Safe Movement Research Articles

What’s your angle? Analyzing angled parking via satellite imagery to aid bike-network planning

U.S. cities prioritize the storage of automobiles over the safe movement of bicycles. While this generally occurs by allocating street curbs for car parking instead of bike lanes, the privileging of the automobile is even more evident in the case of angled parking, in which cars sit roughly perpendicular to the flow of traffic. Such a layout takes up nearly double the space in the right of way as does parallel parking, which leaves even less room for bike lanes. Though angled parking is defended as a traffic-calming measure, numerous studies indicate that this layout is associated with higher rates of collisions than parallel parking. In addition, angled parking also inherently increases the number of cars that can be parked along a given curb, which incentivizes automobile travel generally. However, one challenge of understanding the impact that angled parking has on safety and bicycle infrastructure is that cities do not always maintain accurate records as to where angled parking occurs. For example, San Francisco, CA has ambitious air-quality, climate-mitigation, and active transportation goals, all of which are undermined by angled parking. Yet, its supply of this parking layout is unquantified, given that parking angle was omitted from the city’s parking census. This study uses satellite imagery to resolve this data gap, and calculates that San Francisco dedicates 50 miles of street curbs to angled parking. While some assume angled parking is a planning response to San Francisco’s famed hills, the majority of it occurs on streets with no incline at all. As to angled parking’s traffic-calming effect, this benefit appears to be non-existent in San Francisco; average vehicle speeds differed by less than a half-mile per hour between angled-parking streets and adjacent non-angled streets. The angled parking identified here—particularly the four miles that overlap with the city’s bike-lane network—represents opportunities for conversion to more balanced road layouts. Overall, this methodology can serve as the basis for identifying angled parking in other cities, a configuration that should be re-evaluated by transportation planners given its car-centric effects, debatable ability to calm traffic, and preclusion of separated bicycle facilities.

ON DETERMINATION OF ARMORED VEHICLES MOTION STABILITY ON A CURVED TRAJECTORY

The article analyzes methods for assessing the stability of the armored vehicles motion on a curved trajectory. The development of new types of armored vehicles and the modernization of existing ones require ensuring its stability of motion to overturn. The motion on a curved trajectory when making turns and overtaking is especially dangerous.
 Determination of armored vehicles stability to overturn to ensure safe movement is an urgent problem, which is closely associated with the solution of important scientific and practical problems.
 Numerous scientific works have been devoted to the study of the dynamics of automobiles, on which the methods for calculating dynamic characteristics are based.
 Assessment of armored vehicles motion stability to overturn can be carried out by experimental methods, in particular by loading it with a static moment until the wheels come off and start tipping over or by placing it on an inclined platform that can change the tilt angle, fixing the beginning of the tipping
 Determination of an armored vehicle stability during road tests can be carried out at training ranges when moving in a certain turning radius with different maneuvering speeds, fixing the beginning of the overturn, but this method contains certain deficiencies associated with the need to strictly control the beginning of the overturn.
 A method is proposed for determination of armored vehicles motion stability taking into account the dynamic characteristics of the armored vehicles.
 A dynamic model of natural oscillations of the vehicle in a horizontal plane in the perpendicular direction to the motion allows to determine the frequency of natural oscillations at gross vehicle weight.
 An approach of an armored vehicle’s angular velocity when moving on a curved trajectory to the frequency of natural oscillations leads to an increase in the coefficient of dynamism of the mechanical system as well as to a probability increase of overturn of an armored vehicle.
 Recommendations on choosing a safe speed when making turns at various turning radii were developed.

Toward dynamical crowd control to prevent hazardous situations

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SUBSTANTIATION OF TECHNICAL COMPATIBILITY OF NECKLACE RAILWAY STATIONS AND ROLLING STOCK

Purpose. The purpose of the study is to substantiate the technical compatibility of the switch necks of railway stations and rolling stock. Technique. Technical compatibility of the necks of railway stations and rolling stock means the method of interaction of the elements of the structures of the switch necks and rolling stock in accordance with the established safety requirements. As criteria for evaluation of technical compatibility of elements of structures of switch necks and rolling stock, compliance with conditions of car movement in a coupling and their automatic coupling is accepted. Analysis of the established methods of determining the spatial-coordinate relationship of the track infrastructure and rolling stock in the horizontal plane showed that deviations of its control points from the track axis play a decisive role. These phenomena depend on two groups of factors: the parameters of track structure (the presence and parameters of curves, straight inserts, their mutual placement) and the design of the rolling stock (the length of the bases of the trolley and car, the length of cantilever part, the design features of the trolleys, the amount of grip and the angle of deviation of the automatic coupler). Graphical and analytical methods of determining the corresponding radius values are proposed to evaluate the design of the switch necks according to the condition of providing automatic adhesion. The study also obtained an expression for directly calculating the radius value that ensures safe movement in the coupling depending on the angle of deflection of the automatic coupler shank. This made it possible to assess the ability to interact with each other of the structure elements of and rolling stock when moving in a coupler depending on the position of the automatic coupler elements (skewed and not skewed position of the traction clamp, taking into account the normal or buried position of the automatic coupler). To determine the complex criterion in designing the necks of railway stations providing technical compatibility with rolling stock, a comparison of permissible radii during automatic clutch and clutch movement for various types of rolling stock was made. The values of radii that provide automatic adhesion are 1.3-3 times higher than those required for effective movement in the coupling (even when the shank of the automatic coupler is buried). Therefore, as a complex criterion of technical compatibility in the development of requirements for the design of switch necks of railway stations, the condition of automatic adhesion can be adopted. Results. It was obtained that the values of deflection angles at different positions of automatic couplers can differ more than twice, which requires additional restrictions when maneuvering with groups of cars. The calculations confirm the possibility of power interaction of the automatic coupler elements due to non-conformity of the design standards of track structure and rolling stock. In addition, in the designs of existing necks of railway stations, more than 20% of curves have radii less than those allowed by modern design standards of railway stations, up to half - by the design standards of wagons of mass types and up to 80% - by the design standards of cars of increased size. This additionally reduces the technical compatibility of fishing mountains and rolling stock, creates excessive loads during interaction. The "gap" shown between the parameters of track structure and rolling stock can lead to a number of negative consequences associated with the processes of movement in the coupling and traction of cars. Scientific novelty. In order to ensure the safety and effectiveness of the interaction of the switch necks of railway stations and rolling stock, a method of comprehensive assessment of the track structures of railway stations according to the criterion of technical compatibility with rolling stock has been proposed; a simulation model of the interaction process in the track structure-car system has been developed, which allows determining requirements for structural schemes of track structure of a high degree of complexity; main taxa of interaction conditions are established; requirements of technical compatibility of switch necks of railway stations and rolling stock are supplemented; criteria for identifying calculated categories of cars were clarified, parameters of track structures were obtained that ensure technical compatibility of the necks of stations and rolling stock. Practical importance. The obtained technique can be used at stations to localize the most dangerous sections of tracks and identify the category of cars that cause operational restrictions in the operation technology. The application of the results obtained in the development of projects for the construction and reconstruction of railway stations, the production of switch products, and the improvement of rolling stock structures will ensure their technical compatibility and significantly improve operational quality.

Robotics Path Planning Algorithms using Low-Cost IR Sensor

A robot is a smart machine that can help people in their daily lives and keep everyone safe. the three general sequences to accomplish any robot task is mapping the environment, the localization, and the navigation (path planning with obstacle avoidance). Since the goal of the robot is to reach its target without colliding, the most important and challenging task of the mobile robot is the navigation. In this paper, the robot navigation problem is solved by proposed two algorithms using low-cost IR receiver sensors arranged as an array, and a robot has been equipped with one IR transmitter. Firstly, the shortest orientation algorithm is proposed, the robot direction is corrected at each step of movement depending on the angle calculation. secondly, an Active orientation algorithm is presented to solve the weakness in the preceding algorithm. A chain of the active sensors in the environment within the sensing range of the virtual path is activated to be scan through the robot movement. In each algorithm, the initial position of the robot is detected using the modified binary search algorithm, various stages are used to avoid obstacles through suitable equations focusing on finding the shortest and the safer path of the robot. Simulation results with multi-resolution environment explained the efficiency of the algorithms, they are compatible with the designed environment, it provides safe movements (without hitting obstacles) and a good system control performance. A Comparison table is also provided.

Road To Zero Percent Low Back Pain At Work - 23-years Progress

BACKGROUND AND OBJECTIVE: Low back pain is approximately 80% of cause of job-related disability in Japan. Risk factors for developing low back pain have been well documented, which include occupational risk factors, types of job requiring heavy lifting, pushing, pulling, one’s fitness levels, and mental health factors. In this long-term project, we have focused on these secondary risk factors of low back pain. We have designed and implemented dynamic, comprehensive low back pain workshop. The objective of this study was to examine how the company-based workshop has offered and reached to 0% low back pain at work. METHODS: The project period was from 1982 to 2004. In 1982, about 1,100 male workers at a soft-drink company participated in the project. Their mean age at the starting of the project was 29 ± 5.3 years. All healthy participants took the modified Kraus-Weber test measuring their strength and flexibility of key postural core muscles. The test was graded for each movement. Also, the participants took questionnaire survey on low back pain. The dynamic, comprehensive low back pain workshop included endurance exercise, strength training, stretching, safe work-related movement practices, lectures on low back pain, good posture, and implementing preventive work-place events. RESULTS: The total number of participants in this project was 24,289. The mean age of participants in 2004 was 42.6 ± 9.7 years. The results of the questionnaire survey revealed that low back pain which hinders work, decreased from 44.6% in 1982 to 0.2% in 2004. The number of absenteeism due to low back pain decreased from 480days to 0 day a year. The perfect score of Kraus-Weber increased from 35.4% to 83.7%. A negative correlation was observed between low back pain and the Kraus-Weber test. CONCLUSIONS: This study demonstrated that company-based dynamic, comprehensive low back pain workshop improved physical fitness and work movements over a long-term. The workshop was effective reducing low back pain at work. Further research is required to be assessed whether the reduction in low back pain at work is related to a range of key health and work-related outcomes, and how the dynamic, comprehensive low back pain workshop can be further improved.

Fuzzy-Based Approach Using IoT Devices for Smart Home to Assist Blind People for Navigation.

The demand of devices for safe mobility of blind people is increasing with advancement in wireless communication. Artificial intelligent devices with multiple input and output methods are used for reliable data estimation based on maximum probability. A model of a smart home for safe and robust mobility of blind people has been proposed. Fuzzy logic has been used for simulation. Outputs from the internet of things (IoT) devices comprising sensors and bluetooth are taken as input of the fuzzy controller. Rules have been developed based on the conditions and requirements of the blind person to generate decisions as output. These outputs are communicated through IoT devices to assist the blind person or user for safe movement. The proposed system provides the user with easy navigation and obstacle avoidance.

Safe Patient Handling and Movement.

Safe Patient Handling and Movement.

Strategies for Managing the Risk of Mucogingival Changes During Impacted Maxillary Canine Treatment.

Gingival recession is a frequent mucogingival defect in the adult population. It affects the esthetics and is related to hypersensitivity and a high risk of periodontal attachment loss. The connection between orthodontic treatment and periodontal health has been debated for a long time. A healthy periodontium can be preserved during safe orthodontic tooth movement even in patients with poor mucogingival anatomy. This article aimed to review the strategies around managing the risks of mucogingival and apical root changes owing to maxillary canine impaction, with a special focus on gingival recession and impacted maxillary canine treatment. Maxillary canines are the second most frequently impacted teeth after the third molars. They can be located in the labial or buccal aspect of the alveolar bone. If interceptive procedures fail, the next step is the challenging and time-consuming comprehensive orthodontic-surgical treatment. Determining the exact impacted canine location, its relation to the adjacent teeth and structures, the least invasive surgical approach, and the best path for traction are all a part of the standard diagnostic process. It has also been suggested that orthodontists should evaluate periodontal risks to achieve the best possible results. Clinical examination and cone beam computed tomography provide valuable information for the treatment plan that yields good results with a healthy periodontium.

The Path Planning Method for AUV Group Moving in Environment with Obstacles

The new path planning method for AUV group moved in the " leader-followers" mode in a desired formation in an unknown environment with obstacles is proposed in paper. In this case one AUV plays role of AUV-leader, which has information about the mission and plans a safe trajectory of its movement, depending on its purpose and detected obstacles. AUV-followers must move behind the leader, in accordance with their assigned place in formation, using information about the current position of the leader, received via acoustic communication channels, and information about their distances to obstacles, detected by their onboard rangefinders. Due to the low bandwidth of acoustic communication channels, there is a problem of matching the position of the AUV-followers during obstacles avoidance. It is necessary to avoid collisions between AUV of group. This problem is solved by means of the preliminary forming for each follower of the only possible trajectory of movement inside formation which will provide it safe movement relatively other followers when this AUVfollower moves around detected obstacle. This approach allows do not coordinate the current position of the AUV-followers relative to other AUV of group if a high-precision control system is used, and as a result it does not require additional data exchange between the AUV group. In this paper, an approach to the forming of AUV-follower trajectories inside AUV formation and the method of forming the desired position of the AUV-followers on these trajectories are proposed. The effectiveness of the proposed method is confirmed by the results of mathematical modeling.

ПРОЕКТИРОВАНИЕ И РАСЧЕТ ДОРОЖНОЙ ОДЕЖДЫ МЕТОДОМ СТРУКТУРНЫХ ЧИСЕЛ

Road surface is one of the main components of highways, its condition ensures the safety and speed of traffic. Modern road surface is a complex engineering structure: it consists of layers of road construction materials laid in stages, which have various physical and mechanical properties. These properties are taken into account to ensure the safe movement of vehicles at any time of the year at the estimated speed, while preventing accidents and reducing traffic convenience. The method of structural numbers is one of the methods for calculating roadways. The possibility of its application for the design and calculation of road surface is analyzed. The article shows the possibility of using this rather simple method used in many countries, using a specific example. Since Russia is actively switching to the design of asphalt-concrete mixtures using the Superpave method, which improves the performance of road surfaces, this method has advantages in the design and calculation of road coverings, consisting in ease of use.

Logical Foundations of Group Traffic Control of Trains

We show an application of the methods of mathematical logic to the design of a control system for group movement of trains for a railway station. We develop a typical lifecycle of a route (route design, assembly, control over the movement of a train along the route, disassembling the route) that guarantees safe group movement of trains at a station. We construct the model of a route in the form of a logical passability function and the model of a railway station in the form of a logical diagram. Based on these models, we find the set of potentially feasible station routes, states of railroad switches and route traffic lights. We define different relationships between routes: compatible, incompatible, alternative.

Preventing Staff Member Injury Through Safe Patient Handling and Movement.

AORN JournalVolume 111, Issue 5 p. 567-568 Column Preventing Staff Member Injury Through Safe Patient Handling and Movement Lisa Spruce DNP, RN, CNS-CP, CNOR, ACNS, ACNP, FAAN, Lisa Spruce DNP, RN, CNS-CP, CNOR, ACNS, ACNP, FAANSearch for more papers by this author Lisa Spruce DNP, RN, CNS-CP, CNOR, ACNS, ACNP, FAAN, Lisa Spruce DNP, RN, CNS-CP, CNOR, ACNS, ACNP, FAANSearch for more papers by this author First published: 28 April 2020 https://doi.org/10.1002/aorn.13023Read the full textAboutPDF ToolsRequest permissionExport citationAdd to favoritesTrack citation ShareShare Give accessShare full text accessShare full-text accessPlease review our Terms and Conditions of Use and check box below to share full-text version of article.I have read and accept the Wiley Online Library Terms and Conditions of UseShareable LinkUse the link below to share a full-text version of this article with your friends and colleagues. Learn more.Copy URL Share a linkShare onFacebookTwitterLinkedInRedditWechat No abstract is available for this article. Volume111, Issue5Special Focus Issue: Infection PreventionMay 2020Pages 567-568 RelatedInformation

Cone beam computed tomographic analysis of the spatial limitation during mandibular arch distalization

BackgroundIn the literature, attempts are seldom made to quantify spatial limitation during mandibular arch distalization. This study aimed to investigate the spatial limitations associated with cortical contact with the mandibular second molar during mandibular arch distalization.MethodsThe study population included 67 individuals who had undergone cone beam computed tomography (CBCT) (34 male and 33 female; mean age: 23.9 ± 2.72 years). The total ridge width, alveolar housing width, and root width were measured to evaluate the buccolingual limit. The space distal to the molar root represented the mesiodistal limit. The influence of sex, right versus left side, root-contact condition, malocclusion category, and presence of wisdom teeth were evaluated.ResultsThe rate of cortical contact was 49.3% before any orthodontic movement. No significant differences were observed in the alveolar width according to sex (male vs female), side assessed (right vs left), wisdom teeth (present vs absent), or malocclusion category. The ridge width and the alveolar width were smaller in the contact group than in the non-contact group (P < 0.01). The group with wisdom teeth showed a larger available distalization distance, but a significant difference was observed only near the alveolar crest.ConclusionsBoth ridge width and available distalization distance were limiting factors for mandibular teeth distalization. For cases in which whole-arch distalization is planned, CBCT is recommended before treatment, especially for non-extraction treatment. This approach ensures safe and predictable tooth movement.

Control of the Vessel Course using of PID-Regulator under Parametric Uncertainty

The work is devoted to the problem of ensuring the safe movement of vessels in maritime waters. A special place within the framework of this problem is occupied by the task of planning the shipping route: the trajectory of the vessel’s movement in the local sea waters area and shipping route from the port of sailing out to the port of destination. The purpose of planning the vessel’s trajectory in the local sea waters area is to ensure navigation safety in the conditions of collective movement and geographical features of the waters area. In the present work the task of controlling the vessel when she is proceeding by the program trajectory is considered. The article notes that the inaccuracy of a preconceived ideas about the model of vessel movement can significantly affect the behavior of the vessel in the control processing, accuracy of control may become insufficient in circumstances of high traffic intensity, which can lead to dangerous approach of vessels. To solve this problem, it is proposed to include in the ship’s control system the PID - regulator operating on a deviation from the course, integral from this deviation and its derivative, and also, the function of identifying the model of motion of an object by the method of speed gradient, realizing a closed system. As a model of the vessel’s movement adopted well known model Nomoto of second order. The article is accompanied by the results of modeling the proposed ship control system. It is shown that it is able to operates within a single process in real time and respond adequately to changes of motion model parameters.

The influence of physical and mental constraints to a stream of people through a bottleneck

Understanding movement in heterogeneous groups is important for a meaningful evaluation of evacuation prediction and for a proper design of buildings. The understanding of interactions and influencing factors in heterogeneous groups on key performance figures is fundamental for a safe design. This contribution presents results of experimental studies on movement of a crowd through a bottleneck involving participants with and without disabilities. High precise trajectories of the attendees extracted from video recordings were used to calculate density and velocity of the participants. Besides the well-established fundamental diagram new insights into the individual relation between density and velocity are discussed. A complex structure and considerate behaviour in movement implicates a strong influence of the heterogeneity on key performance values of safe movement.

A mixed integer programming formulation and scalable solution algorithms for traffic control coordination across multiple intersections based on vehicle space-time trajectories

Thanks to the development of mobile computing, novel traffic data sources are emerging as the promising building blocks for more effective traffic control strategies. It is expected that the vehicle space-time trajectories will become ubiquitously available in foreseeable future. Real-time trajectory data will provide full-spectrum pattern of traffic dynamics among multiple intersections. In this paper, we present a new traffic control representation for multiple intersections. A new multi-intersection phase (MI-phase) is proposed to represent safe vehicle movements across a few tightly connected intersections. All the intersections are also viewed as one integral “super intersection” within which vehicles move according to their planned paths. Through scheduling the sequence and durations of MI-phases over time, the vehicles will be crossing intersections with minimal delays. This approach can provide more flexibilities for traffic control coordination than the traditional Cycle-Split-Offset approach. A linear integer programming formulation is presented for joint optimization of vehicle space-time trajectories and traffic control. We also design a scalable optimization frame for real-world traffic control optimization, referred to as “Lagrangian decomposition with subproblem approximation” approaches. In this new framework, we construct the dynamic network loading based lower bound estimator (DNL-LBE) in which the relaxed constraints and sensitivity to the Lagrangian multiplier prices are explicitly considered while vehicular flows are being loaded. By doing so, the complex controlled dynamic network loading process can be represented through Lagrangian multipliers interfacing with the MI-phase optimization module (then solved by Dynamic Programming). This approach can facilitate price-based search heuristics to find high quality solutions for both vehicular space-time trajectories and traffic control plans without increasing the overall computing complexity. The efficiency of the proposed optimization framework is further improved through multiple advanced computing techniques. In the end, one demonstrative and one real-world example are provided to show the performance of the new approach.

Intersections at different levels - an alternative solution to the development of the road network

Modern road network should provide conditions for safe and comfortable movement, both for drivers and for pedestrians. Transport industry development specialists face such transport problem as the low capacity of the road network. Low capacity causes congestion in the road network, disruptions in the organization of normal traffic flow, traffic jams, an increase in the number of traffic accidents. One way to solve this transportation problem is to use alternative solutions when designing. These solutions include constructing the intersections at different levels. The aim of the study is to compile data on alternative diamond-shaped intersections at different levels with a change in the side of movement. The main results of the study are that at the moment there are three schemes of a diamond-shaped intersection with a change in the side of the movement. These types of intersections have a smaller number of conflict points, compared with the intersection of the diamond type. The experience in the operation of road sections with diamond intersections showed a decrease in accident rates. Cyclists and pedestrians can use the junctions as well. The results of the study give an idea of the level of design of alternative types of intersections abroad. Considered interchanges can be used not only when at crossings of high-category roads, but also in cities, in the conditions of the existing development.

3D Trajectory Planning Method for UAVs Swarm in Building Emergencies

The development in Multi-Robot Systems (MRS) has become one of the most exploited fields of research in robotics in recent years. This is due to the robustness and versatility they present to effectively undertake a set of tasks autonomously. One of the essential elements for several vehicles, in this case, Unmanned Aerial Vehicles (UAVs), to perform tasks autonomously and cooperatively is trajectory planning, which is necessary to guarantee the safe and collision-free movement of the different vehicles. This document includes the planning of multiple trajectories for a swarm of UAVs based on 3D Probabilistic Roadmaps (PRM). This swarm is capable of reaching different locations of interest in different cases (labeled and unlabeled), supporting of an Emergency Response Team (ERT) in emergencies in urban environments. In addition, an architecture based on Robot Operating System (ROS) is presented to allow the simulation and integration of the methods developed in a UAV swarm. This architecture allows the communications with the MavLink protocol and control via the Pixhawk autopilot, for a quick and easy implementation in real UAVs. The proposed method was validated by experiments simulating building emergences. Finally, the obtained results show that methods based on probability roadmaps create effective solutions in terms of calculation time in the case of scalable systems in different situations along with their integration into a versatile framework such as ROS.

The United Nations Sustainable Development Goals, the WHO General Program of Work 2019-2023 and International Safe Communities

Background: A number of international safe communities are displaying increasing interest in the United Nations Sustainable Development Goals (UNSDG). The International Safe Communities Certifying Centre is seeking to establish formal relations with the World Health Organization (WHO). Purpose: A formal review of the UNSDG and WHO General Program of Work 13 – 2019 to 2023 (WHO GPW13) alignment with the international Safe Communities indicators. Methods: UNSDGs were formally reviewed by 4 senior ISCCC certifiers and ranked in terms alignment with International Safe Communities Indicators. Results: While injury imposes a considerable cost burden on communities, safety is a critical precondition necessary for the attainment of the productive physical, physical and social environments that communities require to achieve their full potential. Safety provides a dynamic leverage point for communities to achieve their aspiration for sustainable development. There is very strong alignment between the UNSDGs and the International Safe Community Indicators The holistic understanding of injury prevention and safety promotion adopted by the safe communities movement supports the WHO vision to “Promote health, keep the world safe and serve the vulnerable” articulated in its 13th General Program of Work (GPW): 2019 to 2023. Based on the analysis the ISCCC board has identified 7 domains of injury prevention and safety promotion practice that are of high strategic importance8: • Disaster preparedness • Prevention of Road Traffic Injuries • Prevention of Violence against Women • Prevention Violence against Children • Suicide prevention • Falls prevention • Prevention of workplace injury. All new designation applications submitted after the 1st of July 2019 must provide statistical information regarding the incidence of these issues and to describe how they are addressed in their community. Conclusion: The International Safe Community movement embraces a whole of system (ecological) definition of injury prevention and safety promotion that aligns easily with the United Nations Sustainable Development Goals (UNSDG) and the WHO General Program of Work 13, 2019 to 2023 (WHO GPW13).