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Bike positional configuration changes strongly affect cycling performance. While consensus has emerged on saddle height optimisation, there is none for the relationship between other bike positional variables and cycling performance. Accordingly, this systematic review examines the effect of all major positional variables on performance in cycling, assessing differences between cycling disciplines and sex where possible. The systematic review, conducted per PRISMA guidelines, searched databases including Embase, Web of Science, Medline, and CINAHL, screening 16,578 studies. Of these, 47 were fully analysed. Study quality assessment using the NIH tool revealed none rated "good", 5 "fair" and 33 "poor". The analysis involved 724 participants (90 female, 454 male, 180 sex unstated). Studies focused on trunk angle/upper body position, handlebar height, Q factor, foot position, saddle fore-aft/height, seat tube angle and crank length. Participant cycling disciplines were often unspecified and few papers address women cyclists specifically. Key findings were associated with changing saddle height, trunk angle and saddle fore-aft. For trunk angle, accounting for the biomechanical and physiological effects as well as aerodynamic changes is important. Saddle fore-aft affects the hip angle and trunk angle. There are no clear recommendations for crank length, handlebar height, Q factor or cleat position. [ABSTRACT FROM AUTHOR]

The tackle contest is the most common and most injurious match contact event in rugby and is an indicator of performance. Tackle Ready is World Rugby's tackle technique education program. Limited research has characterized the tackle contest in women's rugby. The purpose of this study is to: (1) identify the match situational characteristics, ball‐carrier and tackler technical actions demonstrated in elite women's Rugby Union and (2) to determine the extent to which Tackle Ready recommended tackle techniques were exhibited. Technical characteristics for 1500 tackle events in the 2022–2023 Women's Six Nations Championship were visually assessed according to a predefined coding framework and the Tackle Ready program. Tackles lacked full completion (0.2%) of the 22 coded Tackle Ready techniques with 47% of the recommended techniques demonstrated in each tackle on average (range 15%–98%). A high proportion of tackles involved two defenders (48%), approaching ball‐carriers from the side (38%) or oblique angles (39%), in an upright position (30%), and with initial contact made with the arm (51%). Incorrect pre‐contact head positioning and head placement upon contact accounted for 50% and 15% of tackles, respectively, and there was a mean of 14 (95% CI 11–18) head and neck contacts to a tackler and 18 (95% CI 14–22) head and neck contacts to a ball‐carrier per game. Targeted interventions to encourage adoption of recommended techniques are needed to reduce tackle‐related injury risk in women's rugby. This study provides valuable context for future discussion across law enforcement, coach education and gender‐specific tackle coaching in the women's game. Highlights: Retrospective video analysis of a random subset of 1500 tackles from all 15 games in the 2022–2023 Women's Six Nations revealed low overall completion of recommended Tackle Ready techniques with 47% of the recommended techniques exhibited in each tackle on average.Incorrect pre‐contact head positioning and head placement upon contact accounted for 50% and 15% of tackles, respectively, and there was a mean of 14 head and neck contacts to a tackler and 18 head and neck contacts to a ball‐carrier per game.A high proportion of tackles involved two defenders (48%) and upright body positions (30%). [ABSTRACT FROM AUTHOR]

Occupant impact safety is critical for train development. This paper proposes a systematic procedure for developing validated numerical occupant crash scenarios for high-speed trains by integrating experimental, computational, and inverse methods. As the train interior is the most potentially injury-causing factor, the material properties were acquired by mechanical tests, and constitutive models were calibrated using inverse methods. The validity of the seat material constitutive model was further verified via drop tower tests. Finite element (FE) and multibody (MB) models of train occupant-seat interactions in frontal impact were established in LS-DYNA and MADYMO software, respectively, using the experimentally acquired materials/mechanical characteristics. Three dummy sled crash tests with different folding table and backrest configurations were conducted to validate the numerical occupant-seat models and to further assess occupant injury in train collisions. The occupant impact responses between dummy tests and simulations were quantitatively compared using a correlation and analysis (CORA) objective rating method. Results indicated that the experimentally calibrated numerical seat-occupant models could effectively reproduce the occupant responses in bullet train collisions (CORA scores >80%). Compared with the train seat-occupant MB model, the FE model could simulate the head acceleration with slightly more acceptable fidelity, however, the FE model CORA scores were slightly less than for the MB models. The maximum head acceleration was 30 g but the maximum HIC score was 17.4. When opening the folding table, the occupant's chest injury was not obvious, but the neck-table contact and "chokehold" may potentially be severe and require further assessment. This study demonstrates the value of experimental data for occupant-seat model interactions in train collisions and provides practical help for train interior safety design and formulation of standards for rolling stock interior passive safety. [ABSTRACT FROM AUTHOR]

Background: Incisional hernias occur after up to 40 per cent of laparotomies. Recent RCTs have demonstrated the role of prophylactic mesh placement in reducing the risk of developing an incisional hernia. An onlay approach is relatively straightforward; however, a variety of techniques have been described for mesh fixation. The biomechanical properties have not been interrogated extensively to date. Methods: This ex vivo randomized controlled trial using porcine abdominal wall investigated the biomechanical properties of three techniques for prophylactic onlay mesh placement at laparotomy closure. A classical onlay, anchoring onlay, and novel bifid onlay approach were compared with small-bite primary closure. A biomechanical abdominal wall model and ball burst test were used to assess transverse stretch, bursting force, and loading characteristics. Results: Mesh placement took an additional 7-15 min compared with standard primary closure. All techniques performed similarly, with no clearly superior approach. The minimum burst force was 493 N, and the maximum 1053 N. The classical approach had the highest mean burst force (mean(s.d.) 853(152) N). Failure patterns fell into either suture-line or tissue failures. Classical and anchoring techniques provided a second line of defence in the event of primary suture failure, whereas the bifid method demonstrated a more compliant loading curve. All mesh approaches held up at extreme quasistatic loads. Conclusion: Subtle differences in biomechanical properties highlight the strengths of each closure type and suggest possible uses. The failure mechanisms seen here support the known hypotheses for early fascial dehiscence. The influence of dynamic loading needs to be investigated further in future studies. [ABSTRACT FROM AUTHOR]

Women's participation in field collision sports is growing worldwide. Scoping reviews provide an overview of scientific literature in a developing area to support practitioners, policy, and research priorities. Our aim is to explore published research and synthesise information on the physical and technical demands and preparation strategies of female field collision sports. We searched four databases and identified relevant published studies. Data were extracted to form (1) a numerical analysis and (2) thematic summary. Of 2318 records identified, 43 studies met the inclusion criteria. Physical demands were the most highly investigated (n+=+24), followed by technical demands (n+= 18), tactical considerations (n+=+8) and preparatory strategies (n=1). The key themes embody a holistic model contributing to both performance and injury prevention outcomes in the context of female field collision sports. Findings suggest a gender data gap across all themes and a low evidence base to inform those preparing female athletes for match demands. Given the physical and technical differences in match-demands the review findings do not support the generalisation of male-derived training data to female athletes. To support key stakeholders working within female field collision sports there is a need to increase the visibility of female athletes in the literature. [ABSTRACT FROM AUTHOR]

It is a challenge to efficiently and accurately predict train dynamic responses during complex collisions. In this paper, a novel numerical simplification method for high-speed rail vehicles during complex impact configurations is proposed. The central section of high-speed rail vehicles is a sandwich corrugated hollow double-shell structure. Starting with a baseline detailed finite element (FE) model of a high-speed train, the central section was first simplified as a solid single-shell structure. A parametric study with various simplification thickness ratios of the simplified FE rail vehicle model in different longitudinal rigid-wall collisions and lateral rigid-cylinder impacts was then performed using LS-DYNA. Furthermore, a correlation and analysis (CORA) objective rating method was used to evaluate the related responses between the simplified and detailed baseline FE rail vehicle models. The results demonstrate that the simplified FE model could effectively predict the rail vehicle impact responses. The displacement and impact force time histories of the simplified vehicle model with a thickness ratio of 0.38 matched closely with the results of the baseline detailed FE model under both longitudinal and lateral impacts (total combined CORA rating score: 93%). The rail vehicle impact deformations of the simplified vehicle model were similar to those of the baseline detailed model. The application of the simplified vehicle FE model substantially reduced the computational time (approximately 55% reduction). This work provides a solid basis for efficiently exploring train impact responses in complex collisions, and will be especially useful for train occupant injury assessment. [ABSTRACT FROM AUTHOR]

Injury assessment during sporting collisions requires estimation of the associated kinematics. While marker-based solutions are widely accepted as providing accurate and reliable measurements, setup times are lengthy and it is not always possible to outfit athletes with restrictive equipment in sporting situations. A new generation of markerless motion capture based on deep learning techniques holds promise for enabling measurement of movement in the wild. The aim of this work is to evaluate the performance of a popular deep learning model "out of the box" for human pose estimation, on a dataset of ten staged rugby tackle movements performed in a marker-based motion capture laboratory with a system of three high-speed video cameras. An analysis of the discrepancy between joint positions estimated by the marker-based and markerless systems shows that the deep learning approach performs acceptably well in most instances, although high errors exist during challenging intervals of heavy occlusion and self-occlusion. In total, 75.6% of joint position estimates are found to have a mean absolute error (MAE) of less than or equal to 25 m m , 17.8% with MAE between 25 and 50 m m and 6.7% with MAE greater than 50 m m. The mean per joint position error is 47 m m. [ABSTRACT FROM AUTHOR]

Pedestrians suffer significant injuries from ground contact, but attempts to reduce them have been limited. A recent study using multi-body simulations showed ground contact injury may be improved by controlling vehicle braking. The aim of the study is to assesses whether controlled braking would be beneficial in real-world collisions. PC-Crash was used to reconstruct 150 freely available real-world vehicle pedestrian video collisions. Pairwise comparison of actual versus controlled braking was then performed for each case. Pedestrian injury evaluation metrics included head injury criterion HIC15 and pelvis contact force, and another metric named separation distance between the vehicle and pedestrian at the instant of ground contact was used to test the feasibility of external airbags for mitigating ground contact. Substantial head and pelvis injury reductions may be possible through the application of controlled braking. Full vehicle braking after first vehicle-pedestrian contact has little influence on overall pedestrian injury outcome. In controlled braking, an external semi-elliptic airbag with a range 2 m can prevent 83.1% ground contact (only 46.6% in actual cases) and there is a high probability (50%) that the available space to control braking is limited if the vehicle deviates from its original lane. Various kinematic explanations are presented, consistent with the principle that the vertical component of the impact on the ground can be reduced by controlling the vehicle braking. Despite the variation in real-world pedestrian collisions, controlled braking may generally provide a benefit for ground contact injuries. [ABSTRACT FROM AUTHOR]

The problem of injury protection for pedestrian is a research hot spot in traffic safety, and simulations are important research tools. In the process of design of simulation experiments, pedestrian gaits become more and more important. Hence in the research three pedestrian gait serials (walking, running and emergency) were found through observing and reconstructing 150 vehicle-pedestrian collision videos. Further studies had found that pedestrian speed and pedestrian injury are different among the three gait serials and there is significant difference between the Pedestrian Speed Before the Collision (PSBC) and the Pedestrian Speed at the Instant of the Collision (PSIC) in the same gait serial; for the emergency gait serial, there is significant difference between the estimated and reconstructed pedestrian heights; and there is high relevance between angles of the left extremities and the corresponding right extremities. Furthermore, based on results observed from the 150 videos and those existing research results, ten pedestrian gaits in each gait serial were proposed, simulation results shown that the pedestrian injury in different gait serial and in different gaits in the same gait serial are all different. The observed pedestrian gaits will help us to design a more objective simulation experiments in the future in analyzing pedestrian injury. [ABSTRACT FROM AUTHOR]

Due to a highly variable distribution of intramuscular collagen content within muscle, the amount collagen content itself does not relate to the actual passive muscle properties during mechanical testing as was shown in mouse hind limb muscles (Binder-Markey et al.). Keywords: muscle mechanics; extracellular matrix; connective tissue; neuromusculoskeletal interaction; adaptation; pathology; force production - transmission phenomena EN muscle mechanics extracellular matrix connective tissue neuromusculoskeletal interaction adaptation pathology force production - transmission phenomena 1 6 6 12/08/21 20211206 NES 211206 There is a growing emphasis on the importance of muscle extracellular matrix on muscular mechanics and specifically on the effects of the interaction of the extracellular matrix (ECM) and the contractile apparatus. An experimental assessment using multi-photon excitation microscopy in mouse tibialis anterior muscle surgically dissected from the tibia and surrounding muscles showed that in isometrically activated muscle the sarcomeres re-organize their lengths into a more uniform pattern over time, whereas in the passive state their length non-uniformity remained the same (Moo and Herzog). They demonstrate how a passively lengthened muscle can also have shortened parts and how an isometric contracting muscle can also have lengthened parts along the muscle fascicles. [Extracted from the article]

There are growing concerns about the risk of neurodegenerative diseases associated with heading in football. It is essential to understand the biomechanics of football heading to guide player protection strategies to reduce the severity of the impact. The aim of this study was to assess the effect of football speed, mass, and stiffness on the forces experienced during football heading using mathematical and human body computational model simulations. Previous research indicates that a football header can be modeled as a lumped mass mathematical model with elastic contact. Football headers were then reconstructed using a human body modeling approach. Simulations were run by independently varying the football mass, speed, and stiffness. Peak contact force experienced by the head was extracted from each simulation. The mathematical and human body computational model simulations indicate that the force experienced by the head was directly proportional to the speed of the ball and directly proportional to the square root of the ball stiffness and mass. Over the practical range of ball speed, mass, and stiffness, the force experienced by the head during football heading is mainly influenced by the speed of the ball rather than its mass or stiffness. The findings suggest that it would be more beneficial to develop player protection strategies that aim to reduce the speed at which the ball is traveling when headed by a player. Law changes reducing high ball speeds could be trialed at certain age grades or as a phased introduction to football heading. [ABSTRACT FROM AUTHOR]

Rugby union players can be involved in many tackles per game. However, little is known of the regular head loading environment associated with tackling in rugby union. In particular, the magnitude and influencing factors for head kinematics during the tackle are poorly understood. Accordingly, the goal of this study was to measure head motion of a visually unaware ball carrier during a real game tackle to the upper trunk with no direct head contact, and compare the kinematics with previously reported concussive events. Model-Based Image-Matching was utilised to measure ball carrier head linear and angular velocities. Ball carrier componential maximum change in head angular velocities of 38.1, 20.6 and 13.5 rad/s were measured for the head local X (coronal plane), Y (sagittal plane) and Z (transverse plane) axes respectively. The combination of a high legal tackle height configuration and visually unaware ball carrier can lead to kinematics similar to average values previously reported for concussive direct head impacts. [ABSTRACT FROM AUTHOR]

Multibody models have not yet been evaluated for reconstructing head kinematics during sports impacts. Accordingly, the goal of this study was to utilise whole-body motion data from twenty upper and mid/lower trunk rugby shoulder tackles recorded in a marker-based 3D motion analysis laboratory to assess the MADYMO human body passive ellipsoid model for head kinematic reconstruction. Head linear and angular velocity during the tackle for the multibody model predictions and 3D motion laboratory measures were recorded for the ball carrier. Examined were the linear and angular velocity, as well as the absolute and percentage differences. For upper trunk tackles, the median percentage error (with quartiles) for the MADYMO predictions were 10% (6% to 45%) and 23% (16% to 39%) for change in head linear and angular velocity, respectively. For mid/lower trunk tackles, the median percentage error (with quartiles) for the MADYMO predictions were 46% (33% to 63%) and 60% (53% to 123%) for change in head linear and angular velocity, respectively. In conclusion, the model is currently unsuitable for reconstruction of head kinematics during individual rugby union tackle cases. [ABSTRACT FROM AUTHOR]

The aim of this study was to use video evidence of tackles in elite level rugby union to identify ball carrier proficiency characteristics, for both lower and upper body tackles, that have a higher propensity to result in Head Injury Assessments(HIA) for the tackler. HIA (n = 74) and non-HIA tackles (n = 233) were categorised as either front-on or side-on upper or lower body tackles and scored for ball carrying proficiency characteristics. Side-on tackles included tackles from behind. A Chi-Square test (p < 0.05) and Cramer's V were calculated to compare proficiency characteristics in HIA and non-HIA cases. For front-on upper body tackles, the ball carrier "fending into contact" (p < 0.01;ES = Moderate) and "explosiveness on contact" (p = 0.04;ES = Moderate) had a higher propensity to result in a HIA for the tackler. Fending into contact was exhibited in 47% of all upper body Tackle front-on HIA cases. The fending arm contacted the tackler's head in 67% of these cases. Fending into contact can potentially be dangerous and therefore emphasis should be placed on safe fending during tackle-based training drills. Referees should also be alert to arm-to-head contact during the fend. Given the low number of ball carrier characteristics identified, focus should be placed on tackler characteristics for HIA prevention strategies. [ABSTRACT FROM AUTHOR]

Background: The mechanisms of ACL injury in rugby are not well defined.Aim: To describe the mechanisms of ACL injury in male professional rugby players using systematic video analysis.Methods: 36 cases from games played in top professional leagues and international matches were analysed. 5 analysts independently assessed all videos to record the estimated frame/time of initial ground contact, frame/time of ACL tear and a range of play specific variables. This included contact versus non-contact ACL injuries, injury timing, joint flexion angles and foot contact with the ground. 37 side-stepping manoeuvres from a control game were analysed to allow comparison of non-injury versus injury situations.Results: 57% of ACL injuries occurred in a contact manner. 2 main scenarios were identified: (1) offensive running and (2) being tackled, indicating that the ball carrier might be at higher risk of ACL injury. The majority of non-contact ACL injuries resulted from a side-stepping manoeuvre. In most non-contact cases, initial ground contact was through heel strike. Statistical assessment of heel strike at initial ground contact versus non-heel strike cases showed a significant difference in injury versus non-injury outcomes, with heel strike associated with higher injury risk. Non-contact ACL injuries had lower median knee flexion angles and a more dorsiflexed ankle when compared with a control group (10° vs 20°, p≤0.001 and 10° vs 0°, p=0.033 respectively).Conclusions: Over half of ACL injuries in rugby in our analysis resulted from a contact mechanism. For non-contact injuries, lower knee flexion angles and heel-first ground contact in a side-stepping manoeuvre were associated with ACL injury. [ABSTRACT FROM AUTHOR]

In rugby union, effective defensive play is highly technical and essential for game outcomes. Therefore, the aim of this study was to identify tackle heights, for given tackle types, that had a greater propensity to result in tackle gainline success for the tackler using match video evidence. The results indicated that tackling the upper legs of the ball carrier had a greater propensity to result in tackler success for both front-on (OR = 3.27; 95% CI = 1.34–7.95; p < 0.01) and side-on (OR = 5.31; 95% CI = 2.08–13.6; p < 0.01) arm tackles. For shoulder tackles, tackling at the lower trunk for front-on tackles (OR = 1.70; 95% CI = 1.04-2.79; p = 0.03) and the mid trunk for side-on tackles (OR = 3.11; 95% CI = 1.31–7.37; p < 0.01) had a greater propensity to result in tackler success. For smother tackles, tackling at the mid trunk had a greater propensity to result in tackler success during front-on (OR = 3.49; 95% CI = 1.81–6.74; p < 0.01) and side-on (OR = 5.11; 95% CI = 2.42–10.8; p < 0.01) tackles. The results highlight the importance of tackle height when coaching the tackle. The findings also suggest that technically proficient players can advance to more challenging contact techniques than aiming for the ball carrier’s centre of gravity. [ABSTRACT FROM AUTHOR]

Player-to-player contact inherent in many unhelmeted sports means that head impacts are a frequent occurrence. Model-Based Image- Matching (MBIM) provides a technique for the assessment of three-dimensional linear and rotational motion patterns from multiple camera views of a head impact event, but the accuracy is unknown for this application. The goal of this study is to assess the accuracy of the MBIM method relative to reflective marker-based motion analysis data for estimating six degree of freedom head displacements and velocities in a staged pedestrian impact scenario at 40 km/h. Results showed RMS error was under 20 mm for all linear head displacements and 0.01-0.04 rad for head rotations. For velocities, the MBIM method yielded RMS errors between 0.42 and 1.29 m/s for head linear velocities and 3.53-5.38 rad/s for angular velocities. This method is thus beneficial as a tool to directly measure six degree of freedom head positional data from video of sporting head impacts, but velocity data is less reliable. MBIM data, combined in future with velocity/acceleration data from wearable sensors could be used to provide input conditions and evaluate the outputs of multibody and finite element head models for brain injury assessment of sporting head impacts. [ABSTRACT FROM AUTHOR]

Background. Increased loading at the lumbar spine, particularly in the coronal plane, has been reported in children with cerebral palsy (CP). As pelvic and trunk movements associated with Trendelenburg and Duchenne type gait are most significant in the coronal plane, the potential exists for lower lumbar spinal loading to be negatively affected in children with CP and these types of movement patterns. Objective. The objective of this study was to assess trunk and pelvic kinematics and lower lumbar spinal loading patterns in children with CP and Trendelenburg and Duchenne type gait. Design. This was a cross-sectional study. Methods. Three-dimensional kinematic (lower limb and thorax) and L5-S1 kinetic data were recorded. Children were divided according to clinical presentation of Trendelenburg or Duchenne type gait. Several discrete kinematic and kinetic parameters were assessed between groups. Results. Three distinct pelvic and trunk movement patterns were identified for children with CP: Trendelenburg, Duchenne, and complex Trendelenburg--Duchenne. Peak L5-S1 lateral bending moments were increased by 62% in children with CP and Duchenne type gait. Children with CP and complex Trendelenburg-Duchenne gait demonstrated the largest deviations from normal, with increased peak ipsilateral and contralateral directed moments of 69% and 54%, respectively, compared with children with typical development. Limitations. A test-retest reliability analysis or measure of minimal detectable change was not conducted as part of this study. Results suggest that measures of minimal detectable change may be high for some of the reported variables. In addition, the inverse dynamic approach determines only the net intersegmental reactive forces that reflect the effect of external loads. Previous studies have shown that spinal loads may be larger than the net intersegmental force. Conclusions. Trendelenburg and Duchenne type movements were not always distinct, and a third type of movement, a combination of the two, was the most common in this study. Clinicians should be aware that children with CP and the Duchenne type or the complex Trendelenburg-Duchenne type of gait pattern experience abnormal loading that may have significant implications for the lower spine in the long term. [ABSTRACT FROM AUTHOR]

Tackling is a major component of rugby union and effective attacking and defensive play are essential for game outcomes. In this study, a number of pre-contact, contact and post-contact tackle characteristics that had an influence on tackle gainline success for the ball carrier and tackler were identified using match video evidence from European Rugby Champions Cup games. A total of 122 front-on tackles and 111 side-on tackles were analysed. For each ball carrier and tackler characteristic, the Odds Ratio and 95% Confidence Interval were calculated based on a gainline success outcome. A Chi-Square and Phi and Cramer’s V calculation was also conducted. A Chi-Square test then identified any statistically significant differences (p < 0.05) for proficiency characteristics between playing position. For both the ball carrier and tackler, tackle characteristics that were indicative of strong and powerful tackle technique such as ‘explosiveness on contact’ and ‘leg drive on contact’ were effective for achieving the desired gainline outcome. Playing position had an influence on only two proficiency characteristics that were statistically significant for gainline success: ‘fending into contact’ for ball carriers and ‘straight back, centre of gravity forward of support base’ for tacklers. [ABSTRACT FROM AUTHOR]

Objective:There is evidence of chronic injury to the head-and-neck region of Rugby Union players. The aim of this study was to use multibody simulations to examine the effects of tackle height on both Tackler and Ball Carrier head kinematics and neck dynamics. Research Design:Quantitative Exploratory Study Methods and procedures:45 front-on shoulder tackles with no direct contact to the head/neck were simulated with the MADYMO pedestrian model and used to assess differences between upper body tackles and lower body tackles. The average resultant head linear and angular accelerations as well as neck forces and moments were assessed. Main outcomes and results:Much higher Ball Carrier head kinematic values and neck loading were predicted for upper body tackles compared to lower body tackles, and principal findings were unaffected by a sensitivity analysis. Tackler results were less straightforward and trends were influenced by the sensitivity analysis for muscle activation. Conclusion:Although further model validation is required, the results of this study indicate the need for further research on tackle heights and inertial head-and-neck loading in the tackle phase of play in Rugby Union. [ABSTRACT FROM PUBLISHER]

BACKGROUND: Given the global nature of schoolbag carriage, there has been extensive research on schoolbag weight and use with resultant guidance on many aspects of carrying a schoolbag. However, there is limited evidence of knowledge translation or parents’ awareness of schoolbag carriage. OBJECTIVE: This study investigated parental awareness of factors related to schoolbag carriage. METHOD: A cross-sectional survey using an anonymous 30-item questionnaire and purposive sampling was used. Questionnaires were distributed to parents of primary school children through the schools. Descriptive statistics of frequencies and percentages were used and associations were tested using Chi-square analysis in SPSS v23. RESULTS: A total of 700 parents in Ireland (Ire) and the United States (US) participated in the study (n = 444 [Ire] and n = 256 [US]). Generally, parents had satisfactory awareness of appropriate schoolbag type and carriage. The majority of children owned a backpack (89.9% [Ire] vs. 93.7% [US]), although fewer parents considered this to be the most suitable bag for their child (69.6% [Ire] vs. 88.2% [US]). More Irish parents (29.2%) favoured a wheeled schoolbag compared to US parents (6.2%) (p < 0.001). The majority (70.8% [Ire] vs. 55.7% [US]) wanted more information. The preferred platforms for receiving information were a handout (78.1% [Ire] vs. 71.6% [US]) and on-line (44.6% [Ire] vs. 53.9% [US]). CONCLUSIONS: Despite gaps identified, parents had good awareness of factors relating to schoolbag carriage, but this study shows that they would like more information. The preferred platform for knowledge translation was a handout. Parents are the best advocates for safety promotion and represent the group most likely to improve schoolbag carriage among children. [ABSTRACT FROM AUTHOR]

The stress–strain behaviour of skeletal muscle is affected by many factors, leading to varied results reported in the literature. This article examines how the physical dimension of samples in in vitro compression tests affects the muscle stress for a given stretch ratio, in both quasi-static and dynamic loading. It is proposed that physically larger samples display a higher stress response due to the greater inclusion of complete muscle fascicles and also a reduction in percentage fluid exudation during compression. In the case of quasi-static loading, this was evaluated by testing nominally cubic samples of fresh and aged porcine tissue of characteristic lengths between 10 and 40 mm in compression at 0.05%/s strain in the fibre and cross-fibre directions using a Zwick Z005 universal testing rig. For the dynamic tests, a custom instrumented drop tower test rig was used to achieve average strain rates of 12,500%/s, and the stress responses at stretch ratios of λ = 0.8 and λ = 0.5 of nominally cubic samples of aged porcine tissue of characteristic lengths between 10 and 30 mm compressively loaded in the cross-fibre direction were evaluated. Both static and dynamic results clearly indicate that the muscle stress for a given stretch ratio of aged skeletal muscle tissue increases as the characteristic sample dimension increases from 10 to 30 mm. The effect was somewhat stronger for the dynamic tests. In the case of quasi-static testing, the strain rate of 0.05%/s limited the influence of the viscoelastic properties of the muscle, and sample dimension effects in the static tests are mostly attributable to the greater proportion of complete fascicles in the physically larger samples. In dynamic testing, in addition to the proportion of complete fascicle inclusion, the smaller percentage of fluid exudation for the larger samples compared to the smaller samples may also influence the size effect. [ABSTRACT FROM AUTHOR]

Primary objectives: To conduct video and statistical analysis on Rugby Union play, focusing mainly on the tackle, to establish the player to player configurations for significant direct head impacts and non-direct head impacts. Research design: Quantitative, observational cohort study. Methods and procedures: Video analysis of 52 significant direct head impacts (31 Tackle, 10 Ruck, 7 Dive and 4 Ground) and 40 non-direct head impact tackles from 2014/15 International Rugby Union matches. Relative risk, 95% CI andp-values were calculated for a range of tackle variables. Main outcome and results: Upper body tackles and lower body tackles accounted for 37% (19) and 23% (12) of cases, respectively, with the tackler as the head impacted player for 97% (30) of cases. The majority (81%) of tackle-related significant direct head impacts occurred in the second half of the game, with 63% of upper body tackle significant direct head impacts occurring in the final quarter. Tackler head placement and high speed tackles had statistical significance for causing tackle related significant direct head impacts as well as foot planting and difference in tackler and ball carrier mass for upper body tackles and ball carrier change in direction for lower body tackles. Conclusion: Tackle variables that statistically increased the risk of significant direct head impact were identified, which can aid player protection strategies. [ABSTRACT FROM AUTHOR]

Objectives: The purpose of this study is to define a computationally efficient virtual test system (VTS) to assess the aggressivity of vehicle front-end designs to pedestrians considering the distribution of pedestrian impact configurations for future vehicle front-end optimization. The VTS should represent real-world impact configurations in terms of the distribution of vehicle impact speeds, pedestrian walking speeds, pedestrian gait, and pedestrian height. The distribution of injuries as a function of body region, vehicle impact speed, and pedestrian size produced using this VTS should match the distribution of injuries observed in the accident data. The VTS should have the predictive ability to distinguish the aggressivity of different vehicle front-end designs to pedestrians.Methods: The proposed VTS includes 2 parts: a simulation test sample (STS) and an injury weighting system (IWS). The STS was defined based on MADYMO multibody vehicle to pedestrian impact simulations accounting for the range of vehicle impact speeds, pedestrian heights, pedestrian gait, and walking speed to represent real world impact configurations using the Pedestrian Crash Data Study (PCDS) and anthropometric data. In total 1,300 impact configurations were accounted for in the STS. Three vehicle shapes were then tested using the STS. The IWS was developed to weight the predicted injuries in the STS using the estimated proportion of each impact configuration in the PCDS accident data. A weighted injury number (WIN) was defined as the resulting output of the VTS. The WIN is the weighted number of average Abbreviated Injury Scale (AIS) 2+ injuries recorded per impact simulation in the STS. Then the predictive capability of the VTS was evaluated by comparing the distributions of AIS 2+ injuries to different pedestrian body regions and heights, as well as vehicle types and impact speeds, with that from the PCDS database. Further, a parametric analysis was performed with the VTS to assess the sensitivity of the injury predictions to changes in vehicle shape (type) and stiffness to establish the potential for using the VTS for future vehicle front-end optimization.Results: An STS of 1,300 multibody simulations and an IWS based on the distribution of impact speed, pedestrian height, gait stance, and walking speed is broadly capable of predicting the distribution of pedestrian injuries observed in the PCDS database when the same vehicle type distribution as the accident data is employed. The sensitivity study shows significant variations in the WIN when either vehicle type or stiffness is altered.Conclusions: Injury predictions derived from the VTS give a good representation of the distribution of injuries observed in the PCDS and distinguishing ability on the aggressivity of vehicle front-end designs to pedestrians. The VTS can be considered as an effective approach for assessing pedestrian safety performance of vehicle front-end designs at the generalized level. However, the absolute injury number is substantially underpredicted by the VTS, and this needs further development. [ABSTRACT FROM AUTHOR]

Roadside safety barriers designs are tested with passenger cars in Europe using standard EN1317 in which the impact angle for normal, high and very high containment level tests is 20°. In comparison to EN1317, the US standard MASH has higher impact angles for cars and pickups (25°) and different vehicle masses. Studies in Europe (RISER) and the US have shown values for the 90th percentile impact angle of 30°–34°. Thus, the limited evidence available suggests that the 20° angle applied in EN 1317 may be too low. The first goal of this paper is to use the US NCHRP database (Project NCHRP 17–22) to assess the distribution of impact angle and collision speed in recent ROR accidents. Second, based on the findings of the statistical analysis and on analysis of impact angles and speeds in the literature, an LS-DYNA finite element analysis was carried out to evaluate the normal containment level of concrete barriers in non-standard collisions. The FE model was validated against a crash test of a portable concrete barrier carried out at the UK Transport Research Laboratory (TRL). The accident data analysis for run-off road accidents indicates that a substantial proportion of accidents have an impact angle in excess of 20°. The baseline LS-DYNA model showed good comparison with experimental acceleration severity index (ASI) data and the parametric analysis indicates a very significant influence of impact angle on ASI. Accordingly, a review of European run-off road accidents and the configuration of EN 1317 should be performed. [ABSTRACT FROM AUTHOR]

The article presents guidelines on the use of schoolbags for the benefit of the child. Topics mentioned include the basic ergonomic principles to address the adverse effects of schoolbag carriage, the lack of universal recommended children's weight to carry a schoolbag, and the need to use a backpack bag with adjustable padded shoulder bags and place the heaviest items in the bag close to one's back.

BACKGROUND: There is no global agreement on a schoolbag weight limit and little assessment of its utility. The duration of carriage is another factor yet there is no previous systematic assessment of the utility of cut-off values for it in identifying schoolbag-related discomfort. OBJECTIVES: The objectives were to establish if there was a threshold for musculoskeletal discomfort based on (i) percentage bodyweight (%BW) of the schoolbag; (ii) duration of carriage; or (iii) combined %BW and duration. METHODS: Using data from 462 primary school children, a novel experimental approach was used to explore the utility of conventional schoolbag weight limit guidelines and duration of carriage. A receiver operating characteristic (ROC) curve was constructed to examine the predictive performance of schoolbag weight and duration of carriage. RESULTS: The mean schoolbag weight (4.8±1.43 kg) represented a mean 12.4±4.18%BW. Only 30.7% of the sample carried schoolbags that were ≤10%BW. The majority (76%) carried schoolbags to school for ≤10 minutes. No %BW, duration of carriage or mechanical burden criterion provided a threshold cut-off point for accurately predicting schoolbag-related discomfort. CONCLUSIONS: Guidelines for safe schoolbag carriage that are based on mechanical factors alone could not be upheld. The association between duration of carriage and back discomfort warrants further investigation. [ABSTRACT FROM AUTHOR]

This paper evaluates the potential of gabions as roadside safety barriers. Gabions have the capacity to blend into natural landscape, suggesting that they could be used as a safety barrier for low-volume road in scenic environments. In fact, gabions have already been used for this purpose in Nepal, but the impact response was not evaluated. This paper reports on numerical and experimental investigations performed on a new gabion barrier prototype. To assess the potential use as a roadside barrier, the optimal gabion unit size and mass were investigated using multibody analysis and four sets of 1:4 scaled crash tests were carried out to study the local vehicle–barrier interaction. The barrier prototype was then finalised and subjected to a TB31 crash test according to the European EN1317 standard for N1 safety barriers. The test resulted in a failure due to the rollover of the vehicle and tearing of the gabion mesh yielding a large working width. It was found that although the system potentially has the necessary mass to contain a vehicle, the barrier front face does not have the necessary stiffness and strength to contain the gabion stone filling and hence redirect the vehicle. In the EN1317 test, the gabion barrier acted as a ramp for the impacting vehicle, causing rollover. [ABSTRACT FROM PUBLISHER]

Mechanical swivel seat adaptations are a key aftermarket disability modification to any small- to medium-sized passenger vehicle. However, the crashworthiness of these devices is currently unregulated and the existing 20gdynamic sled testing approach is prohibitively expensive for prototype assessment purposes. In this paper, an alternative quasi-static test method for swivel seat assessment is presented, and two different approaches (free-body diagram and multibody modelling) validated through published experimental data are developed to determine the appropriate loading conditions to apply in the quasi-static testing. Results show the two theoretical approaches can give similar results for estimating the quasi-static loading conditions, and this depends on the seatbelt configuration. Application of the approach to quasi-static testing of both conventional seats and those with integrated seat belts showed the approach to be successful and easy to apply. It is proposed that this method be used by swivel seat designers to assess new prototypes prior to final validation via the traditional 20gsled test. [ABSTRACT FROM AUTHOR]

In this article the multibody simulation software package MADYMO for analysing and optimizing occupant safety design was used to model crash tests for Normal Containment barriers in accordance with EN 1317. The verification process was carried out by simulating a TB31 and a TB32 crash test performed on vertical portable concrete barriers and by comparing the numerical results to those obtained experimentally. The same modelling approach was applied to both tests to evaluate the predictive capacity of the modelling at two different impact speeds. A sensitivity analysis of the vehicle stiffness was also carried out. The capacity to predict all of the principal EN1317 criteria was assessed for the first time: the acceleration severity index, the theoretical head impact velocity, the barrier working width and the vehicle exit box. Results showed a maximum error of 6% for the acceleration severity index and 21% for theoretical head impact velocity for the numerical simulation in comparison to the recorded data. The exit box position was predicted with a maximum error of 4°. For the working width, a large percentage difference was observed for test TB31 due to the small absolute value of the barrier deflection but the results were well within the limit value from the standard for both tests. The sensitivity analysis showed the robustness of the modelling with respect to contact stiffness increase of ±20% and ±40%. This is the first multibody model of portable concrete barriers that can reproduce not only the acceleration severity index but all the test criteria of EN 1317 and is therefore a valuable tool for new product development and for injury biomechanics research. [ABSTRACT FROM PUBLISHER]

Lumbar spine injury in rowers is common and ergometer rowing has been cited as a risk factor for this injury. The purpose of this study is to compare lumbar kinematics between ergometer and single scull rowing and to examine the effect of fatigue on kinematics. The sagittal lumbar spine motion of 19 elite male rowers (lumbar spine injury free in the previous six months) was measured with an electrogoniometer during a ‘step test’ on an ergometer and in a single sculling boat. Maximum range of lumbar flexion was recorded in standing for reference. Power output and heart rate were recorded during the ergometer tests. Heart rate was used as a surrogate for power output in the sculling test. Maximum lumbar flexion increased during the step test and was significantly greater on the ergometer (4.4° ± 0.9°change), compared with the boat (+1.3° ± 1.1°change), (3.1°difference,p = 0.035). Compared to the voluntary range of motion, there is an increase of 11.3% (ergometer) and 4.1% (boat). Lumbar spine flexion increases significantly during the course of an ergometer trial while changes in a sculling boat were minimal. Such differences may contribute to the recent findings linking ergometer use to lower-back injury. [ABSTRACT FROM PUBLISHER]

Gabions are stone-filled wire containers which are frequently used as retaining walls. However, due to their high mass, relatively low cost and visual appeal, a row of single gabion blocks, joined at the ends, has the potential to be used as a roadside impact absorption device where traditional steel or concrete devices may not be suitable. To evaluate such application, the shear and bending deformation of gabions under vehicle impact need to be investigated. In this paper, the shear response of a single gabion block is analytically modelled and a gabion beam multibody model is developed using a discretisation method to capture the deformability of the gabion structure. The material properties of the gabion beam are adopted from experimental values available in the literature and the modelling is statically validated over athree-point bending testand adistributed loading test. The results show that the discretised multibody modelling can be effectively used to describe the static deformation behaviour of gabion blocks. [ABSTRACT FROM AUTHOR]

ABSTRACT BACKGROUND Carrying a schoolbag is a daily activity for most children and much research has been conducted in an effort to identify a safe load limit for children to carry in their schoolbags. Despite this, there is still no consensus about guideline weight and other factors associated with carrying a schoolbag. The objective of this article is to review the literature on schoolbags with particular emphasis on the load limit guidelines and schoolbag-related musculoskeletal pain, and to suggest directions for school health and future research. METHODS Science Direct, PubMed, AMED, CINAHL, OVID, EMBASE, and Scopus were searched for peer-reviewed articles using combinations of the following key words: schoolbag, backpack, rucksack, knapsack, satchel, book bag, book pack and included combinations of children, pain, gait, and posture. Article references were also checked for further citations. All are in English, with the exception of one which is in German but is widely cited. RESULTS There are conflicting findings in the literature. The recommended load limit for schoolchildren to carry varies from 5% to 20% of their body weight, and the evidence linking backpack weight and back pain is inconclusive. CONCLUSIONS The shortcomings in the current literature should be addressed so that evidence-based guidelines can be provided to schoolchildren, parents, and teachers. It is suggested that general guidance may be more appropriate than a single load limit guideline. [ABSTRACT FROM AUTHOR]

In this paper, a novel method for modelling a scaled vehicle–barrier crash test similar to the 20° angled barrier test specified in EN 1317 is reported. The intended application is for proof-of-concept evaluation of novel roadside barrier designs, and as a cost-effective precursor to full-scale testing or detailed computational modelling. The method is based on the combination of the conservation of energy law and the equation of motion of a spring mass system representing the impact, and shows, for the first time, the feasibility of applying classical scaling theories to evaluation of roadside barrier design. The scaling method is used to set the initial velocity of the vehicle in the scaled test and to provide scaling factors to convert the measured vehicle accelerations in the scaled test to predicted full-scale accelerations. These values can then be used to calculate the Acceleration Severity Index score of the barrier for a full-scale test. The theoretical validity of the method is demonstrated by comparison to numerical simulations of scaled and full-scale angled barrier impacts using multibody analysis implemented in the crash simulation software MADYMO. Results show a maximum error of 0.3% ascribable to the scaling method. [ABSTRACT FROM AUTHOR]

Methods to estimate the pre-impact pedestrian speed from limited post-accident measurements are required both for biomechanics research and for legal applications following vehicle–pedestrian collisions, but none is currently available. Such a method is presented in this paper. A constant-inertial-property pedestrian model based on the conservation of momentum is first shown to predict satisfactorily the transverse offset of a pedestrian between the primary and secondary impacts in wrap-trajectory vehicle–pedestrian collisions and is then used in a Monte Carlo environment to predict the pedestrian pre-impact speed distribution utilizing an estimate of the vehicle speed based on the pedestrian projection distance, the ratio of the longitudinal offset to the transverse offset for the pedestrian primary and secondary contact locations on the vehicle (indicated by the primary and secondary vehicle damage locations) and, where available, information on the pedestrian gait stance at impact (derived from the injury location on the head). Separate analysis of recently published Fourier relationships between the transverse offset and the contact location on the head derived from modelling with Mathematical Dynamic Models (MADYMO) software is used to show that the gait stance is related to the location on the head of head injuries from the vehicle contact, and that contact locations significantly anterior or posterior of the coronal plane are predominant. Results from the constant-inertial-property pedestrian model show that significant differences occur between the ratio of the transverse offset to the longitudinal offset with the struck leg leading and the corresponding ratio with the struck leg lagging. The special case of nominally zero transverse offset between the primary and secondary damage locations from the contacts of the pedestrian with the vehicle is considered, and pedestrian speed confidence limits for accident reconstruction purposes are provided. Regression equations relating the pedestrian speed to the pedestrian projection distance and the ratio of the transverse offset to the longitudinal offset of the damage location on the vehicle are presented. These provide the first means to predict the pedestrian speed from limited post-accident damage locations on the vehicle and the pedestrian projection distance. [ABSTRACT FROM AUTHOR]

Lumbar spine injury is common in rowers and examination of spinal kinematics may improve the understanding of this injury's prevalence. This study aimed to examine the range of frontal plane angular displacement (AD) in the lumbar spine at L3 during ergometer rowing and to investigate the effect of exhaustion on lumbar kinematics. Twelve elite male rowers completed an incremental test on a Concept 2 ergometer. Lumbar AD at L3 was measured continually throughout the rowing trial using a Spectrotilt Inclinometer and blood lactate was sampled at 3-minute intervals. AD of between 4.7° and 8.8° was recorded at L3. There was a significant increase in AD between the first and last stage of the test (mean increase = 4.1 ± 1.94°, 95% Confidence Interval [CI], 2.9 to 5.3°, t = 7.36, P = 0.000014). Incremental rise in AD was associated with an incremental rise in blood lactate but regression confirmed that only stroke rate was a significant predictor for increasing angle. Thus there is a statistically significant increase in frontal plane AD at L3 over the course of an incremental exercise test although it cannot be confirmed if this is as a result of exhaustion. The values of AD confirm that there is motion in the frontal plane in ergometer rowing. [ABSTRACT FROM PUBLISHER]

Purpose: Typically spatial modulation of the magnetization (SPAMM) tagged magnetic resonance imaging (MRI) requires many repeated motion cycles limiting the applicability to highly repeatable tissue motions only. This paper describes the validation of a novel SPAMM tagged MRI and post-processing framework for the measurement of complex and dynamic 3D soft tissue deformation following just three motion cycles. Techniques are applied to indentation induced deformation measurement of the upper arm and a silicone gel phantom. Methods: A SPAMM tagged MRI methodology is presented allowing continuous (3.3-3.6 Hz) sampling of 3D dynamic soft tissue deformation using non segmented 3D acquisitions. The 3D deformation is reconstructed by the combination of three mutually orthogonal tagging directions, thus requiring only three repeated motion cycles. In addition a fully automatic post-processing framework is presented employing Gabor scale-space and filter-bank analysis for tag extrema segmentation and triangulated surface fitting aided by Gabor filter bank derived surface normals. Deformation is derived following tracking of tag surface triplet triangle intersections. The dynamic deformation measurements were validated using indentation tests (∼20 mm deep at 12 mm/s) on a silicone gel soft tissue phantom containing contrasting markers which provide a reference measure of deformation. In addition, the techniques were evaluated in vivo for dynamic skeletal muscle tissue deformation measurement during indentation of the biceps region of the upper arm in a volunteer. Results: For the phantom and volunteer tag point location precision were 44 and 92 μm, respectively resulting in individual displacements precisions of 61 and 91 μm, respectively. For both the phantom and volunteer data cumulative displacement measurement accuracy could be evaluated and the difference between initial and final locations showed a mean and standard deviation of 0.44 and 0.59 mm for the phantom and 0.40 and 0.73 mm for the human data. Finally accuracy of (cumulative) displacement was evaluated using marker tracking in the silicone gel phantom. Differences between true and predicted marker locations showed a mean of 0.35 mm and a standard deviation of 0.63 mm. Conclusions: A novel SPAMM tagged MRI and fully automatic post-processing framework for the measurement of complex 3D dynamic soft tissue deformation following just three repeated motion cycles was presented. The techniques demonstrate dynamic measurement of complex 3D soft tissue deformation at subvoxel accuracy and precision and were validated for 3.3-3.6 Hz sampling of deformation speeds up to 12 mm/s. [ABSTRACT FROM AUTHOR]

Purpose: This study presents and validates a novel (non-ECG-triggered) MRI sequence based on spatial modulation of the magnetization (SPAMM) to noninvasively measure 3D (quasistatic) soft tissue deformations using only six acquisitions (three static and three indentations). In the current SPAMM tagged MRI approaches, data are typically constructed from many repeated motion cycles. This has so far restricted its application to the measurement of highly repeatable and periodic movements (e.g., cardiac deformation). In biomechanical applications where soft tissue deformation is artificially induced, often by indentation, significant repeatability constraints exist, and for clinical applications, discomfort and health issues generally preclude a large number of repetitions. Methods: A novel (non-ECG-triggered) SPAMM tagged MRI sequence is presented, whereby a single 1-1 (first order) SPAMM set is acquired following a 3D transient field echo acquisition. Full 3D deformation measurement is achieved through the combination of only six acquisitions (three static and three motion cycles). The 3D deformation measurements were validated using quasistatic indentation tests and marker tracking in a silicone gel soft tissue phantom. In addition, the technique's ability to measure 3D soft tissue deformation in vivo was evaluated using indentation of the biceps region of the upper arm in a volunteer. Results: Following comparison to marker tracking in the silicone gel phantom, the SPAMM tagged MRI based displacement measurement demonstrated subvoxel accuracy with a mean displacement difference of 72 μm and a standard deviation of 289 μm. In addition, precision of displacement magnitude was evaluated for both the phantom and the volunteer data. The standard deviations of the displacement magnitude with respect to the average displacement magnitude were 75 and 169 μm for the phantom and volunteer data, respectively. Conclusions: The subvoxel accuracy and precision demonstrated in the phantom in combination with the precision comparison between the phantom and the volunteer data provide confidence in the methods presented for measurement of soft tissue deformation in vivo. To the author's knowledge, since only six acquisitions are required, the presented methodology is the fastest SPAMM tagged MRI method currently available for the noninvasive measurement of quasistatic 3D soft tissue deformation. [ABSTRACT FROM AUTHOR]

Magnetic Resonance (MR) imaging-based motion and deformation tracking techniques combined with finite element (FE) analysis are a powerful method for soft tissue constitutive model parameter identification. However, deriving deformation data from MR images is complex and generally requires validation. In this paper a validation method is presented based on a silicone gel phantomcontaining contrasting sphericalmarkers. Tracking of thesemarkers provides a directmeasure of deformation. Validation of in vivo medical imaging techniques is often challenging due to the lack of appropriate reference data and the validation method may lack an appropriate reference. This paper evaluates a validation method using simulated MR image data. This provided an appropriate reference and allowed different error sources to be studied independently and allowed evaluation of the method for various signal-to-noise ratios (SNRs). The geometric bias error was between 0-5.560×10-3 voxels while the noisy magnitudeMR image simulations demonstrated errors under 0.1161 voxels (SNR: 5-35). [ABSTRACT FROM AUTHOR]

MR diffusion tensor imaging (DTI) was used to analyze the fibrous structure of aortic tissue. A fresh porcine aorta was imaged at 7T using a spin echo sequence with the following parameters: matrix 128 × 128 pixel; slice thickness 0.5 mm; interslice spacing 0.1 mm; number of slices 16; echo time 20.3 s; field of view 28mm × 28 mm. Eigenvectors from the diffusion tensor images were calculated for the central image slice and the averaged tensors and the eigenvector corresponding to the largest eigenvalue showed two distinct angles corresponding to near 0◦ and 180◦ to the transverse plane of the aorta. Fibre tractography within the aortic volume imaged confirmed that fibre angles were oriented helically with lead angles of 15±2.5◦ and 175±2.5◦. The findings correspond to current histological and microscopy data on the fibrous structure of aortic tissue, and therefore the eigenvectormaps and fibre tractography appear to reflect the alignment of the fibers in the aorta. In view of current efforts to develop noninvasive diagnostic tools for cardiovascular diseases, DTI may offer a technique to assess the structural properties of arterial tissue and hence any changes or degradation in arterial tissue. [ABSTRACT FROM AUTHOR]

Comments on the increased use of sport utility vehicles and on the ageing population. Concern of the World Health Organization about the probability of more severe injuries and deaths in traffic accidents involving SUVs and elderly pedestrians; How pedestrian safety can be achieved, including improved vehicle design; Indication that vehicle mass is a minor factor in vehicle-pedestrian collisions and increased mortality and morbidity results from the geometry of the SUV front-end structure; Suggestion that crash investigation should identify SUVs in accident statistics and that activists in the health professions should pressure governments to require effective safety strategies; Effort of the Irish Medical Organisation to make the public aware of the increased risk to pedestrians from SUVs.