A study of modelling approaches for rail vehicle collision behaviour

A rigid wall model has been used widely in the numerical simulation of rail vehicle impacts. Finite element impact modelling of rail vehicles is generally based on a half-width and full-length or half-length structure, depending on the symmetry. The structure and components of rail vehicles are normally designed to cope with proof loading to ensure adequate ride performance. In this paper, the authors present a study of a rail vehicle with driving cab focused on improving the modelling approach and exploring the intrinsic structural weaknesses to enhance its crashworthiness. The underpinning research used finite element analysis and compared the behaviour of the rail vehicle in different impact scenarios. It was found that the simulation of a rigid wall impact can mask structural weaknesses; that even a completely symmetrical impact may lead to an asymmetrical result; that downward bending is an intrinsic weakness of conventional rail vehicles and that a rigid part of the vehicle structure, such as the body bolster, may cause uncoordinated deformation and shear fracture between the vehicle sections. These findings have significance for impact simulation, the full-scale testing of rail vehicles and rail vehicle design in general.

Growth and development of body fat distribution from skinfold measurements: Longitudinal principal components

Longitudinal principal components analyses on a combination of four subcutaneous skinfolds (biceps, triceps, subscapular and suprailiac) were performed using data from the London Longitudinal Growth Study. The main objectives were to discover at what age during growth sex differences in body fat distribution occur and to see if there is continuity in body fatness and body fat distribution from childhood into the adult status (18 years). The analyses were done for four age sectors (3mon-3yrs, 3yrs-8yrs, 8yrs-18yrs and 3yrs-18yrs). Longitudinal principal component one (LPC1) for each age interval in both sexes represents the population mean fat curve. Component two (LPC2) is a velocity of fatness component. Component three (LPC3) in the 3mon-3yrs age sector represents infant fat wave in both sexes. In the next two age sectors component three in males represents peaks and shifts in fat growth (change in velocity), while in females it represents body fat distribution. Component four (LPC4) in the same two age sectors is a reversal in the sexes of the patterns seen for component three, i.e., in males it is body fat distribution and in females velocity shifts. Components five and above represent more complicated patterns of change (multiple increases and decreases across the age interval). In both sexes there is strong tracking in fatness from middle childhood to adolescence. In males only there is also a low to moderate tracking of infant fat with middle to late childhood fat. These data are strongly supported in the literature. Several factors are known to predict adult fatness among the most important being previous levels of fatness (at earlier ages) and the age at rebound. In addition we found that the velocity of fat change in middle childhood was highly predictive of later fatness (r $\approx -$0.7), even more so than age at rebound (r $\approx -$0.5). In contrast to fatness (LPC1), body fat distribution (LPC3-LPC4) did not track well even though significant components of body fat distribution occur at each age. Tracking of body fat distribution was higher in females than males. Sex differences in body fat distribution are non existent. Some sex differences are evident with the peripheral-to-central ratios after age 14 years. ^

Sid4p is required to localize components of the septation initiation pathway to the spindle pole body in fission yeast

A mutation in the Schizosaccharomyces pombe sid4+ (septation initiation defective) gene was isolated in a screen for mutants defective in cytokinesis. We have cloned sid4+ and have found that sid4+ encodes a previously unknown 76.4-kDa protein that localizes to the spindle pole body (SPB) throughout the cell cycle. Sid4p is required for SPB localization of key regulators of septation initiation, including the GTPase Spg1p, the protein kinase Cdc7p, and the GTPase-activating protein Byr4p. An N-terminally truncated Sid4p mutant does not localize to SPBs and when overproduced acts as a dominant-negative mutant by titrating endogenous Sid4p and Spg1p from the SPB. Conversely, the Sid4p N-terminal 153 amino acids are sufficient for SPB localization. Biochemical studies demonstrate that Sid4p interacts with itself, and yeast two-hybrid analysis shows that its self-interaction domain lies within the C-terminal half of the protein. Our data indicate that Sid4p SPB localization is a prerequisite for the execution of the Spg1p signaling cascade.

Reducing and recycling mercury switch thermostats and vehicle components : a report to Governor Blagojevich and the Illinois General Assembly.

Over the last two years, Governor Blagojevich and the Illinois General Assembly have enacted a number of laws to reduce the health risks associated with the use and disposal of consumer, household and commercial products that contain mercury. These products include thermometers, switches, electrical relays and scientific instruments used in schools. The purpose of these laws is to reduce mercury releases into the environment. Mercury is a strong neurotoxin that can be harmful to the health of humans and wildlife. Mercury exposure poses a particular risk to young children and pregnant women because mercury may inhibit the development of the brain and nervous system. This report presents recommendations for improving efforts to reduce and recycle mercury components that are found in thermostats and motor vehicles. Illinois EPA prepared the report in response to Public Act 93-0964. In drafting the report, Illinois EPA conducted research on mercury reduction and recycling programs in other states, reviewed technical studies and consulted with officials in the private and public sectors.

Unit, direct support, and general support maintenance repair parts and special tools lists (including depot maintenance allowances) for hull, suspension, and miscellaneous components of hull for armored reconnaissance/airborne assault vehicle, full-tracked, 152-mm, gun launcher, M551 (2350-00-140-5151) and M551NTC (2350-01-115-1579).

"April 1992."

Direct and general support maintenance manual crane (CAB) components : recovery vehicle, full tracked: light, armored, M578 (2350-00-429-6242).

"October 1982."

Direct support and general support maintenance repair parts and special tools lists (including depot maintenance repair parts and special tools) for recovery vehicle, full tracked: light, armored, M578 (2350-00-439-6242) : hull and related components.

Includes index.

Hand receipt covering contents of Components of End Item (COEI), Basic Issue Items (BII), and Additional Authorization List (AAL) for vehicle, combat engineer, full-tracked, M728, (2350-00-795-1797).

"April 1987."

Hand receipt covering content of Components of End Item (COEI), Basic Issue Items (BII), and Additional Authorization List (AAL) for fighting vehicle, infantry, M2, (2350-01-048-5920) and fighting vehicle, cavalry, M3, (2350-01-049-2695).

"August 1984."

Direct support and general support maintenance manual for hull, suspension, and miscellaneous components of the hull for armored reconnaissance/airborne assault vehicle, full tracked 152 mm gun/launcher, M551 (NSN 2350-00-873-5408) and M551A1 (NSN 2350-00-140-5151).

Includes index.

Organizational, direct support, and general support maintenance repair parts and special tools lists (including depot maintenance allowances) for hull, suspension, and miscellaneous components of hull for armored reconnaissance/airborne assault vehicle, full tracked, 152 mm, M551 (2350-00-873-5408) and M551A1 (2350-00-140-5151).

"September 1975."

Direct support and general support maintenance repair parts and special tools lists (including depot maintenance repair parts and special tools for recovery vehicle, full tracked, light, armored, M578 (2350-00-439-6242), crane (cab) components.

"May 1982."

Direct support and general support maintenance repair parts and special tools lists (including depot maintenance repair parts and special tools) for recovery vehicle, full tracked, light, armored, M578 (2350-00-439-6242) : hull and related components.

"June 1982."

Direct and general support maintenance manual, hull and related components : recovery vehicle, full tracked : light, armored, M578 (NSN 2350-00-439-6242).

"December 1981."