To examine the relationship between patterns of alcohol use, as determined by the Alcohol Use Disorders Identification Test, and vehicle control measures in high fidelity driving simulation among adult sober drivers. Baseline data (BAC = 0.00%; N = 108) from a larger study aimed at using high-fidelity driving simulation (National Advanced Driving Simulator) to evaluate the feasibility of vehicle-based sensors to identify alcohol impairment were analyzed. Driving simulation scenarios included driving on urban, interstate, and rural roadways. The independent variable was the pattern of alcohol use measured with the Alcohol Use Disorder Identification Test (AUDIT). Dependent variables included one lateral vehicle control measure (i.e., standard deviation of lane position (SDLP)) and one longitudinal vehicle control measure (i.e., average speed relative to the speed limit) in high fidelity driving simulation. Multivariable linear regression was used to examine the associations between patterns of alcohol use ically oriented alcohol-misuse prevention efforts. The findings support our hypothesis that the AUDIT score and responses to individual AUDIT questions, among sober drivers, relates to vehicle control measures. Overall, our data highlight two important themes 1) a need to further integrate alcohol use metrics with high-fidelity driving simulation studies to understand how drinking experience can relate to driver behavior and vehicle control and 2) the opportunity to integrate clinical perspectives with driving simulation research to strengthen clinically oriented alcohol-misuse prevention efforts.The assumptions people make from body shape can have serious implications for the well-being of the individuals inhabiting such bodies. Fat people are subject to pervasive and resilient social stigma and discrimination, leading to negative mental and physical health outcomes, including negative sexuality-related outcomes. Though previous studies have examined the personality traits attributed to, or the sexual attractiveness of, varying body shapes, no research has asked participants to make attributions of sexual traits to varying body shapes. The purpose of this study was thus to examine sexuality-related trait inferences made from body shapes. Participants (N = 891, 70% women, Mage = 25.28) were randomly assigned to view 5 computer-generated 3-dimensional body models of varying shapes developed using the skinned multi-person linear model. Participants rated their sexual attraction to each body and the degree to which each of 30 traits (10 personality and 20 sexual) applied. Results demonstrated that larger bodies are generally viewed as less sexually attractive. Further, constellations of sexuality traits were predicted reliably by body shape, demonstrating that people hold sexual stereotypes about a diverse range of body shapes. This study provides an initial comprehensive demonstration of the sexuality-specific traits associated with varying body shapes. This study aims to evaluate the assumption of geometric similitude inherent to equal-stress equal-velocity scaling by determining if scale factors created with different anthropometry metrics result in different scaled injury tolerance predictions. This assumption will be evaluated when equal-stress equal-velocity scaling is employed across dissimilar (e.g., 50 male to small female) and similar (e.g., small female to a reference small female anthropometry) anthropometries. Three average male and three small female lower extremity specimens that were tested in ankle inversion/eversion were selected for scaling analysis. Three additional female specimens were selected as a reference dataset, such that the accuracy of the scaled data could be compared to an independent measured dataset. The failure moments, total height and total weight for these donors were determined from literature. Additional anthropometry metrics (leg length, calcaneus height, and bimalleolar width) were taken from each of their respeand therefore, anthropometry metrics used to create scale factors should be justified mechanistically and shown to apply across size and sex before being employed. The objective of this study was to describe pedestrian demographic characteristics, crash characteristics, selected health outcomes, and injury patterns by age using linked North Carolina (NC) crash-emergency department (ED) visit data for the period October 1, 2010, to September 30, 2015. This was a descriptive epidemiologic study. To examine both crash and health outcomes, NC pedestrian crash records were linked to statewide NC ED visit records using hierarchical deterministic methods. Pearson chi-square tests were used to compare the frequencies of pedestrians treated in NC EDs by sex, race/ethnicity, crash location, rurality, estimated driver speed at impact, ambient light, hospitalization/death, location of injury, and nature of injury, stratified by the following age groups 0-14, 15-24, 25-64, and ≥65 years. Most pedestrians treated in NC EDs were male (57.5%), except among adults ≥65 years old (47.5%). https://www.selleckchem.com/products/ex229-compound-991.html Over half of all injured pedestrians aged 0-14 (52.6%) and 15-24 (50.5%) years were Black/Africatic brain injuries (11.4%) and superficial wounds and contusions (62.8%). Adults aged ≥65 years had the highest proportion of open wounds/amputations and fractures (16.1%). Adults aged 25-64 years had the highest proportion of strains/sprains/dislocations (18.7%). There were considerable differences in demographic characteristics, crash characteristics, frequency of hospitalization/death, and injury patterns by age group. It is important to design streets and implement transportation policies and programs that improve safety for all pedestrians. There were considerable differences in demographic characteristics, crash characteristics, frequency of hospitalization/death, and injury patterns by age group. It is important to design streets and implement transportation policies and programs that improve safety for all pedestrians. The objective of this study was to investigate the effect of chin-to-chest contact on upper neck axial force in United Nations (UN) Regulation No. 129 frontal impact tests of child restraint systems. Frontal impact pilot experiments were carried out according to the test procedure in UN Regulation No. 129. Q-Series child dummies were seated in a small convenience sample of forward-facing child restraint systems. The timing and duration of chin-to-chest contact were determined using the procedure for calculating external head impact force in SAE J2052. Chin-to-chest contact was observed in all of our experiments and generated a tensile peak in the upper neck axial force of the Q-Series dummies. Prior to chin-to-chest contact, a purely inertial, noncontact peak was observed in the axial tension force. The tensile peak due to chin-to-chest contact was often greater than the inertial, noncontact peak force. Chin-to-chest contact can increase axial neck tension force beyond the level it would reach under purely inertial loading.