Average Speed Measurements Research Articles

Neuromotor Speech Recovery Across Different Behavioral Speech Modifications in Individuals Following Facial Transplantation.

Despite signs of facial nerve recovery within a few months following face transplantation, speech deficits persist for years. Behavioral speech modifications (e.g., slower-than-normal speaking rate and increased loudness) have shown promising potential to enhance speech intelligibility in populations with dysarthric speech. However, such evidence-based practice approach is lacking in clinical management of speech in individuals with facial transplantation. Because facial transplantation involves complex craniofacial reconstruction and facial nerve coaptation, it is unknown to what extent individuals with face transplant are capable of adapting their motor system to task-specific articulatory demands. The purpose of this study was to identify the underlying articulatory mechanisms employed by individuals with face transplantation in response to speech modification cues at early and late stages of neuromotor recovery. In addition, we aimed to identify speech modifications that conferred improved speech clarity. Participants were seven individuals who underwent full or partial facial vascularized composite allografts that included lips and muscles of facial animation and were in early (~2 months) or late (~42 months) stages of recovery. Participants produced repetitions of the sentence “Buy Bobby a puppy” in normal, fast, loud, and slow speech modifications. Articulatory movement traces were recorded using a 3D optical motion capture system. Kinematic measures of average speed (mm/s) and range of movement (mm3) were extracted from the lower lip (± jaw) marker. Two speech language pathologists rated speech clarity for each speaker using a visual analog scale (VAS) approach. Results demonstrated that facial motor capacity increased from early to late stages of recovery. While individuals in the early group exhibited restricted capabilities to adjust their motor system based on the articulatory demands of each speech modification, individuals in the late group demonstrated faster speed and larger-than-normal range of movement for loud speech, and slower speed and larger-than-normal range of movement for slow speech. In addition, subjects in both groups showed overreliance on jaw rather than lip articulatory function across all speech modifications, perhaps as a compensatory strategy to optimize articulatory stability and maximize speech function. Finally, improved speech clarity was associated with loud speech in both stages of recovery.

Validation of an ambient measurement system (AMS) for physical activities in a paediatric population

Ambient measurement systems (AMSs) can enable continuous assessment of functional performance at home, increasing the availability of data for monitoring of neuromuscular disease. An AMS passively measures movement whenever someone is in range of the sensor, without the need for any wearable sensors. The current study evaluates the performance of an AMS for three metrics associated with functional assessments in Duchenne muscular dystrophy (DMD): ambulation speed, rise-to-stand speed and arm-raise speed. Healthy paediatric subjects performed a series of functional tasks and were graded by both a human rater and an AMS. Linear mixed-effect models were fit to calculate agreement between the two measurement methods. For all activities, the AMS and human rater supplied similar measurements of average speed, with correlation coefficients of 0.76–0.92 and systematic differences ranging in magnitude from 0 to 0.48 m per second. The largest systematic difference was for the 10-m run, which was likely due to human rater reaction time. Systematic differences in arm-raise measurements were due to incomplete execution of movements by test participants. These results are consistent with previous studies comparing automated and manual measurements of movement. This study demonstrates that an AMS device is able to measure ambulation speed, rise-to-stand speed and arm-raise speed in a paediatric population in a controlled setting without the need for complicated installation, calibration or worn sensors.

P68 Activation of the geste antagoniste improves speed of finger tapping in organic and functional dystonia

ObjectivesThe geste antagoniste is a typical feature of dystonia’s motor phenomenology. Gestes may also occur in functional dystonia. We investigated how gestes affect the kinematics of voluntary movement.DesignCross-sectional study.SubjectsTwenty-three patients with organic dystonia and three with functional dystonia were studied.MethodsFinger tapping was assessed while subjects wore electromagnetic sensors secured to index finger and thumb. Subjects were instructed to tap ‘as fast and as big as possible’ for 15 s, first with and then without activation of their geste. Precise position and orientation data, in six degrees of freedom, were recorded. Separable motor components were derived from a comparison of the x, y and z coordinates of each sensor. The product of amplitude and frequency, giving the sensor excursion per unit time, was used as a measure of average speed. A repeated measures ANOVA was conducted, with the factors CONDITION (with vs without geste), HAND (dominant vs non-dominant) and GROUP (organic vs functional).ResultsFor average speed, there was a significant effect of CONDITION—patients with both organic and functional dystonia performed better with geste (F1,24=13.5; p=0.001). There was no main effect of HAND or GROUP.ConclusionsGeste antagonistes enhance motor performance in organic and functional dystonia. These selective voluntary movements may have a general effect on the execution of motor plans in dystonia. Sample numbers were too small to allow meaningful analysis of GROUP effects.

The concept of average speed measurements network in the West Pomeranian

The article presents the concept of implementing a network of average speed measurements in the West Pomeranian. The author focused on solutions of Intelligent Transport Systems to improve the safety of road transport. The first part of the article discusses the state of road traffic safety in the West Pomeranian. In the next part, the solutions of Intelligent Transport Systems used to record the speed of road vehicles and the method of data recording and processing were discussed. In the third part, the accident maps and the locations of the stored sectional speed measurements were analysed, on the basis of which the proposition of places for the implementation of the network of average speed measurements was created due to the high accident rate.

Highway Traffic State Estimation With Mixed Connected and Conventional Vehicles

We present a macroscopic model-based approach for the estimation of the total density and flow of vehicles, for the case of “mixed” traffic, i.e., traffic comprising both ordinary and connected vehicles, utilizing only average speed measurements reported by connected vehicles and a minimum number (sufficient to guarantee observability) of spot-sensor-based total flow measurements. The approach is based on the realistic and validated assumption that the average speed of conventional vehicles is roughly equal to the average speed of connected vehicles, and consequently, it can be obtained at the (local or central) traffic monitoring and control unit from connected vehicles' reports. Thus, complete traffic state estimation (for arbitrarily selected segments in the network) may be achieved by estimating the total density of vehicles. Recasting the dynamics of the total density of vehicles, which are described by the well-known conservation law equation, as a linear parameter-varying system, we employ a Kalman filter for the estimation of the total density. We demonstrate the fact that the developed approach allows for a variety of different measurement configurations. We also present an alternative estimation methodology in which traffic state estimation is achieved by estimating the percentage of connected vehicles with respect to the total number of vehicles. The alternative development relies on the alternative requirement that the density and flow of connected vehicles are known to the traffic monitoring and control unit on the basis of their regularly reported positions. We validate the performance of the developed estimation schemes through simulations using a well-known second-order traffic flow model as ground truth for the traffic state.

Use of Speed Measurements for Highway Traffic State Estimation: Case Studies on NGSIM Data and Highway A20, Netherlands

This paper presents two case studies in which a macroscopic model-based approach for the estimation of traffic conditions, which the authors have recently developed, is employed and tested. The estimation method is developed for a mixed traffic scenario, in which traffic is composed of both ordinary and connected vehicles. Only average speed measurements, which may be obtained from connected vehicle reports, and a minimal number (sufficient to guarantee observability) of spot sensor–based total flow measurements are utilized. In the first case study, NGSIM microscopic data are used to test the capability of estimating traffic conditions on the basis of aggregated information retrieved from moving vehicles and considering various penetration rates of connected vehicles. In the second case study, a longer highway stretch with internal congestion is utilized to test the capability of the proposed estimation scheme to produce appropriate estimates for varying traffic conditions on long stretches. In both cases, the performances are satisfactory and the obtained results demonstrate the effectiveness of the method in both qualitative and quantitative terms.

Applying a random encounter model to estimate lion density from camera traps in Serengeti National Park, Tanzania.

The random encounter model (REM) is a novel method for estimating animal density from camera trap data without the need for individual recognition. It has never been used to estimate the density of large carnivore species, despite these being the focus of most camera trap studies worldwide. In this context, we applied the REM to estimate the density of female lions (Panthera leo) from camera traps implemented in Serengeti National Park, Tanzania, comparing estimates to reference values derived from pride census data. More specifically, we attempted to account for bias resulting from non-random camera placement at lion resting sites under isolated trees by comparing estimates derived from night versus day photographs, between dry and wet seasons, and between habitats that differ in their amount of tree cover. Overall, we recorded 169 and 163 independent photographic events of female lions from 7,608 and 12,137 camera trap days carried out in the dry season of 2010 and the wet season of 2011, respectively. Although all REM models considered over-estimated female lion density, models that considered only night-time events resulted in estimates that were much less biased relative to those based on all photographic events. We conclude that restricting REM estimation to periods and habitats in which animal movement is more likely to be random with respect to cameras can help reduce bias in estimates of density for female Serengeti lions. We highlight that accurate REM estimates will nonetheless be dependent on reliable measures of average speed of animal movement and camera detection zone dimensions. © 2015 The Authors. Journal of Wildlife Management published by Wiley Periodicals, Inc. on behalf of The Wildlife Society.

Time-motion analysis of a 2-hour surfing training session.

To provide a descriptive and quantitative time-motion analysis of surfing training with the use of global positioning system (GPS) and heart-rate (HR) technology. Fifteen male surfing athletes (22.1 ± 3.9 y, 175.4 ± 6.4 cm, 72.5 ± 7.7 kg) performed a 2-h surfing training session, wearing both a GPS unit and an HR monitor. An individual digital video recording was taken of the entire surfing duration. Repeated-measures ANOVAs were used to determine any effects of time on the physical and physiological measures. Participants covered 6293.2 ± 1826.1 m during the 2-h surfing training session and recorded measures of average speed, HRaverage, and HRpeak as 52.4 ± 15.2 m/min, 128 ± 13 beats/min, and 171 ± 12 beats/ min, respectively. Furthermore, the relative mean times spent performing paddling, sprint paddling to catch waves, stationary, wave riding, and recovery of the surfboard were 42.6% ± 9.9%, 4.1% ± 1.2%, 52.8% ± 12.4%, 2.5% ± 1.9%, and 2.1% ± 1.7%, respectively. The results demonstrate that a 2-h surfing training session is performed at a lower intensity than competitive heats. This is likely due to the onset of fatigue and a pacing strategy used by participants. Furthermore, surfing training sessions do not appear to appropriately condition surfers for competitive events. As a result, coaches working with surfing athletes should consider altering training sessions to incorporate repeated-effort sprint paddling to more effectively physically prepare surfers for competitive events.

A measurement of real travel speed for road segment with magnetic sensors

PurposeThe purpose of this paper is to introduce a weighted average method to process speed measurements from multiple magnetic sensors, which are installed on road segments. Speeds are weighted‐averaged in a fix duration time (5 minutes) for each sensor across location index of the sensor where it was installed. The proposed method is evaluated with numeric and simulation results.Design/methodology/approachUnlike traditional vehicle average speed measurements, the authors propose a weighted‐average speed measurement method of road segment, using wireless magnetic sensor nodes, which are installed on the measured road segment. Magnetic sensors offer a non‐contact vehicle detection method, and small sensors with relatively low power consumption. Using magnetic sensors, the local changes in the Earth's magnetic field caused by the presence of a moving vehicle can be measured and the vehicle's speed obtained. Next, using adaptive weighted average algorithm and space weighted algorithm in a fixed period, the weighted average travel speed of road segment can be obtained.FindingsIn current literature, there are many methods to measure vehicles' speed on road, such as image‐based, radar‐based, GPS‐based, double‐loop‐based or magnetic sensor‐based, but most of them only provide individual vehicle speed. Using probe vehicles, mean travel speed of road segment can be obtained, but it is costly on hardware and measurement, because many probe‐vehicles need to be used on roads and many measurements need to be done everyday. GPS data can be used to provide valuable travel speed data for Intelligent Transportation System (ITS). However, not every vehicle is equipped with GPS and to access ID numbers for personal cars would entail privacy problems. Mean travel speed of road segment is obtained based on statistical average speed. Generally, statistical average speed is used, which is based upon Gaussian distribution is not true in traffic systems.Originality/valueBy using wireless magnetic sensor nodes, vehicle instantaneous speeds are obtained in a fixed time when vehicles are passing over sensor nodes and then the adaptive weighted average speed on each sensor node location is computed based on the monitoring data from each sensor node in the fixed time. Considering different weights of each lane and road space (in the middle of the road segment or near the intersection), the proposed scheme can obtain the weighted‐average speed of the road segment.

Computer Vision Techniques for the Automated Collection of Cyclist Data

One of the main challenges in the conduct of detailed analysis of cyclist behavior is the lack of reliable data. Collection of data through manual methods is a labor-intensive and time-consuming process. Two of the important areas of cyclist data collection are volume counts and average speed measurements. A volume count provides the basis for necessary exposure measures and conveys essential information about traffic patterns. Cyclist speed data are used for traffic control and safety studies. The application of computer vision (CV) techniques enables the collection of precise spatial and temporal measurements of road users in a resource-efficient way. This paper presents the use of a set of CV techniques for the automated collection of cyclist data. Cyclist tracks obtained from video analysis were used to perform screen line counts as well as cyclist speed measurements. The applications were demonstrated with the use of a real-world data set from a roundabout in Vancouver, British Columbia, Canada. Further analysis was conducted on the mean speed of cyclists with regard to several factors (e.g., travel path, helmet use, group size). The motivation for this research was to understand better cyclist behavior and how it varied under different conditions. Several conclusions could be drawn from the analysis of cyclist speed behavior. Group size, travel path, lane position, and helmet use were all found to affect the cyclist mean speed. Single cyclists had a slightly, but significantly, higher mean cycling speed than did group cyclists. The mean cycling speed was highest for those cyclists who used the road rather than the sidewalk. The mean cycling speed decreased for cyclists without helmets.

Swamping of circular Bragg phenomenon and shaping of videopulses

AbstractWe studied the durations and average speeds of videopulses transmitted through chiral sculptured thin films using a finite‐difference algorithm. The chiral STF was either linear or possessed an intensity‐dependent permittivity. Videopulse durations tended to decrease with increasing carrier wavelength and to increase, for given carrier wavelength and polarization state, when the chiral STF was nonlinear with intensity‐dependent permittivity. The rate of decrease in durations with wavelength was less than that for longer‐duration pulses. The effect of the circular Bragg phenomenon was swamped by the wide bandwidth possessed by videopulses. Two measures of videopulse average speed did not change much with carrier wavelength, and decreased slightly for a given carrier wavelength and polarization state in the nonlinear case. The other measure of average speed tended to increase with increasing carrier wavelength, and decrease for a given carrier wavelength and polarization state in the nonlinear case. © 2007 Wiley Periodicals, Inc. Microwave Opt Technol Lett 49: 776–779, 2007; Published online in Wiley InterScience (www.interscience.wiley.com). DOI 10.1002/mop.22290

Quantification of optical pulsed-plane-wave-shaping by chiral sculptured thin films

The durations and average speeds of ultrashort optical pulses transmitted through chiral sculptured thin films (STFs) were calculated using a finite-difference time-domain algorithm. Chiral STFs are a class of nanoengineered materials whose microstructure comprises parallel helicoidal nanowires grown normal to a substrate. The nanowires are ∼10–300 nm in diameter and ∼1–10 µm in length. Durations of transmitted pulses tend to increase with decreasing (free-space) wavelength of the carrier plane wave, while average speeds tend to increase with increasing wavelength. An increase in nonlinearity, as manifested by an intensity-dependent refractive index in the frequency domain, tends to increase durations of transmitted pulses and decrease average speeds. The circular Bragg phenomenon exhibited by a chiral STF manifests itself in the frequency domain as high reflectivity for normally incident carrier plane waves whose circular polarization state is matched to the structural handedness of the film and whose wavelength falls in a range known as the Bragg regime; films of the opposite structural handedness reflect such plane waves little. This effect tends to distort the shapes of transmitted pulses with respect to the incident pulses, and such shaping can cause sharp changes in some measures of average speed with respect to carrier wavelength. A local maximum in the variation of one measure of the pulse duration with respect to wavelength is noted and attributed to the circular Bragg phenomenon. Several of these effects are explained via frequency-domain arguments. The presented results serve as a foundation for future theoretical and experimental studies of optical pulse propagation through causal, nonlinear, nonhomogeneous, and anisotropic materials.

Engrossed in conversation: The impact of cell phones on simulated driving performance

The current study examined the effects of cognitively distracting tasks on various measures of driving performance. Thirty-six college students with a median of 6 years of driving experience completed a driving history questionnaire and four simulated driving scenarios. The distraction tasks consisted of responding to a signal detection task and engaging in a simulated cell phone conversation. Driving performance was measured in terms of four categories of behavior: traffic violations (e.g., speeding, running stop signs), driving maintenance (e.g., standard deviation of lane position), attention lapses (e.g., stops at green lights, failure to visually scan for intersection traffic), and response time (e.g., time to step on brake in response to a pop-up event). Performance was significantly impacted in all four categories when drivers were concurrently talking on a hands-free phone. Performance on the signal detection task was poor and not significantly impacted by the phone task, suggesting that considerably less attention was paid to detecting these peripheral signals. However, the signal detection task did interact with the phone task on measures of average speed, speed variability, attention lapses, and reaction time. The findings lend further empirical support of the dangers of drivers being distracted by cell phone conversations.