the accident, and vehicle impact locations for accident-involved vehicles traveling at low and higher speeds across all vehicle types.

Results: The results indicate that pedestrian fatalities involving vehicles traveling at low speeds occurred more often under daytime conditions across all vehicle types. At signalized intersections, the relative proportions of pedestrian fatalities were significantly higher when vehicles were traveling at low speed, except when the accidents involved box vans or SUVs. Similarly, when vehicles turned right, the relative proportions of pedestrian fatalities were significantly higher when vehicles traveling at low speed were involved across all vehicle types. In terms of the frontal right vehicle impact location, the relative proportions of pedestrian fatalities were significantly higher when trucks with GVW ≥7.5 tons or <7.5 tons, sedans, or LCVs traveling at low speed were involved.

Conclusions: The situational characteristics of fatal pedestrian accidents involving vehicles traveling at low speeds identified in this study can guide targeted development of new traffic safety regulations or technologies specific to vehicle–pedestrian interactions at low vehicle travel speeds (i.e., driver alert devices or automated emergency braking systems). Ultimately, these developments can improve pedestrian safety by reducing the frequency or severity of vehicle–pedestrian accidents for vehicles turning right at intersections and/or reducing the number of resultant pedestrian fatalities.