Automotive Event Data Recorders (EDRs) are often utilized to determine or validate the severity of vehicle collisions. Several studies have been conducted to determine the accuracy of the longitudinal change in velocity (ΔV) reported by vehicle EDRs. However, little has been published regarding the measurement of EDRs that are capable of reporting lateral ΔVs in low-speed collisions. In this study, two 2007 Toyota Camrys with 04EDR ECU Generation modules (GEN2) were each subjected to several vehicle-to-vehicle lateral impacts. The impact angles ranged from approximately 45 to 135 degrees and the stationary target vehicles were impacted at the frontal, central, and rear aspects of both the driver and passenger sides. The impact locations on the bullet vehicles were the front and rear bumpers and the impact speeds ranged from approximately 7.9 to 16.1 km/h. Instrumentation was mounted at the approximate center of gravity (CG) of the target vehicles, as well as on the front reinforcement bar, rear body panel, airbag ECU, B-pillars, and C-pillars to evaluate the varying lateral ΔV (ΔVy) readings from the 3 sensor locations (ECU, B-pillar, C-pillar) represented in the Toyota EDR and to account for rotational (yaw) effects on the data. The lateral ΔVs reported by the Toyota EDRs were then compared to the recorded ΔVys from the reference instrumentation mounted within the test vehicles. A comparison of the data revealed a general under-reporting of impact severity from the Toyota EDRs at the ECU sensor when compared to reference instrumentation at the vehicle CG for impacts near the center of the target vehicle where the vehicle typically rotated about its frontal aspect. There was a general over-reporting of impact severity from the Toyota EDRs at the ECU sensor when compared to reference instrumentation at the vehicle CG for impacts near the front (heavy) axle of the target vehicle where the vehicle rotated about its rear aspect. Rotational data from the reference instrumentation and the distance between the ECU and reference instrumentation at the CG was also utilized to calculate the corresponding ΔVy at the ECU location for a direct comparison to the Toyota EDR measurement at the ECU (maximum of 12.0% difference). A comparison of the data recorded at the Toyota ECU sensors and the reference instrumentation mounted to the ECUs revealed accurate measurements by the Toyota ECU sensor (maximum of 7.6% difference). Differences in reported values between the 3 aforementioned Toyota sensor locations, as well as non-recordings and longitudinal ΔV recordings from the Toyota EDRs were also evaluated.

Background Compelling evidence supports multiple benefits of physical activity (PA) even in small bursts. Less than 50% of Americans achieve recommended PA levels, lower still for individuals living with chronic illness or disease. Purpose The purpose of this study was to develop and evaluate the feasibility and preliminary effects of 3-min follow-along video scenarios to promote brief episodes of low-moderate levels of PA among individuals with chronic diseases. Methods Guided by our previous studies and self-efficacy theory, the program (WellMe in 3 (c) for Patients) was modeled after another program developed for healthcare staff. An advisory panel and a health and fitness expert guided the creation of twelve 3-min video scenarios that included two individuals living with chronic illness and a fitness leader who guided the PA scenarios and how to adapt them based on limitations. The 12 scenarios included 3 min of aerobic activities, stretching, or balance. Preliminary pilot effects were measured among 39 patients living with chronic conditions for one month. Standardized instruments were used to measure PA levels, PA self-efficacy (SE), and quality of life (QoL); usability and satisfaction were assessed using researcher-developed tools. Descriptive and inferential statistics were used to evaluate change over time. Results Twelve video scenarios were created tailored to persons with chronic illness. Thirty-nine participants piloted the program, reporting an average of two chronic conditions. Baseline QoL scores were lower than normative data, self-efficacy scores were low-to-moderate, and PA levels were very low. Participants averaged using one video per day. 62% of participants provided complete self-reported pre- and post-QoL and SE data and 41% provided pre- and post-PA (accelerometer) data. Significant improvements were found for general health and energy scores, and trends were found for self-efficacy scores. PA levels were highly variable with nonsignificant increases from baseline. Effect sizes were low-moderate for several measures. About 79% of participants rated program "Very good"; all recommended the program. Linking Evidence to Action Physical activity has multiple health benefits for all people including those living with chronic conditions. Even short bouts of physical activity have health benefits. A program of 3-min follow-along PA videoclips for individuals living with chronic disease holds promise for clinicians and researchers.

Instrumented human subject and anthropomorphic test device (ATD) responses to low speed lateral impacts were investigated. A series of 12 lateral collisions at various impact angles were conducted, 6 near-side and 6 far-side, with each test using an ATD and one human subject. Two restrained female subjects were utilized, with one positioned in the driver seat and one in the left rear seat. Each subject was exposed to 3 near-side and 3 far-side impacts. The restrained ATD was utilized in both the driver and left rear seats, undergoing 3 near-side and 3 far-side impacts in each position. The vehicle center of gravity (CG) change in velocity (delta-V) ranged from 5.5 to 9.4 km/h (3.4 to 5.8 mph). Video analysis was used for quantification and comparison of the human and ATD motions and interactions with interior vehicle structures. Human head, thorax, and low back accelerations were analyzed. Peak human subject head resultant accelerations ranged from 0.9 to 36.8 g’s. Peak human subject thorax and low back lateral accelerations ranged from 1.0 to 17.1 g’s and 1.3 to 12.7 g’s, respectively. The ATD was instrumented with various sensors, including a tri-axial head accelerometer and 6-axis load cells in the upper neck, lower neck, and lumbar spine. Peak ATD head resultant accelerations ranged from 3.6 to 33.5 g’s. Peak ATD upper and lower neck compression ranged from -47.4 to -991.5 N and -52.1 to -740.6 N, respectively. Peak ATD lumbar compression ranged from -72.3 to -402.1 N. Cervical and lumbar shear loading and moments are also reported.

Thin films of titanium-silicon carbonitride (TiSiCN) with titanium adhesion layers were deposited at approximately 280°C on horizontally and vertically-mounted strips of 301-stainless steel by reactive magnetron sputtering. Considerable differences in the mid-deflections and radii of curvature between the vertical and horizontal samples were observed. Cross-sectional characterizations done on a TEM revealed a columnar growth and uniform microstructure. A finite-element model of the tri-layer sandwich structure using Mesh-Tie constraints was developed to estimate the intrinsic stress levels in the overcoat as probable functions of substrate location and orientation. The computational model in the absence of intrinsic stress was validated by analytical expressions for multilayer films. The initial stress state parameter was varied in Abaqus until consistency in curvature-values was achieved with the physical measurement obtained from an optical setup specially-constructed for this purpose. The difference in the S11/S22 principal stresses provided the intrinsic stress estimate. The calculated values of intrinsic stress were then applied to an FEA test model with fixed constraints to computationally determine the stress reduction for individual samples.

Many modern automobiles' infotainment/navigation systems store vehicle telematics and user-supplied infotainment data. This data is useful in a wide variety of analyses but is not available through traditional OEM tools. The necessity to access the infotainment module data for forensic analysis can be satisfied by utilizing the Berla iVe system. Similar to CDR/EDR technology, Berla iVe is a hardware and software tool that is used to acquire and analyze stored automotive data. However, CDR/EDR systems are generally developed in partnership with manufacturers or OEM suppliers. Berla iVe is a privately developed forensic system analogous to traditional forensic tools used to interrogate computer hard drives and smartphones. The technology is privately developed and tested. The data is then parsed using recognized forensics practices. This research was focused on assessing the accuracy of speed data recorded in certain modules and the resulting translations reported by the Berla iVe system. While a number of manufacturers' vehicles store a variety of infotainment data, this project was limited to Ford Sync Generation 2 (SG2) and Generation 3 (SG3) systems. A series of controlled tests were conducted under a variety of operational conditions to create GPS-based and wheel speed-based (SG3 only) vehicle speed data. The Berla iVe-obtained speed data was compared to reference instrumentation without any smoothing or matching of recording latencies. Within each data set, the maximum error was 9 kph (the largest errors were associated with rapid speed change maneuvers), the average error was less than 1 kph, the correlation coefficient was 0.98 kph or higher, and the root mean square error (RMSE) was generally 2 kph or less. As such, the Berla iVe-obtained GPS- and wheel-based speed data are sufficiently accurate for a number of applications, including traffic accident reconstruction.

Gene therapy currently is one of the most promising treatments for genetic blindness. With the success of the phase I/ II trials for Leber’s congenital amaurosis (LCA) RPE65 and choroideremia (CHM), gene transfer to the retina has been shown to be technically safe, and with the potential to lead to efficacy in the treatment of retinal forms of blindness through gene augmentation in recessive or X-linked disease (MacLaren et al., 2014; Simonelli et al., 2010). A multitude of single gene disorders including retinitis pigmentosa (RP), caused by defects in over 60 different genes, remain. The challenges to bring this technology to patients in the wide spectrum of blinding disorders were discussed. There are several technical and logistical issues that are seen as hurdles in the development path that are either specific to particular approaches/indications or shared among many.

In humans, age-related macular degeneration and diabetic retinopathy are the most common disorders affecting cones. In retinitis pigmentosa (RP), cone cell death precedes rod cell death. Systemic administration of insulin delays the death of cones in RP mouse models lacking rods. To date there are no studies on the insulin receptor signaling in cones; however, mRNA levels of IR signaling proteins are significantly higher in cone-dominant neural retina leucine zipper (Nrl) knock-out mouse retinas compared with wild type rod-dominant retinas. We previously reported that conditional deletion of the p85 alpha subunit of phosphoinositide 3-kinase (PI3K) in cones resulted in age-related cone degeneration, and the phenotype was not rescued by healthy rods, raising the question of why cones are not protected by the rod-derived cone survival factors. Interestingly, systemic administration of insulin has been shown to delay the death of cones in mouse models of RP lacking rods. These observations led to the hypothesis that cones may have their own endogenous neuroprotective pathway, or rod-derived cone survival factors may be signaled through cone PI3K. To test this hypothesis we generated p85 alpha(-/-) /Nrl(-/-) double knock-out mice and also rhodopsin mutant mice lacking p85 alpha and examined the effect of the p85 alpha. subunit of PI3K on cone survival. We found that the rate of cone degeneration is significantly faster in both of these models compared with respective mice with competent p85 alpha. These studies suggest that cones may have their own endogenous PI3K-mediated neuroprotective pathway in addition to the cone viability survival signals derived from rods.

A rare cause of ST-segment elevation mimicking myocardial infarction has been reported in the setting of acute pneumothorax. We present a middle-aged woman with a right-sided secondary pneumothorax who developed severe chest pain associated with ST-segment elevation suggestive of acute myocardial infarction. Symptoms resolved immediately after advancement of the dislodged chest drain. A subsequent coronary angiogram was normal. This case highlights an uncommon electrocardiographic alteration and discusses possible pathophysiological mechanisms. (Heart, Lung and Circulation 2013;22:149-152) Crown Copyright (c) 2012 Published by Elsevier Inc. on behalf of Australian and New Zealand Society of Cardiac and Thoracic Surgeons (ANZSCTS) and the Cardiac Society of Australia and New Zealand (CSANZ). All rights reserved.