Motor vehicle crashes killed almost 5,000 pedestrians in 2005 in the United States. Pedestrian risk may be higher in areas characterized by urban sprawl. From 2000 to 2004, pedestrian fatality rates declined in the United States, but the Atlanta metropolitan statistical area did not experience the same decline. Pedestrian fatality rates for males, Hispanics, and the 15–34 and 35–54 year age groups were higher in Atlanta than in the United States overall. Pedestrian safety interventions should be targeted to high-risk populations and localized pedestrian settings. 相似文献
Plastics such as polyvinyl chlorides (PVC) are widely used in many indoor constructed environments; however, their unbound chemicals, such as di-(2-ethylhexyl) phthalates (DEHP), can leach into the surrounding environment. This study focused on DEHP's effect on the central nervous system by determining the precise DEHP content in mice brain tissue after exposure to the chemical, to evaluate the specific exposure range. Primary neuronal-astrocyte co-culture systems were used as in vitro models for chemical hazard identification of DEHP. Oxidative stress was hypothesized as a probable mechanism involved, and therefore the total reactive oxygen species (ROS) concentration was determined as a biomarker of oxidative stress. In addition, NeuriteTracer, a neurite tracing plugin with ImageJ, was used to develop an assay for neurotoxicity to provide quantitative measurements of neurological parameters, such as neuronal number, neuron count and neurite length, all of which could indicate neurotoxic effects. The results showed that with 1 nmol/L DEHP exposure, there was a significant increase in ROS concentrations, indicating that the neuronal-astrocyte cultures were injured due to exposure to DEHP. In response, astrocyte proliferation (gliosis) was initiated, serving as a mechanism to maintain a homeostatic environment for neurons and protect neurons from toxic chemicals. There is a need to assess the cumulative effects of DEHP in animals to evaluate the possible uotake and effects on the human neuronal system from exoosure to DEHP in the indoor environment. 相似文献
Introduction: More than 800 pedestrians die annually in crashes on interstates and other freeways in the United States, but few studies have examined their characteristics. Method: Data from the Fatality Analysis Reporting System on pedestrians fatally injured during 2015–2017 were analyzed. Chi-square tests compared characteristics of pedestrians killed on interstates and other freeways with those that died on other roads, and across crash types among freeway deaths. Land use characteristics of locations where pedestrians were killed while crossing freeways in a large state (California) were identified using Google Earth. Results: A larger proportion of pedestrians killed on freeways died on dark and unlit roads (48% vs. 32%), were male (78% vs. 68%), or were ages 20–44 (55% vs. 32%) compared with pedestrians killed on other roads. Crossing (42%) was the most common crash type among pedestrian deaths on freeways, followed by disabled-vehicle-related crashes (18%). Pedestrians who died while crossing more often had blood alcohol concentrations ≥ 0.08 g/dL (40%) than those in disabled-vehicle-related (22%) or other crashes (34%). Deaths in crossing crashes were more likely than other freeway deaths to occur on urban roads (81%), at speed limits ≤50 mph (13%), or between 18:00 and 23:59 (49%), and 58% of crossing crashes analyzed for land use were located between residential and other (e.g., commercial, recreational) uses. Over a third (37%) of deaths in disabled-vehicle-related crashes occurred at speed limits ≥70 mph. Conclusions: A surprising proportion of pedestrian deaths occur on controlled-access roads not designed for walking. Countermeasures for these crashes need to be implemented to see meaningful reductions in pedestrian fatalities overall. Practical applications: Improving roadway and vehicle lighting, requiring reflective warning devices for marking disabled vehicles, constructing pedestrian overpasses and underpasses in areas frequently crossed, and promoting alternative means of traveling between residential and commercial areas could help. 相似文献
Objective: Evaluating the biofidelity of pedestrian finite element models (PFEM) using postmortem human subjects (PMHS) is a challenge because differences in anthropometry between PMHS and PFEM could limit a model's capability to accurately capture cadaveric responses. Geometrical personalization via morphing can modify the PFEM geometry to match the specific PMHS anthropometry, which could alleviate this issue. In this study, the Total Human Model for Safety (THUMS) PFEM (Ver 4.01) was compared to the cadaveric response in vehicle–pedestrian impacts using geometrically personalized models.
Methods: The AM50 THUMS PFEM was used as the baseline model, and 2 morphed PFEM were created to the anthropometric specifications of 2 obese PMHS used in a previous pedestrian impact study with a mid-size sedan. The same measurements as those obtained during the PMHS tests were calculated from the simulations (kinematics, accelerations, strains), and biofidelity metrics based on signals correlation (correlation and analysis, CORA) were established to compare the response of the models to the experiments. Injury outcomes were predicted deterministically (through strain-based threshold) and probabilistically (with injury risk functions) and compared with the injuries reported in the necropsy.
Results: The baseline model could not accurately capture all aspects of the PMHS kinematics, strain, and injury risks, whereas the morphed models reproduced biofidelic response in terms of trajectory (CORA score = 0.927 ± 0.092), velocities (0.975 ± 0.027), accelerations (0.862 ± 0.072), and strains (0.707 ± 0.143). The personalized THUMS models also generally predicted injuries consistent with those identified during posttest autopsy.
Conclusions: The study highlights the need to control for pedestrian anthropometry when validating pedestrian human body models against PMHS data. The information provided in the current study could be useful for improving model biofidelity for vehicle–pedestrian impact scenarios. 相似文献
ABSTRACT: Riffles in moderately entrenched stream reaches with gradients of 2 percent to 4 percent that have received excessive sediment from upstream have a distinctly different and higher proportion of smaller mobile particles than riffles in systems that are in dynamic equilibrium. The mobile fraction on the riffle can be estimated by comparing the relative abundance of various particle sizes present on the riffle with the dominant large particles on an adjacent bar. Riffle particles smaller than the dominant large particles on the bar are interpreted as mobile. The mobile percentile of particles on the riffle is termed “Riffle Stability Index” (RSI) and provides a useful estimate of the degree of increased sediment supply to riffles in mountain streams. The RSI addresses situations in which increases in gravel bedload from headwaters activities is depositing material on riffles and filling pools, and it reflects qualitative differences between reference and managed watersheds. The RSI correlates well with other measures of stream channel physical condition, such as V and the results of fish habitat surveys. Thus, it can be used as an indicator of stream reach and watershed condition and also of aquatic habitat quality. 相似文献