Effect of muscle fatigue and physical activity level in motor control of the gait of young adults

The aim of this study was to analyze the effect of muscle fatigue in active and inactive young adults on the kinematic and kinetic parameters of normal gait and obstacle crossing. Twenty male subjects were divided into active (10) and inactive (10), based on self-reported physical activity. Participants performed three trials of two tasks (normal gait and obstacle crossing) before and after a fatigue protocol, consisting of repeated sit-to-stand transfers until the instructed pace could no longer be maintained. MANOVAs were used to compare dependent variables with the following factors: physical activity level, fatigue and task. The endurance time in the fatigue protocol was lower for the inactive group. Changes of gait parameters with fatigue, among which increased step width and increased stride speed were the most consistent, were independent of task and physical activity level. These findings indicate that the kinematic and kinetic parameters of gait are affected by muscle fatigue irrespective of the physical activity level of the subjects and type of gait. Inactive individuals used a slightly different strategy than active individuals when crossing an obstacle, independently of muscle fatigue. © 2013.

Interactions of age and leg muscle fatigue on unobstructed walking and obstacle crossing

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)

An Artesian Well System in Beaver Crossing, Nebraska- It's Development and Demise

ABSTRACT Nebraska has a veritable wealth of groundwater. The High Plains Aquifer underlies most of the state, and within its sand and gravel deposits, many interconnected aquifers provide fresh water for a variety of uses. One of the most spectacular examples of this resource is the artesian well. Beaver Crossing, Nebraska was once home to one of the most prolific artesian systems in the state before its demise. Founded in the 1880’s, Beaver Crossing soon became known for its many artesian wells, that provided leisure activities and supported profitable business ventures such as small farming, ice production and aquiculture. Eventually these wells would dry up and the town of Beaver Crossing would never see the level of commerce and activity that it saw during its early years. I decided to research this subject because I lived in Beaver Crossing for twelve years. While I lived there I heard stories about the artesian wells, the nationally recognized lily pond, and the large public pool fed by underground water that was plentiful around town. I was interested in knowing what happened to the water, the wells, the pool and businesses. . . And, in the wake of their disappearance, what happened to the town. To research this topic I looked at accounts of the history of Seward County and Beaver Crossing. I also studied the basic geology underlying the Great Plains, as well as local geology and issues pertaining to groundwater levels, such as rainfall amounts, drought and irrigation. As irrigation became a factor in rural Nebraska and through several documented droughts, groundwater levels all over the state declined. At the same time the artesian system in Beaver Crossing all but disappeared.

Adapting a driving simulator to study pedestrians' street-crossing decisions: A feasibility study

The decision when to cross a street safely is a challenging task that poses high demands on perception and cognition. Both can be affected by normal aging, neurodegenerative disorder, and brain injury, and there is an increasing interest in studying street-crossing decisions. In this article, we describe how driving simulators can be modified to study pedestrians' street-crossing decisions. The driving simulator's projection system and the virtual driving environment were used to present street-crossing scenarios to the participants. New sensors were added to measure when the test person starts to cross the street. Outcome measures were feasibility, usability, task performance, and visual exploration behavior, and were measured in 15 younger persons, 15 older persons, and 5 post-stroke patients. The experiments showed that the test is feasible and usable, and the selected difficulty level was appropriate. Significant differences in the number of crashes between young participants and patients (p = .001) as well as between healthy older participants and patients (p = .003) were found. When the approaching vehicle's speed is high, significant differences between younger and older participants were found as well (p = .038). Overall, the new test setup was well accepted, and we demonstrated that driving simulators can be used to study pedestrians' street-crossing decisions.

Static Pressure Impact on Aerodynamics of High Speed Railway Tunnels

A pressure wave is generated when a high speed train enters a tunnel. This wave travels along the tunnel back and forth, and is reflected at the irregularities of the tunnel duct (section changes, chimneys and tunnel ends). The pressure changes are associated to these waves can have an effect on passengers if the trains are not suitably sealed or pressurized. The intensity of the waves depends mainly on the train speed, and on the blockage ratio (train-section-to- tunnel-section area ratio). As the intensity of the waves is limited by regulations, and also by the effects on passengers and infrastructures, the sizing of the tunnel section area is largely influenced by the maximum train speed allowed in the tunnel. The aim of this study is to analyse the increase in cost in a tunnel due to the existence of this difference in ground level, and evaluate the increase of construction costs that this elevation might involve.

Alta velocidad ferroviaria en California(USA): cuarta parte (IV) Fresno-Sacramento (Roseville) = High speed railway in California (USA): fourth part (IV) Fresno-Sacramento (Roseville)

Implantación de la Red de Alta velocidad Ferroviaria en California. Tramo Fresno-Sacramento. El presente articúlo es la cuarta parte de la serie "Alta Velocidad Ferroviaria en California (CHSRS)". Recoge la Alternativa "Stockton Arch", que el Proyecto FARWEST presenta a la prevista por la Authority (CHSRA), para la Línea HSR Fresno-Sacramento, en programación y en trazado. Éste discurre, desde la gran Terminal de Fresno (implantada en las afueras al suroeste de la ciudad) por el segmento sur del "mar interior" (que en el Terciario Superior ocupaba el actual Valle Central), hasta Stockton, y por el segmento norte, hasta Sacramento. El Paet de Ripperdan (~ pK 40) queda conectado por carretera con el PAET de Oroloma de la Línea HSR Fresno-San Francisco (Golden Gate Alternative). La última parte del trazado de la Línea HSR Fresno-Sacramento (Stockton Arch Alternative), coincide en alineación y rasante con la Línea HSR San Francisco-Sacramento (Crossing Bay Alternative) a la altura de Roseville, donde se emplaza la gran terminal norte de la red de California, desde la que se unirá ésta con la de Nevada, por Reno. This article forras the fourth part of the series entitled "High Speed Railway in California (CHSRS)". It addresses the "Stockton Arch" alternative, which the FARWESTProjectpresents in scheduling and in alignment as to that provided for by the Authority (CHSRA) for the Fresno-Sacramento HSR Line. The latter runs from the grand Fresno Terminal (located in the outskirts to the southwest ofthe city) through the south segment ofthe "inland sea" (which oceupied the current Central Valley in the Upper Tertiary) to Stockton and through the north segment to Sacramento. The Ripperdan TSAP (post ofpassing and stabling trains), — kilometer point 40, conneets with the Oroloma TSAP ofthe Fresno-San Francisco HSR Line (Golden Gate Alternative) by road. The last part of the Fresno-Sacramento HSR Line alignment (Stockton Arch Alternative), coincides in alignment and grade with the San Francisco-Sacramento HSR Line (Crossing Bay Alternative) at Roseville, where the great north terminal ofthe California network is located, from which the latter will be linked with Nevada s network through Reno.

LTE as the future railway communication system: benefits and challenges

In this paper the main challenges associated with the migration process towards LTE, will be assessed. These challenges comprise, among others, the next key topics: Reliability, Availability Maintainability and Safety (RAMS) requirements, end to end Quality of Service (QoS) requirements, system performance in high speed scenarios, communication system deployment strategy, and system backward compatibility as well as the future system features for delivering railway services. The practical evaluation of the LTE system capabilities and performance in High Speed Railway (HSR) scenarios, require the development of an LTE demonstrator and an LTE system level simulator. Under this scope, the authors have developed an RF LTE demonstrator, as well as an LTE system level simulator, that will provide valuable information for the assessing of LTE performance and suitability in real HSR scenarios. This work is being developed under the framework of a research project to evaluate the feasibility of LTE to become the new railway communication system. The companies and universities involved in this project are: Technical University of Madrid (UPM), Alcatel Lucent Spain, ADIF (Spanish Railway Infrastructure Manager), Metro de Madrid, AT4 Wireless, the University of A Coruña (UDC) and University of Málaga (UMA).

Dual roles for DNA sequence identity and the mismatch repair system in the regulation of mitotic crossing-over in yeast

Sequence divergence acts as a potent barrier to homologous recombination; much of this barrier derives from an antirecombination activity exerted by mismatch repair proteins. An inverted repeat assay system with recombination substrates ranging in identity from 74% to 100% has been used to define the relationship between sequence divergence and the rate of mitotic crossing-over in yeast. To elucidate the role of the mismatch repair machinery in regulating recombination between mismatched substrates, we performed experiments in both wild-type and mismatch repair defective strains. We find that a single mismatch is sufficient to inhibit recombination between otherwise identical sequences, and that this inhibition is dependent on the mismatch repair system. Additional mismatches have a cumulative negative effect on the recombination rate. With sequence divergence of up to approximately 10%, the inhibitory effect of mismatches results mainly from antirecombination activity of the mismatch repair system. With greater levels of divergence, recombination is inefficient even in the absence of mismatch repair activity. In both wild-type and mismatch repair defective strains, an approximate log-linear relationship is observed between the recombination rate and the level of sequence divergence.

Biogenesis of Tim Proteins of the Mitochondrial Carrier Import Pathway: Differential Targeting Mechanisms and Crossing Over with the Main Import Pathway

Two major routes of preprotein targeting into mitochondria are known. Preproteins carrying amino-terminal signals mainly use Tom20, the general import pore (GIP) complex and the Tim23–Tim17 complex. Preproteins with internal signals such as inner membrane carriers use Tom70, the GIP complex, and the special Tim pathway, involving small Tims of the intermembrane space and Tim22–Tim54 of the inner membrane. Little is known about the biogenesis and assembly of the Tim proteins of this carrier pathway. We report that import of the preprotein of Tim22 requires Tom20, although it uses the carrier Tim route. In contrast, the preprotein of Tim54 mainly uses Tom70, yet it follows the Tim23–Tim17 pathway. The positively charged amino-terminal region of Tim54 is required for membrane translocation but not for targeting to Tom70. In addition, we identify two novel homologues of the small Tim proteins and show that targeting of the small Tims follows a third new route where surface receptors are dispensable, yet Tom5 of the GIP complex is crucial. We conclude that the biogenesis of Tim proteins of the carrier pathway cannot be described by either one of the two major import routes, but involves new types of import pathways composed of various features of the hitherto known routes, including crossing over at the level of the GIP.

Putting Up a Big Front: Car Design and Size Affect Road-Crossing Behaviour

Previous research suggests that people tend to see faces in car fronts and that they attribute personality characteristics to car faces. In the present study we investigated whether car design influences pedestrian road-crossing behaviour. An immersive virtual reality environment with a zebra crossing scenario was used to determine a) whether the minimum accepted distance for crossing the street is larger for cars with a dominant appearance than for cars with a friendly appearance and b) whether the speed of dominant-looking cars is overestimated as compared to friendly-looking cars. Participants completed both tasks while either standing on the pavement or on the centre island. We found that people started to cross the road later in front of friendly-looking low-power cars compared to dominant-looking high-power cars, but only if the cars were relatively large in size. For small cars we found no effect of power. The speed of smaller cars was estimated to be higher compared to large cars (size-speed bias). Furthermore, there was an effect of starting position: From the centre island, participants entered the road significantly later (i. e. closer to the approaching car) and left the road later than when starting from the pavement. Similarly, the speed of the cars was estimated significantly lower when standing on the centre island compared to the pavement. To our knowledge, this is the first study to show that car fronts elicit responses on a behavioural level.

The development of an improved railroad-highway grade crossing risk factor. Executive summry report.

Ohio Department of Transportation, Columbus

The development of an improved railroad-highway grade crossing risk factor. Final report.

Ohio Department of Transportation, Columbus

Methods for evaluation of rail-highway grade crossing improvements. Final report.

Mode of access: Internet.

Rail-highway crossing resource allocation model. Final report.

Federal Railway Administration, Office of Safety, Washington, D.C.

Railroad safety: status of efforts to improve railroad crossing safety.

Mode of access: Internet.