Intact PCL is a potential predictor of ACL graft size in the skeletally immature knee and other anatomic considerations for ACL reconstruction

Purpose To develop a method for using an intact posterior cruciate ligament (PCL) as a predictor of anterior cruciate ligament (ACL) graft size and examine possible differences in tunnel length based on all-epiphyseal drilling method. Methods One hundred one patients 5–18 years of age with magnetic resonance imaging (MRI) of the knee at an outpatient pediatric orthopaedic clinic from 2008 to 2020 were included. ACL and PCL coronal, sagittal, and length measurements were made in all patients. Tunnel length measurements were made in patients with open physes. Statistical analyses were performed to evaluate potential associations in patient bony or ligamentous measurements. Results PCL sagittal width and PCL coronal width were statistically significant predictors of ACL sagittal width and ACL coronal width, respectively (p = 0.002, R = 0.304; p = 0.008, R = 0.264). The following equations were developed to calculate ACL coronal and sagittal width measurements from the corresponding measurement on an intact PCL; ACL Coronal Width (mm) = 6.23 + (0.16 x PCL Coronal Width); ACL Sagittal Width (mm) = 5.85 + (0.53 x PCL Sagittal Width). Mean tibial maximum oblique length (27.8 mm) was longer than mean tibial physeal sparing length (24.9 mm). Mean femoral maximum oblique length (36.9 mm) was comparable to mean femoral physeal sparing length (36.1 mm). Both were longer than mean femoral straight lateral length (32.7 mm). Conclusion An intact PCL is a predictor of native ACL size. Tunnel length differs based on chosen drilling method in all-epiphyseal technique. Level of evidence Diagnostic Level III.

Calculation of tunnel incision parameters during phacoemulsification in patients with previous anterior radial keratotomy

Background. The purpose was the choice of the type of tunnel incision on the basis of mathematical calculations in cataract patients with a previous anterior radial keratotomy. Materials and methods. During the calculations, the formula for the chord length of a circle was used: L = 2R · sin(α/2), where R is the radius of the cornea, α is the angle (in degrees) between the two corneal incisions. The chord length was measured on the limbus (upper edge of the tunnel incision) and 2 mm from the limbus (lower edge of the tunnel incision). The chord 2 mm from the limbus is more important because the distance between kerato­tomy incisions at this site is smaller. From 0.4 to 1.0 mm must be added to the width of the knife blade, depending on the type of postoperative corneal healing, which will be the key to crossing the incisions. Results. The most common knives are those 2.2 mm long with a tunnel length of 2 mm. Therefore, we perform calculations based on this knife in patients with 8 and 12 keratotomy incisions and a corneal diameter of 12 mm vertically and 11 mm horizontally. In patients with 8 keratotomy incisions, a 2.2 mm knife can be used for a corneal tunnel incision, and in patients with 16 incisions, it is impossible to use a corneal tunnel. Conclusions. In cataract patients who have previously undergone anterior radial keratotomy, a special approach is needed to the choice of tunnel incision. The choice of access depends on the diameter of the cornea, the number of keratotomy incisions and the width of the knife and is calculated using the formula for the chord length of a circle.

Numerical Simulation of the Evacuation Process in a Tunnel during Contraflow Traffic Operations

The purpose of this numerical research is to assess the evacuation process in a tunnel under the contraflow condition. Numerical simulations utilizing FDS+Evac codes associated with a fire dynamic simulator (FDS) model simulating a fire scenario are used to simulate evacuation and to predict the impact of a 100 MW fire scenario on the occupants inside the tunnel. Traffic and passenger conditions are based on real data from a tunnel in the UK. Two fire loads, 100 MW and 5 MW, are studied to represent an HGV and a passenger car fire. The 100 MW fire source, caused by an unexpected heavy good vehicle (HGV) catching fire, is located in the middle of the tunnel and at 20% of tunnel length to study the effect of fire source location on the usage of emergency exits and tenability thresholds. The dimensions and the inclination angle of the existing roadway tunnel are 1836 m (L) × 7.3 m (W) × 5 m (H) and 4%, respectively. It should be noted that the 4% inclination of the tunnel causes asymmetry propagation of smokes thus the visibility of the downstream and upstream from the fire behave differently. The maximum needed time to evacuate using all egress, the amount of fractional effective dose and visibility at the human’s height are analyzed. Simulation results indicate that when a realistic worst-case fire scenario is modeled, all evacuees can survive before the combustion gases and heat influence their survivability.

Research@ZaB: Study of FDS Capabilities to Assess the High-Speed Train Impact on Pressure Pattern Within a Railway Tunnel

The “wind tunnel” approach is applied to study high-speed train aerodynamics in a railway tunnel using FDS software. The main focus of the research is on the pressure distribution along the tunnel. Proven analytical dependencies based on the experimental observations for air jet centerline velocity and flow entrainment are used to evaluate the model setup. A model verification is carried out based on the pressure drop calculations due to viscous effects where the impact of the surface roughness and the tunnel length are also considered. A sensitivity analysis is performed to evaluate changes in input FDS parameters and to explore interactions between them. It is proposed to use the standard deviation, obtained from the calculated time-averaged pressure values, to specify the appropriate numeric parameter combinations, e.g. DT and PRESSURE_TOLERANCE, considering the desired results consistency and the computational time consumed. The simulated cases with and without a train inside a tunnel provide data on the aerodynamic characteristics of the models. The obtained volumetric and cross-sectional profiles for pressure and airflow velocity distribution form the basis for an informed decision regarding the tunnel design or safety solutions, for example, defining areas under maximal and minimal pressure loads. The analysis displays the necessity to carefully manage each investigated case considering the FDS features and limitations that largely affect a model setup and calculations.

Numerical Analysis of Thermal Environment in Deep Mining

To analyze heat effect in deep metal mines, it is crucial to understand the temperature field distribution around the mine tunnel. In this paper, a numerical model of the random mineral composition of the rock body is established based on finite element software to analyze the influence of the internal composition of the surrounding rock on the temperature field, and a numerical simulation model based on COMSOL finite element software is established based on the two heat exchange modes of heat conduction and heat convection in the surrounding rock. The results show that the numerical simulation results of a typical numerical simulation model using a single material are lower than the real situation; increasing the tunnel length does not increase the heat exchange efficiency between the rock wall and the air; increasing the wind velocity has a limited impact on the temperature field; the wind temperature more directly affects the mining surface; and the effect of wet air on the temperature field of the surrounding rock has a more substantial variation.

CFD model to assess parameters influencing piston wind in a subway tunnel and station

Quantifying the train-induced wind affecting the climate of subway stations can be applied to improve underground networks air quality. In this paper, numerical simulations of train-induced airflow in a subway station are performed, using a CFD model with dynamic meshing techniques. A preliminary study is done in a double-track tunnel with blockage ratios of 0.30, 0.37 and 0.46 with a train running at constant speed in the order of 10 m/s. The tunnel length necessary to obtain a stable flow around the train body is determined, and this upstream tunnel length is included in a subway station model. Two different architectures and three train speeds are simulated, and the effect of these configurations on the station airflow is evaluated through the air velocity and the mass flow rate at a location on the platform. The results evidence an increase in air circulation with blockage ratio and train speed.

Biomechanical Effects of Aspect Ratio of the Knee during Outside-In Anterior Cruciate Ligament Reconstruction Surgery

We analyzed tunnel length, graft bending angle, and stress of the graft according to tunnel entry position and aspect ratio (ASR: ratio of anteroposterior depth to mediolateral width) of the articular surface for the distal femur during single-bundle outside-in anterior cruciate ligament reconstruction (ACLR) surgery. We performed multiflexible body dynamic analyses with four ASR (98, 105, 111, and 117%) knee models. The various ASRs were associated with approximately 1 mm changes in tunnel length. The graft bending angle increased when the entry point was far from the lateral epicondyle and was larger when the ASR was smaller. The graft was at maximum stress, 117% ASR, when the tunnel entry point was near the lateral epicondyle. The maximum stress value at a 5 mm distance from the lateral epicondyle was 3.5 times higher than the 15 mm entry position, and the cases set to 111% and 105% ASR showed 1.9 times higher stress values when at a 5 mm distance compared with a 15 mm distance. In the case set at 98% ASR, the low-stress value showed a without-distance difference from the lateral epicondyle. Our results suggest that there is no relationship between the ASR and femoral tunnel length. A smaller ASR causes a higher graft bending angle, and a larger ASR causes greater stress in the graft.

Comparative Study of Energy Savings for Various Control Strategies in the Tunnel Lighting System

Tunnel lighting is the most significant component in total energy consumption in the whole infrastructure. Hence, various lighting control strategies based on light-emitting diode (LED) technology have been investigated to conserve energy by decreasing luminaires’ operating time. In this study, four kinds of tunnel lighting control strategies and the development of their associated technologies are evaluated: no-control low-consumption lamps (LCL), time-scheduling control strategy (TSCS), daylight adaptation control strategy (DACS), and intelligent control strategy (ICS). This work investigates the relationship between initial investment and electrical costs as a function of tunnel length (L) and daily traffic volume (N) for the four control strategies. The analysis was performed using 100-day data collected in eleven Chinese tunnels. The tunnel length (L) ranged from 600 m to 3300 m and the daily traffic volume (N) ranged from 700 to 2500. The results showed that initial investment costs increase with L for all control strategies. Also, the electricity costs for the LCL, TSCS, and DACS strategies increased linearly with L, whereas the electricity cost for the ICS strategy has an exponential growth with L and N. The results showed that for a lifetime equal to or shorter than 218 days, the LCL strategy offered the best economical solution; whereas for a lifetime longer than 955 days, the ICS strategy offered the best economical solution. For a lifetime between 218 and 955 days, the most suitable strategy varies with tunnel length and traffic volume. This study’s results can guide the decision-making process during the tunnel lighting system’s design stage.