Modeling and simulation of collisions of heavy trucks with concrete barriers

On-site collision tests of full-scale concrete barriers are an important method to understand what happens to concrete barriers when vehicles collide with them. However, such tests require both time and money, so modeling and simulation of collisions by computer have been developed as an alternative in this research. First, spring subgrade models were developed to formulate the ground boundary of concrete barriers based on previous experiments. Then, the finite element method models were developed for both heavy trucks and concrete barriers to simulate their dynamic collision performances. Comparison of the results generated from computer simulations and on-site experiments demonstrates that the developed models can be applied to simulate the collision of heavy trucks with concrete barriers, to replicate the movement of the truck at the collision, and to investigate the performance of the concrete barriers. The developed research methodology can be widely used to support the design of new concrete barriers and the safety analysis of existing ones.

Dynamic simulation of collisions of heavy high-speed trucks with concrete barriers

Real vehicle collision experiments on full-scale road safety barriers are important to determine the outcome of a vehicle versus barrier impact accident. However, such experiments require large investment of time and money. Numerical simulation has therefore been imperative as an alternative method for testing concrete barriers. In this research, spring subgrade models were first developed to simulate the ground boundary of concrete barriers. Both heavy trucks and concrete barriers were modeled using finite element methods (FEM) to simulate dynamic collision performances. Comparison of the results generated from computer simulations and on-site full-scale experiments demonstrated that the developed models could be applied to simulate the collision of heavy trucks with concrete barriers to provide the data to design new road safety barriers and analyze existing ones.

Bunker-de-bunk 2012

Occupational light vehicle use: characterising the at-risk population

Previous occupational light vehicle research has concentrated on employees using cars. The aim of this study was to identify and characterise the total occupational light vehicle-user population and compare it with the privately-used light vehicle population. Occupational light vehicle and private light vehicle populations were identified through use-related 2003 registration categories from New South Wales Roads and Traffic Authority data. Key groups of occupational light vehicle registration variables were comparatively assessed as potential determinants of occupational light vehicleuser risks. These comparisons were expressed as odds ratios with 95% Confidence Intervals. The occupational light vehicle population vehicles (n=646,201) comprised 18% of all light vehicle registrations. A number of statistical differences emerge between the two populations. For instance, 86% of occupational light vehicle registrants were male versus 65% of private registrants, and 56% of the occupational users registered load shape vehicles versus 20% of the private registrants. Occupational light vehicles registered for farming or taxi use were more than six times more likely to belong to sole-traders than organisations. Sole-traders were nearly twice as likely to register light-trucks, and twice as likely to register older vehicles, than organisations. This study demonstrates that the occupational light vehicle user population is larger and more diverse than previously shown with characteristics likely to increase the relative risks of motor vehicle crashes. More occupational light vehicles were load shapes and therefore likely to have poorer crashworthiness ratings than cars. Occupational light vehicles are frequently used by sole-traders for activities with increased OHS risks including farming and taxi use. Further exploration of occupational light vehicle-user crash risks should include all vehicle types, work arrangements and small ‘fleets’.

A qualitative study of environmental factors important for physical activity in rural adults

PURPOSE: Despite increasing evidence that the physical environment impacts on physical activity among urban-dwellers, little attention has been devoted to understanding this relationship in rural populations. Work in this area is further hindered by a lack of environmental measures specifically designed for rural settings. This qualitative study aimed to explore the salience of urban physical activity environment constructs among rural adults. METHODS: In 2011, 49 rural men and women from three distinct areas (coastal, animal-based farming, forestry/plant-based farming) of rural Tasmania, Australia, were purposively recruited to participate in semi-structured interviews. Interviews explored features of the built and social environment commonly examined in studies of urban adults, including functional characteristics (eg, lighting, footpaths, roads/verges), road and personal safety, availability and accessibility of places to be active, destinations, and aesthetics. Interviews were recorded, transcribed verbatim and analysed using a content-thematic approach using QSR NVivo software. FINDINGS: While some urban environmental constructs were salient to these rural adults, such as availability of and accessibility to places to be active, some constructs were operationalised differently, such as road safety (where large trucks and winding roads rather than traffic density was of concern), or were not considered relevant (eg, personal safety related to crime, availability of walkable destinations, aesthetics). CONCLUSIONS: The measurement of the physical environment in rural populations may require reconsideration and/or modification to ensure salience and appropriate quantification of associations with physical activity in future studies.

Localized ant colony of robots for redeployment in wireless sensor networks

Sensor failures or oversupply in wireless sensor networks (WSNs), especially initial random deployment, create spare sensors (whose area is fully covered by other sensors) and sensing holes. We envision a team of robots to relocate sensors and improve their area coverage. Existing algorithms, including centralized ones and the only localized G-R3S2 [9], move only spare sensors and have limited improvement because non-spare sensors, with area coverage mostly overlapped by neighbour sensors, are not moved, and additional sensors are deployed to fill existing small holes. We propose a localized algorithm, called Localized Ant-based Sensor Relocation Algorithm with Greedy Walk (LASR-G), where each robot may carry at most one sensor and makes decision that depends only on locally detected information. In LASRG, each robot calculates corresponding pickup or dropping probability, and relocates sensor with currently low coverage contribution to another location where sensing hole would be significantly reduced. The basic algorithm optimizes only area coverage, while modified algorithm includes also the cost of robot movement. We compare LASR-G with G-R3S2, and examine both single robot and multi robots scenarios. The simulation results show the advantages of LASR-G over G-R3S2.

The origin of unknown source DNA from touched objects

The presence of DNA in a criminal investigation often requires scrutiny in relation to how it came to be where it was found. There is a paucity of data with respect to the extent to which one can assume that the last person handling an object, which has previously been touched by others, will contribute to the DNA profile generated from it. There are limited data in detailing the extent to which any foreign DNA is picked-up from a previously touched object and transferred to subsequently touched objects. This study focuses on DNA transfer and persistence on a knife handle after multiple handlings with the knife by different individuals soon after each other, as well as handprints left on flat DNA-free surfaces immediately after touching a knife handle with a known history of prior handling. The profiles of later handlers of a knife are more prominent than earlier handlers; however, the last handler is not always the major contributor to the profile. Proportional contributions to the profiles retrieved from knife handles vary depending on the individuals touching the knife handle. They can also vary when knife handles have been handled in the same manner by the same individuals in the same sequence on different occasions. Hands readily pickup DNA left on objects by others and transfer it to subsequently touched objects. The quantity of foreign DNA picked up by a hand and deposited on subsequently touched objects diminishes as more DNA-free objects are handled soon after each other. Caution is advised when considering how DNA from different individuals may have been transferred to the object from which it was collected.