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The constitutive response of passive skeletal muscle is important for many human body modelling applications, but modelling the tension-compression asymmetry and the anisotropy observed in ex-vivo samples is challenging. Existing microstructural models do not capture the full three-dimensional response while models suitable for application in finite element environments mostly have a limited microstructural basis and cannot capture the observed Poisson's ratios. The aim of this paper is to derive an inverse model based on the microstructure of a skeletal muscle that can predict its passive mechanical response. The model parameters and predictions were derived and assessed by comparison with published experimental stress-strain response and Poisson's ratio data. Results show a close match for both predicted stress-strain response for fibre and cross-fibre direction deformations and similar Poisson's ratio values. Some microstructural observations which strengthen our understanding of the role of the collagen network and intramuscular pressure are also provided. [ABSTRACT FROM AUTHOR]

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]

• A high incidence of bicycle crashes on Dublin tram tracks was observed in this study. • Unsuccessful crossings were common at locations with kerbs or traffic pressures. • Modelling shows that the crossing angle is a strong predictor of crossing success. • Interventions: track realignments, jughandle lanes, and traffic reduction. • This study demonstrates how video analyses help us understand bicycle crash causes. Introduction: Single Bicycle Brashes (SBCs) are common, and underreported in official statistics. In urban environments, light rail tram tracks are a frequent factor, however, they have not yet been the subject of engineering analysis. Method: This study employs video-based analysis at nine Dublin city centre locations and introduces a predictive model for crossing success on tram tracks, utilising cyclist crossing angles within a Surrogate Measure of Safety (SMoS) framework. Additionally, Convolutional Neural Networks (CNNs) were explored for automatic estimation of crossing angles. Results: Modelling results indicate that cyclist crossing angle is a strong predictor of crossing success, and that cyclist velocity is not. Findings also highlight the prevalence of external factors which limit crossing angles for cyclists. In particular, kerbs are a common factor, along with passing/approaching vehicles or other cyclists. Furthermore, results indicate that further training on a relatively small sample of 100 domain-specific examples can achieve substantial accuracy improvements for cyclist detection (from 0.31AP 0.5 to 0.98AP 0.5) and crossing angle inference from traffic camera footage. Conclusions: Ensuring safe crossing angles is important for cyclist safety around tram tracks. Infrastructural planners should aim for intuitive, self-explainable road layouts that allow for and encourage crossing angles of 60° or more – ideally 90°. Practical Applications: The SMoS framework and the open-source SafeCross 1 1 https://github.com/KevGildea/SafeCross/. application offer actionable insights and tools for enhancing cyclist safety around tram tracks. [ABSTRACT FROM AUTHOR]

• We are the first to evaluate the potential protective effect of controlling vehicle braking during vehicle pedestrian impacts. • The severity of contact of the head and pelvis with the ground can frequently be reduced. • Controlled braking increases the proximity of the vehicle to the pedestrian at the instant of ground contact. • The increased stopping distance associated with controlled braking mostly poses no conflict with the available free space in front of the vehicle. Protecting struck pedestrians during the ground contact phase has been a challenge for decades. Recent studies have shown how ground related injury is influenced by pedestrian kinematics. In this paper we further developed this approach by assessing the potential of controlling vehicle braking to reduce pedestrian ground contact injuries. Applying a recently proposed Simulation Test Sample, a series of simulations were run using the MADYMO software environment. The approach considered 6 vehicle shapes, 4 pedestrian models, 3 impact velocities and 2 pedestrian gaits and each case was considered with two different vehicle braking approaches. The first was full braking, while the second applied controlled braking, for which a strategy based on pedestrian kinematics was applied. The effect of vehicle braking was evaluated using the Weighted Injury Cost (WIC) of overall pedestrian injuries and the pedestrian-ground impact velocity change. The proximity of the vehicle and pedestrian at the instant of ground contact was also evaluated to assess the potential of future vehicle based intervention methods to cushion the ground contact. Finally real-world videos of pedestrian collisions were analyzed to estimate the available free vehicle stopping distances. Results showed substantial median reductions in WIC and head impact velocity for all vehicle shapes except the Van. The proximity of the pedestrian to the vehicle front at the instant of ground contact under controlled braking is less than 1.5 m in most cases, and the required stopping distance for the vehicle under controlled braking was within the available stopping distance estimated from the video footage in about 74% of cases. It is concluded that controlled braking has significant potential to reduce the overall burden of pedestrian ground contact injuries, but future efforts are required to establish an optimized braking strategy as well as a means to handle those cases where controlled braking is not beneficial or even harmful. [ABSTRACT FROM AUTHOR]

Vehicle front shape has a significant influence on pedestrian injuries and the optimal design for overall pedestrian protection remains an elusive goal, especially considering the variability of vehicle-to-pedestrian accident scenarios. Therefore this study aims to develop and evaluate an efficient framework for vehicle front shape optimization for pedestrian protection accounting for the broad range of real world impact scenarios and their distributions in recent accident data. Firstly, a framework for vehicle front shape optimization for pedestrian protection was developed based on coupling of multi-body simulations and a genetic algorithm. This framework was then applied for optimizing passenger car front shape for pedestrian protection, and its predictions were evaluated using accident data and kinematic analyses. The results indicate that the optimization shows a good convergence and predictions of the optimization framework are corroborated when compared to the available accident data, and the optimization framework can distinguish ‘good’ and ‘poor’ vehicle front shapes for pedestrian safety. Thus, it is feasible and reliable to use the optimization framework for vehicle front shape optimization for reducing overall pedestrian injury risk. The results also show the importance of considering the broad range of impact scenarios in vehicle front shape optimization. A safe passenger car for overall pedestrian protection should have a wide and flat bumper (covering pedestrians’ legs from the lower leg up to the shaft of the upper leg with generally even contacts), a bonnet leading edge height around 750 mm, a short bonnet (<800 mm) with a shallow or steep angle (either >17° or <12°) and a shallow windscreen (≤30°). Sensitivity studies based on simulations at the population level indicate that the demands for a safe passenger car front shape for head and leg protection are generally consistent, but partially conflict with pelvis protection. In particular, both head and leg injury risk increase with increasing bumper lower height and depth, and decrease with increasing bonnet leading edge height, while pelvis injury risk increases with increasing bonnet leading edge height. However, the effects of bonnet leading edge height and windscreen design on head injury risk are complex and require further analysis. [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]

The effect of pedestrian gait on lower limb kinematics and injuries has not been analyzed. The purpose of this paper was therefore to investigate the effect of pedestrian gait on kinematics and injury risk to the lower limbs using the Total Human Model for Safety adult male pedestrian model together with FE models of vehicle front structures. The modeling results indicate that the tibia and femur cortical bone von-Mises stress and the lateral knee bending angle of an adult pedestrian are strongly dependent on the gait stance when struck by both a sedan car and an SUV at 40 km/h. The gait analysis shows that generally the leg of an adult pedestrian has lower injury risk when the knee is flexed and linear regressions show high negative correlation between knee flexion angle during impact and knee lateral bending angle and also high negative correlation between lower leg axial rotation during impact and knee lateral bending angle. Furthermore, in some gait stances a self-contact between the legs occurs, and the peak bones stresses and knee shearing displacement in the leg are then increased. Assessment of pedestrian lower limb injury should take account of these gait stance effects. [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]

• Representative cyclist collision scenarios have been identified using self-reporting. • For vehicle collisions, nearside-hooks, overtakings, and doorings are emphasised. • For single cyclist collisions, slippery roads, tram tracks and kerbs are emphasised. Lower severity cycling collisions, and single cyclist collisions (or single bicycle crashes) are significantly underreported in police statistics, introducing biases into the types of collisions that are available for analysis. Furthermore, many lower severity collisions do not appear in other collision data sources (e.g. hospital and insurance data). This in turn affects priorities for cyclist safety and puts an underemphasis on certain collision types. Due to an absence of data, little is known of the configurations of unreported collisions. In this paper, data from a recent self-reporting survey of cycling collisions in Ireland is used to provide details of cyclist collisions with motorised vehicles and single cyclist collisions, with the inclusion of unreported collision types. Pre-crash scenarios and impact configurations for cyclist collisions with bonnet-type vehicles, and collision factors and fall types for single cyclist collisions are coded. Injury patterns and police underreporting levels are compared, and representative collision scenarios are identified. This study highlights the relative importance of collisions resulting from the cyclist and vehicle travelling in the same direction, specifically, nearside-hook, vehicle lane changing, and overtaking manoeuvres are emphasised. Furthermore, cases involving the cyclist struck from the side by vehicle fronts comprise a smaller share than previous studies. Specifically, side to side impacts, impacts between the front of the cyclist/bicycle and the side of the vehicle, and impacts with open(ing) doors emerge as important impact configurations with the inclusion of self-reported cases. For single cyclist collisions, the importance of loss of traction of the tyres due to slippery road conditions and interactions with tram tracks and kerbs are emphasised. Fall types differ between single cyclist collision scenarios and are related to differences in injury severity. These findings add to existing knowledge for fatal and higher severity collisions, demonstrating that cyclist safety priorities change with inclusion of underreported, and lower severity collisions. The findings are particularly relevant to road infrastructural planners, as well as in the fields of injury biomechanics, and automated vehicle safety (ADAS). Representative scenarios for collisions with bonnet-type vehicles and single cyclist collisions have been identified, allowing for their future inclusion in development of collision and injury prevention strategies. The dataset generated in this study is available from the authors on reasonable request. [ABSTRACT FROM AUTHOR]

Single bicycle crashes, i.e., falls and impacts not involving a collision with another road user, are a significantly underestimated road safety problem. The motions and behaviours of falling people, or fall kinematics, are often investigated in the injury biomechanics research field. Understanding the mechanics of a fall can help researchers develop better protective gear and safety measures to reduce the risk of injury. However, little is known about cyclist fall kinematics or dynamics. Therefore, in this study, a video analysis of cyclist falls is performed to investigate common kinematic forms and impact patterns. Furthermore, a pipeline involving deep learning-based human pose estimation and inverse kinematics optimisation is created for extracting human motion from real-world footage of falls to initialise forward dynamics computational human body models. A bracing active response is then optimised for using a genetic algorithm. This is then applied to a case study of a cyclist fall. The kinematic forms characterised in this study can be used to inform initial conditions for computational modelling and injury estimation in cyclist falls. Findings indicate that protective response is an important consideration in fall kinematics and dynamics, and should be included in computational modelling. Furthermore, the novel reconstruction pipeline proposed here can be applied more broadly for traumatic injury biomechanics tasks. The tool developed in this study is available at https://kevgildea.github.io/KinePose/. [ABSTRACT FROM AUTHOR]

Subsystem impactor tests are the main approaches for evaluation of safety performance of vehicle front design for pedestrian protection in legislative regulations. However, the main aspects of vehicle safety for pedestrians are shape and stiffness, and though it is clear that subsystem impact tests encourage lower vehicle front stiffness, it is unclear whether they promote improved vehicle front shapes for pedestrian protection. The purpose of this paper is therefore to investigate the effects of European pedestrian safety regulations on passenger car front shape and pedestrian injury risk using recent German In-Depth Accident Study (GIDAS) pedestrian collision data and numerical simulations. Firstly, a sample of 579 pedestrian collision cases involving 190 different car models between 2000–2015 extracted from the GIDAS was used to compare front-end shapes of passenger cars manufactured before and after the legislative pedestrian safety regulations were introduced in Europe. The focus was on changes in passenger car front shape and differences in pedestrian AIS2+ (Abbreviated Injury Scale at least level 2) leg, pelvis/femur and head injury risk observed in collisions. Multi-body simulations were also used to assess changes in vehicle aggressivity due to the observed changes in vehicle shape. The results show that newer passenger cars tend to have a flatter and wider bumper, higher bonnet leading edge, shorter and steeper bonnet and a shallower windscreen. Both the collision data and the numerical simulations indicate that newer passenger car front bumper designs are significantly safer for pedestrians’ legs. However, the results also show that the higher bonnet leading edge in newer passenger cars is poor for pedestrian pelvis/femur protection, even though newer cars show an obviously lower AIS2+ injury risk to younger pedestrians in collisions. Newer cars have a lower AIS2+ head injury risk for pedestrians in collisions, but the numerical analysis indicate that this is not likely due to shape changes in passenger car fronts. Overall, the introduction of pedestrian safety regulations has resulted in reductions in pedestrian injury risk, but further benefits would accrue from tests which promote a lower bonnet leading edge. The influence of vehicle shape on pedestrian head injury risk remains unclear. [ABSTRACT FROM AUTHOR]

There is mounting evidence of reduced long-term cognitive ability in rugby players, even in those without a reported history of concussion. The tackle height law is an area of controversy. However, little is known about the effects of repetitive inertial head loading in rugby. Furthermore, the magnitude and influencing factors for head kinematics are generally unknown. In this exploratory study, 45 multibody front-on shoulder tackles simulated with the MADYMO pedestrian model and 20 staged rugby tackles executed by professional rugby players in a marker-based 3D motion laboratory were used to assess the effect of tackle height on ball carrier head kinematics. The peak resultant head linear accelerations, angular accelerations and change in angular velocities were measured and examined. The results suggest that tackle height strongly affects the head kinematics experienced by the ball carrier. In particular, higher ball carrier head kinematic values were identified for upper trunk tackles compared to mid/lower trunk tackles in both the multibody simulations and the staged rugby tackles. Average ball carrier peak resultant head linear acceleration, angular acceleration and change in angular velocity values for upper trunk tackles were greater than for mid/lower trunk tackles by a factor of 1.5, 2.5 and 1.7, in the multibody simulations, respectively, and 1.8 (p = 0.102), 2.2 (p = 0.025) and 2.3 (p = 0.004), in the staged tackles, respectively. The results of the study support the proposition of lowering the current tackle height laws to below the chest. [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]

Most pedestrians struck by vehicles receive injuries from contact with the vehicle and also from the subsequent ground contact. However, ground related pedestrian injuries have received little focus. This paper uses 1221 German pedestrian collision cases occurring between 2000 and 2015 to assess the distribution and risk factors for pedestrian ground related injuries. Results show that for MAIS 2, the ground accounted for 24% of cases, for MAIS 3 the ground accounted for 20% of cases and for MAIS 4–5, the ground accounted for 14% of cases. There were no AIS 6 ground related injuries, though there were several fatal cases where the ground was coded as the most serious injury. The head, thorax and spine dominate AIS 4–5 ground contact injuries. Vehicle impact speeds were higher for ground related AIS 4–5 compared to AIS 2 injury cases and the average impact speed for ground related injuries to the upper and lower extremities was lower than for body regions like head, thorax and spine. There was a significant age effect on pedestrian ground related injury outcome, with older pedestrians suffering more severe injuries and the median age for thorax injuries was higher than for all other body regions. There was no significant difference in the proportions of AIS 2+ head injuries produced by ground contact for more recent vehicles (model year since 2005) compared to older vehicles (model year before 2005). However, logistic regression analysis showed that the normalised bonnet leading-edge height is a risk factor for adult pedestrian AIS2+ ground related head injuries, and this provides empirical support for recent computational modelling predictions which implied a relationship between vehicle shape and pedestrian ground contact injuries. Considering the potential benefits of preventing pedestrian ground contact, for collisions below 40 km/h two thirds of the injury costs would be eliminated if ground contact could be prevented, and even higher benefits are likely at lower speeds (20 and 30 km/h). These data demonstrate the importance of ground related pedestrian injuries and show that vehicle shape influences pedestrian injury outcome in ground contact. The data therefore provides significant motivation for countermeasures to prevent or moderate pedestrian ground related injuries. [ABSTRACT FROM AUTHOR]

Quantified relationships between passenger car front shape and pedestrian injury risk derived from accident data are sparse, especially considering the significant recent changes in car front design. The purpose of this paper is therefore to investigate the detailed effects of passenger car front shape on injury risk to a pedestrian’s head, thorax, pelvis and leg in the event of a vehicle pedestrian impact. Firstly, an accident sample of 594 pedestrian cases captured during 2000–2015 from the German In-Depth Accident Study (GIDAS) database was employed. Multicollinearity diagnostic statistics were then used to detect multicollinearity between the predictors. Following this, logistic regression was applied to quantify the effects of passenger car front shape on injury risks while controlling for impact speed and pedestrian age. Results indicate that the bumper lower depth (BLD), bumper lower height (BLH), bumper upper height (BUH) and normalised bumper lower/upper height (NBLH/NBUH) are statistically significant for AIS2+ leg injury risk. The normalised bonnet leading edge height (NBLEH) has a statistically significant influence on AIS2+ femur/pelvis injury occurrence. The passenger car front shape did not show statistical significance for AIS3+ thorax and head injuries. The impact speed and pedestrian age are generally significant factors influencing AIS2+ leg and pelvis injuries, and AIS3+ thorax and head injuries. However, when head impacts are fixed on the central windscreen region both pedestrian age and impact speed are not statistically significant for AIS3+ head injury. For quantified effects, when controlling for speed, age and BUH, an average 7% and 6% increase in AIS2+ leg injury odds was observed for every 1 cm increase in BLD and BLH respectively; 1 cm increase in BUH results in a 7% decrease in AIS2+ leg injury odds when the BLD or BLH are fixed respectively (again controlling for impact speed and pedestrian age); the average AIS2+ femur/pelvis injury odds increase by 74% for a 10% increase in NBLEH. These findings suggest that passenger car bumpers should support the lower leg with a low and flat lower bumper and even contact up to the femur area with a high upper bumper which extends above the knee to protect the pedestrian’s leg. A low passenger car bonnet leading edge helps to reduce femur/pelvis injury risk. The passenger car front shape parameters are less influential than impact speed and pedestrian age for pedestrian injury risk. [ABSTRACT FROM AUTHOR]

Motivated by the thousands of pedestrians killed each year in train impacts, this paper investigates the life-saving capability of four high-level locomotive bumper concepts. The head motions produced by the four concepts are modeled as one or two square acceleration pulses and are analyzed using the Head Injury Criterion (HIC). Surprisingly, the analyses show that all four concepts can achieve HIC values of less than 200 for an impact with a locomotive traveling at 100 km/h. Two of the concepts eject the pedestrian trackside with at a velocity of roughly 40 km/h and the risk of ground-impact injury is discussed in the context of related automobile accident data. The computed bumper lengths are a fraction of the overall length of a locomotive and are thus feasible for practical implementation. One concept involves an oblique impact and the potential for rotational head injury is analyzed. This basic feasibility research motivates future investigations into the detailed design of bumper shapes, multi-body pedestrian simulations, and finite-element injury models. [ABSTRACT FROM AUTHOR]

Accident data have shown that in pedestrian accidents with high-fronted vehicles (SUVs and vans) the risk of pedestrian head injuries from the contact with the ground is higher than with low-fronted vehicles (passenger cars). However, the reasons for this remain poorly understood. This paper addresses this question using multibody modelling to investigate the influence of vehicle front height and shape in pedestrian accidents on the mechanism of impact with the ground and on head ground impact speed. To this end, a set of 648 pedestrian/vehicle crash simulations was carried out using the MADYMO multibody simulation software. Impacts were simulated with six vehicle types at three impact speeds (20, 30, 40 km/h) and three pedestrian types (50th % male, 5th % female, and 6-year-old child) at six different initial stance configurations, stationary and walking at 1.4 m/s. Six different ground impact mechanisms, distinguished from each other by the manner in which the pedestrian impacted the ground, were identified. These configurations have statistically distinct and considerably different distributions of head–ground impact speeds. Pedestrian initial stance configuration (gait and walking speed) introduced a high variability to the head–ground impact speed. Nonetheless, the head–ground impact speed varied significantly between the different ground impact mechanisms identified and the distribution of impact mechanisms was strongly associated with vehicle type. In general, impact mechanisms for adults resulting in a head-first contact with the ground were more severe with high fronted vehicles compared to low fronted vehicles, though there is a speed dependency to these findings. With high fronted vehicles (SUVs and vans) the pedestrian was mainly pushed forward and for children this resulted in high head ground contact speeds. [ABSTRACT FROM AUTHOR]

• This paper presents the first detailed assessment of the capacity of the MADYMO pedestrian model to replicate ground contact. • Sensitivity studies showed substantial influences of the vehicle-pedestrian contact characteristic on the ground contact kinematics. • The predictive capacity of the MADYMO pedestrian model for ground contact injury predictions needs to be improved. Pedestrian injuries occur in both the primary vehicle contact and the subsequent ground contact. Currently, no ground contact countermeasures have been implemented and no pedestrian model has been validated for ground contact, though this is needed for developing future ground contact injury countermeasures. In this paper, we assess the predictive capacity of the MADYMO ellipsoid pedestrian model in reconstructing six recent pedestrian cadaver ground contact experiments. Whole-body kinematics as well as vehicle and ground contact related a HIC (approximate HIC) and BrIC scores were evaluated. Reasonable results were generally achieved for the timings of the principal collision events, and for the overall ground contact mechanisms. However, the resulting head injury predictions based on the ground contact HIC and BrIC scores showed limited capacity of the model to replicate individual experiments. Sensitivity studies showed substantial influences of the vehicle-pedestrian contact characteristic and certain initial pedestrian joint angles on the subsequent ground contact kinematics and injury predictions. Further work is needed to improve the predictive capacity of the MADYMO pedestrian model for ground contact injury predictions. [ABSTRACT FROM AUTHOR]

• First detailed analysis of pedestrian ground contact kinematics using cadaver tests. • The linear accelerations in ground contact are generally higher. • Highlighting the risk of pedestrian injuries from ground contact at low speeds. Pedestrians struck by vehicles are generally injured by the primary vehicle contact but also the secondary ground contact. However, experimental evidence for ground contact injuries is limited. Here we report on six staged cadaver tests at 20–30 km/h with passenger cars/vans in which we recorded the whole process from first pedestrian contact until after the end of the ground contact is complete using high-speed video and accelerometers mounted in the cadavers. Results show distinct phases for pedestrian flight and ground contact in addition to the already established vehicle contact phases. No skull fractures were observed in any of the tests. However, for the speed range tested, the linear and angular head injury risk (evaluated using HIC/3ms & BrIC respectively) is generally higher from the ground contact compared to the vehicle contact. Although not yet clearly understood, angular head injury risk during ground contact is higher for the 20 km/h tests compared to the 30 km/h tests. A good comparison was observed with respect to previously predicted ground contact mechanisms and head impact speeds from multibody modelling. These results emphasize the importance of ground related injuries to pedestrians when struck by vehicles at speeds of 20–30 km/h and provide a unique dataset for computational model validation of pedestrian ground contact. [ABSTRACT FROM AUTHOR]

Aims: To measure the quality of life in children with impaired walking who receive a mobility assistance dog (MAD)., Methods: The parents of ten children who received a MAD completed the cerebral palsy quality of life questionnaire, before receiving their dog and at one, three, and six-month follow-up. Data were analyzed to assess changes for each participant and to the group., Results: The group showed a positive change in the domains of social well-being and acceptance, feelings about functioning, and emotional well-being and self-esteem after six months. Children with less impairment (GMFCS I-II) showed a change in social-wellbeing and acceptance, feelings about functioning, participation, physical health, and emotional-wellbeing and self-esteem after six months. Children with more impairment (GMFCS III-IV) showed no change at any timepoint measured., Conclusions: This novel therapeutic area of receiving a MAD demonstrated some positive quality of life changes after six months for a small group of children with impaired walking. These are preliminary findings in a small sample and this intervention would benefit from further study.

Sports physiotherapists and coaches are tasked with evaluating the movement quality of athletes across the spectrum of ability and experience. However, the accuracy of visual observation is low and existing technology outside of expensive lab-based solutions has limited adoption, leading to an unmet need for an efficient and accurate means to measure static and dynamic joint angles during movement, converted to movement metrics useable by practitioners. This paper proposes a set of pose landmarks for computing frequently used joint angles as metrics of interest to sports physiotherapists and coaches in assessing common strength-building human exercise movements. It then proposes a set of rules for computing these metrics for a range of common exercises (single and double drop jumps and counter-movement jumps, deadlifts and various squats) from anatomical key-points detected using video, and evaluates the accuracy of these using a published 3D human pose model trained with ground truth data derived from VICON motion capture of common rehabilitation exercises. Results show a set of mathematically defined metrics which are derived from the chosen pose landmarks, and which are sufficient to compute the metrics for each of the exercises under consideration. Comparison to ground truth data showed that root mean square angle errors were within 10° for all exercises for the following metrics: shin angle, knee varus/valgus and left/right flexion, hip flexion and pelvic tilt, trunk angle, spinal flexion lower/upper/mid and rib flare. Larger errors (though still all within 15°) were observed for shoulder flexion and ASIS asymmetry in some exercises, notably front squats and drop-jumps. In conclusion, the contribution of this paper is that a set of sufficient key-points and associated metrics for exercise assessment from 3D human pose have been uniquely defined. Further, we found generally very good accuracy of the Strided Transformer 3D pose model in predicting these metrics for the chosen set of exercises from a single mobile device camera, when trained on a suitable set of functional exercises recorded using a VICON motion capture system. Future assessment of generalization is needed., Competing Interests: The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper., (© 2024 The Authors.)

Objective: 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., 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: 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., Conclusions: 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.

The mechanical and structural properties of passive skeletal muscle are important for musculoskeletal models in impact biomechanics, rehabilitation engineering and surgical simulation. Passive properties of skeletal muscle depend strongly on the architecture of the extracellular matrix (ECM), but the structure of ECM and its realignment under applied deformation remain poorly understood. We apply second harmonic generation (SHG) microscopy to study muscle ECM in intact muscle samples both under deformation and in the undeformed state. A method for regional relocation was developed, so that the same ECM segment could be viewed before and after applying deformations. Skeletal muscle ECM was viewed at multiple scales and in three states: undeformed, under compression and under tension. Results show that second harmonic generation microscopy provides substantial detail of skeletal muscle ECM over a wide range of length scales, especially the perimysium structure. We present images of individual portions of skeletal muscle ECM both undeformed and subjected to tensile/compressive deformation. We also present data showing the response of the perimysium to a partial thickness cut applied to a section under tensile deformation. STATEMENT OF SIGNIFICANCE: Second Harmonic Generation (SHG) microscopy is an imaging technique which takes advantage of a non-linear and coherent frequency doubling optical effect that is present in a small number of biological molecules, primarily collagen Type I, II and myosin. Collagen I is the most abundant collagen type in skeletal muscle, making SHG a promising option for visualisation of the skeletal muscle extracellular matrix (ECM). SHG microscopy does not require fixing or staining. This short communication presents the application of SHG microscopy to skeletal muscle ECM to improve our understanding of how collagen fibres reorganise under applied tensile and compression, including microscopic observations of collagen fibre reorganisation for intact samples by using a method to re-identify specific regions in repeated deformation tests., Competing Interests: Declaration of Competing Interest The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper., (Copyright © 2023 The Author(s). Published by Elsevier Ltd.. All rights reserved.)

Introduction: The required fidelity of synthetic materials in surgical simulators to teach tissue handling and repair requirements should be as accurate as possible. There is a poor understanding of the relationship between choice of muscle surrogates and training outcome for trainee surgeons. To address this, the mechanical characteristics of several candidate synthetic muscle surrogates were measured, and their subjective biofidelity was qualitatively assessed by surgeons., Methods: Silicone was selected after assessing several material options and 16 silicone-based surrogates were evaluated. Three of the closest samples to muscle (Samples 1.1, 1.2, 1.3) and one with inserted longitudinal fibres (1.2F) were mechanically tested in the following: compression and tension, needle puncture force and suture pull-out in comparison with real muscle. The four samples were evaluated by 17 Plastic and Orthopaedic surgeons to determine their views of the fidelity with regard to the handling properties, needle insertion and ease of suture pull-out., Results: The mechanical testing showed the surrogates exhibited varying characteristics that matched some of the properties of muscle, though none recreated all the mechanical characteristics of native muscle. Good biofidelity was generally achieved for compression stiffness and needle puncture force, but it was evident that tensile stiff was too low for all samples. The pull-out forces were variable and too low, except for the sample with longitudinal fibres. In the qualitative assessment, the overall median scores for the four surrogate samples were all between 30 and 32 (possible range 9-45), indicating limited differentiation of the samples tested by the surgeons., Conclusions: The surrogate materials showed a range of mechanical properties bracketing those of real muscle, thus presenting a suitable combination of candidates for use in simulators to attain the requirements as set out in the learning outcomes of muscle repair. However, despite significant mechanical differences between the samples, all surgeons found the samples to be similar to each other., (Copyright © 2022. Published by Elsevier Ltd.)

Summary Statement: This review aimed to explore the published evidence with regard to the types and composition of both full- and part-task trainers to teach surgeons extremity exploration procedures in limb trauma management. Studies were included if they reported the development and/or validation of synthetic or virtual task trainers. Studies were evaluated to determine their derivation, usability, and clinical utility.A total of 638 citations were identified and 63 satisfied the inclusion criteria. Twenty-five articles addressed simulator validation and 36 addressed level of learning achieved with simulator engagement. Two studies described a dedicated limb simulator. Simulators were developed to repair limb structures including skin (n = 15), tendon (n = 7), nerve (n = 1), fascia (n = 1), muscle (n = 1), vascular (n = 24), and bone (n = 11). Considerations such as material fidelity, learning outcomes, cost or reusability, validity, and effectiveness are inconsistently reported. Future studies should address design standards for the effective production of synthetic or virtual simulators for limb trauma management., Competing Interests: The authors declare no conflict of interest., (Copyright © 2021 Society for Simulation in Healthcare.)

Statement: The role of simulation to teach and access open surgical skills has become more prevalent in recent years. This systematic review synthesizes the totality of evidence with respect to the educational effectiveness of simulators used in open surgical training. A systematic literature search was conducted in PubMed, Embase, CINAHL, Scopus, and Web of Science. Only randomized controlled trials were included that explored the educational efficacy of theses simulators. Six randomized controlled trials were included from the 9934 studies found. The methodological quality of the included studies was variable. Overall, the use of the simulators was more educationally effective compared with standard teaching of the skill without a simulator (P < 0.05). Two studies showed that the simulator was as good as an animal model of much higher fidelity. Further studies are needed to secure higher evidence for the educational value, validity, and transferability of the skills to the hospital setting for all simulators.

Objectives: Tackle height laws are an area of controversy in rugby union. It is reported that the tackler is at most risk of a Head Injury Assessment (HIA). Therefore, the aim of this study was to use match video evidence of tackles in elite level rugby union to examine the effect of tackle heights on HIA risk for the tackler., Design: Qualitative observational case-control study., Methods: Each HIA (n=74) and control tackle (n=965) was categorised based on tackle direction (front- or side-on), tackle type (arm, shoulder or smother) and tackle height (upper trunk, mid-trunk, lower trunk, upper leg or lower leg). The Relative Risk (RR), 95% Confidence Interval (CI) and probability (p) values were calculated for each tackle height., Results: Intended primary contact at the upper trunk of the ball carrier had a greater propensity to result in a HIA for the tackler for front-on upper body shoulder tackles (RR=1.48; 95%CI=1.16-1.90; p<0.01) and side-on upper body smother tackles (RR=2.30; 95%CI=1.82-2.92; p<0.01). Intended primary contact at the upper leg of the ball carrier had a greater propensity to result in a HIA for the tackler for front-on (RR=2.60; 95%CI=1.70-3.97; p<0.01) and side-on (RR=3.34; 95%CI=1.65-6.79; p<0.01) lower body shoulder tackles., Conclusions: To reduce tackler HIA risk, the results suggest tackling below the upper trunk for upper body tackles. The results also suggest tackling at the lower trunk for lower body tackles and avoiding the upper legs. Prevention strategies should place emphasis on tackling lower risk body regions such as the mid- and lower trunk., (Copyright © 2018 Sports Medicine Australia. Published by Elsevier Ltd. All rights reserved.)

Objectives: It has been hypothesised that fatigue may be a major factor in tackle-related injury risk in rugby union and hence more injuries occur in the later stages of a game. The aim of this study is to identify changes in ball carrier or tackler proficiency characteristics, using elite level match video data, as player time-in-game increases., Design: Qualitative observational cohort study., Methods: Three 2014/15 European Rugby Champions Cup games were selected for ball carrier and tackler proficiency analysis. Analysis was only conducted on players who started and remained on the field for the entire game. A separate analysis was conducted on 10 randomly selected 2014/15 European Rugby Champions Cup/Pro 12 games to assess the time distribution of tackles throughout a game. A Chi-square test and one-way way ANOVA with post-hoc testing was conducted to identify significant differences (p<0.05) for proficiency characteristics and tackle counts between quarters in the game, respectively., Results: Player time-in-game did not affect tackle proficiency for both the ball carrier and tackler. Any results that showed statistical significance did not indicate a trend of deterioration in proficiency with increased player time-in-game. The time distribution of tackles analysis indicated that more tackles occurring in the final quarter of the game than the first (p=0.04) and second (p=<0.01)., Conclusions: It appears that player time-in-game does not affect tackler or ball carrier tackle technique proficiency at the elite level. More tackles occurring in the final quarter of a game provides an alternative explanation to more tackle-related injuries occurring at this stage., (Copyright © 2017 Sports Medicine Australia. Published by Elsevier Ltd. All rights reserved.)

The tension/compression asymmetry observed in the stress-stretch response of skeletal muscle is not well understood. The collagen network in the extracellular matrix (ECM) almost certainly plays a major role, but the details are unknown. This paper reports qualitatively and quantitatively on skeletal muscle ECM reorganization during applied deformation using confocal imaging of collagen through use of a fluorescently-tagged specific collagen binding protein (CNA35-EGFP) of porcine and chicken muscle samples under tensile and compressive deformation in both the fibre and cross-fibre directions. This reveals the overall three-dimensional structure of collagen in perimysium in planes perpendicular and parallel to the muscle fibres in both species. Furthermore, there is clear evidence of the reorganization of these structures under compression and tension applied in both the muscle fibre and cross-fibre directions. These observations improve our understanding of perimysium structure and response to three-dimensional deformations and are an important basis for constitutive models of passive skeletal muscle. Although overall behaviour was similar, some differences in perimysium structure were observed between chicken and porcine muscle tissue. Further work is required to better understand which structures are responsible for the tension and compression stress-strain asymmetry previously observed in the mechanical response of passive skeletal muscle., (Copyright © 2017 Elsevier Ltd. All rights reserved.)

There is a substantial prevalence of post-operative incisional hernia for both laparoscopic and laparotomy procedures, but there have been few attempts at quantifying abdominal wound closure methodology in the literature. One method to ascertain a more robust method of wound closure is the identification of the influence of suture placement parameters on suture pullout force. Current surgical practice involves a recommended bite depth and bite separation of 10mm, but the evidence base for this is not clear. In this paper, the suture pullout characteristics of both porcine and human linea alba were investigated to ascertain a suture placement protocol for surgical wound closure. Uniaxial suture pullout force testing on fresh frozen porcine and human linea alba samples was performed using standard materials testing machines. The influence of the number of suture loops, the bite depth and the bite separation of the sutures and the orientation of the sutures with respect to the principal fibre direction in the linea alba were assessed. Results showed a clearly identifiable relationship between pullout force of the suture, bite separation and bite depth, with low suture separation and high suture depth as optimal parameters for increasing pullout force. Resistance to pullout could be improved by as much as 290% when optimizing test conditions. Both human and porcine tissue were observed to exhibit very similar pullout force characteristics, corroborating the use of a porcine model for investigations into wound closure methodology. Orientation of suture application was also found to significantly affect the magnitude of suture pullout, with suturing applied longitudinally across a transverse defect resulting in higher pullout forces for small suture bite separations. Although further assessment in an environment more representative of in vivo conditions is required, these findings indicate that increasing the bite depth and reducing the bite separation with respect to the current surgical recommendations may reduce the risk of post-operative incisional hernia., (Copyright © 2017 Elsevier Ltd. All rights reserved.)

The mechanics of passive skeletal muscle are important in impact biomechanics, surgical simulation, and rehabilitation engineering. Existing data from porcine tissue has shown a significant tension/compression asymmetry, which is not captured by current constitutive modelling approaches using a single set of material parameters, and an adequate explanation for this effect remains elusive. In this paper, the passive elastic deformation properties of chicken pectoralis muscle are assessed for the first time, to provide deformation data on a skeletal muscle which is very different to porcine tissue. Uniaxial, quasi-static compression and tensile tests were performed on fresh chicken pectoralis muscle in the fibre and cross-fibre directions, and at 45° to the fibre direction. Results show that chicken muscle elastic behaviour is nonlinear and anisotropic. The tensile stress-stretch response is two orders of magnitude larger than in compression for all directions tested, which reflects the tension/compression asymmetry previously observed in porcine tissue. In compression the tissue is stiffest in the cross-fibre direction. However, tensile deformation applied at 45° gives the stiffest response, and this is different to previous findings relating to porcine tissue. Chicken muscle tissue is most compliant in the fibre direction for both tensile and compressive applied deformation. Generally, a small percentage of fluid exudation was observed in the compressive samples. In the future these data will be combined with microstructural analysis to assess the architectural basis for the tension/compression asymmetry now observed in two different species of skeletal muscle., (Copyright © 2016 Elsevier Ltd. All rights reserved.)

This paper discusses tension-compression asymmetry properties of Ogden hyperelastic formulations. It is shown that if all negative or all positive Ogden coefficients are used, tension-compression asymmetry occurs the degree of which cannot be separately controlled from the degree of non-linearity. A simple hybrid form is therefore proposed providing separate control over the tension-compression asymmetry. It is demonstrated how this form relates to a newly introduced generalised strain tensor class which encompasses both the tension-compression asymmetric Seth-Hill strain class and the tension-compression symmetric Bažant strain class. If the control parameter is set to q=0.5 a tension-compression symmetric form involving Bažant strains is obtained with the property Ψ(λ1,λ2,λ3)=Ψ(1λ1,1λ2,1λ3). The symmetric form may be desirable for the definition of ground matrix contributions in soft tissue modelling allowing all deviation from the symmetry to stem solely from fibrous reinforcement. Such an application is also presented demonstrating the use of the proposed formulation in the modelling of the non-linear elastic and transversely isotropic behaviour of skeletal muscle tissue in compression (the model implementation and fitting procedure have been made freely available). The presented hyperelastic formulations may aid researchers in independently controlling the degree of tension-compression asymmetry from the degree of non-linearity, and in the case of anisotropic materials may assist in determining the role played by, either the ground matrix, or the fibrous reinforcing structures, in generating asymmetry., (Copyright © 2015 Elsevier Ltd. All rights reserved.)

Schoolbag carriage is a common occurrence and has been associated with musculoskeletal discomfort in children. The current study investigated the relationship between schoolbag-related musculoskeletal discomfort and individual, physical and psychosocial risk factors in primary school children in Ireland. A cross-sectional survey and pretest-posttest quasi-experimental design was used. The site and intensity of musculoskeletal discomfort was assessed before and after schoolbag carriage to provide a dose-response assessment of schoolbag-related discomfort for the first time. Objective measurements of the children, schoolbags and other additional items were made, and a researcher assisted questionnaire was completed on arrival at school. A total of 529 children (male 55.8%: female 44.2%) with a mean age of 10.6 years ± 7.14 months were included. The majority had backpacks (93.8%) and 89.7% (n = 445) carried the backpack over 2 shoulders. The mean schoolbag weight (4.8 ± 1.47 kgs) represented a mean % body weight (%BW) of 12.6 ± 4.29%. Only 29.9% carried schoolbags that were ≤10%BW. A significantly greater proportion of normal weight children carried schoolbags that were >10%BW compared to overweight/obese children (p < 0.001). The mean %BW carried was 18.3 ± 5.03 for those who had an additional item. The majority (77.5%) carried schoolbags to school for ≤10 min. The prevalence of baseline musculoskeletal discomfort was high (63.4%). Schoolbag-related discomfort was reported more frequently in the shoulders (27.3%) than in the back (15%). The dose-response assessment indicated that both statistically and meaningfully significant increases in discomfort were observed following schoolbag carriage. Multiple logistic regression models indicated that psychosocial factors and a history of discomfort were predictors of schoolbag-related back discomfort, while gender (being female) and a history of discomfort were predictors of schoolbag-related shoulder discomfort. None of the physical factors (absolute/relative schoolbag weight, carrying an additional item, duration of carriage, method of travel to school) were associated with schoolbag-related discomfort. This study highlights the need to consider the multi-factorial nature of schoolbag-related discomfort in children, and also the need to identify background pain as its presence can inadvertently influence the reporting of 'schoolbag-related' discomfort if it is not accounted for., (Copyright © 2015 Elsevier Ltd and The Ergonomics Society. All rights reserved.)

Rear impact collisions are mostly low severity, but carry a very high societal cost due to reported symptoms of whiplash and related soft tissue injuries. Given the difficulty in physiological measurement of damage in whiplash patients, there is a significant need to assess rear impact severity on the basis of vehicle damage. This paper presents fundamental impact equations on the basis of an equivalent single vehicle to rigid barrier collision in order to predict relationships between impact speed, maximum dynamic crush, mean and peak acceleration, time to common velocity and vehicle stiffness. These are then applied in regression analysis of published staged low speed rear impact tests. The equivalent mean and peak accelerations are linear functions of the collision closing speed, while the time to common velocity is independent of the collision closing speed. Furthermore, the time to common velocity can be used as a surrogate measure of the normalized vehicle stiffness, which provides opportunity for future accident reconstruction., (Copyright © 2015 Elsevier Ltd. All rights reserved.)

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.

Incisional hernia is a severe complication post-laparoscopic/laparotomy surgery that is commonly associated with the linea alba. However, the few studies on the mechanical properties of the linea alba in the literature appear contradictory, possible due to challenges with the physical dimensions of samples and variations in protocol. This study focuses on the tensile mechanical characterisation of the porcine linea alba, as determined by uniaxial and equi-load biaxial testing using image-based strain measurement methods. Results show that the linea alba demonstrated a non-linear elastic, anisotropic behaviour which is often observed in biological soft tissues. The transverse direction (parallel to fibres) was found to be approximately eight times stiffer than the longitudinal (cross-fibre) direction under both uniaxial and equi-load biaxial loading. The equi-load biaxial tensile tests revealed that contraction could occur in the transverse direction despite increasing load, probably due to the anisotropy of the tissue. Optical surface marker tracking and digital image correlation methods were found to greatly improve the accuracy of stretch measurement, resulting in a 75% change in the apparent stiffness compared to using strain derived from machine cross-head displacement. Additionally, a finite element model of the experiments using a combination of an Ogden and fibre exponential power law model for the linea alba was implemented to quantify the effect of clamping and tissue dimensions (which are suboptimal for tensile testing) on the results. The preliminary model results were used to apply a correction factor to the uniaxial experimental data prior to inverse optimisation to derive best fit material parameters for the fibre reinforced Ogden model. Application of the model to the equi-load biaxial case showed some differences compared to the experimental data, suggesting a more complex anisotropic model may be necessary to capture biaxial behaviour. These results provide an improved assessment of the mechanical properties of the porcine linea alba for wound closure and other studies., (Copyright © 2014 Elsevier Ltd. All rights reserved.)

The passive micro-structural mechanical response of muscle tissue is important for numerous medical applications. However, the recently observed tension/compression asymmetry in porcine muscle remains poorly explained. In particular there remains a lack of understanding of how external tension or compression applied in the fibre or cross-fibre direction translates internally to deformation of muscle fibres and the extra-cellular matrix. Accordingly, fresh porcine skeletal muscle tissue was harvested, deformed by 30% in uniaxial tension or compression in both the fibre and cross-fibre directions and prepared for optical microscope, polarised light microscope and SEM analysis. The average deformed specimen results were compared to the average control results in each case. For compressive or tensile stretch applied in the muscle fibre direction the average measured muscle fibre cross-sectional area changes are in close correspondence with predictions based on global Poisson's ratio measurements and these deformation modes did not cause shape changes in the muscle fibre cross-sections. However, muscle tissue reacted to the applied cross-fibre direction deformations as follows: compression flattened muscle fibre cross-sections, aligning them perpendicular to the direction of the applied deformation while tensile deformations stretched the cross-sections of muscle fibres, aligning them parallel to the direction of applied deformation. No evidence of structural reorganisation of endomysium collagen fibres in response to applied stretch was observed. The observed micro-structural responses do not appear to be influenced by the surrounding endomysium, but appear to be significantly influenced by proximity to the perimysium network. It is hypothesised that the perimysium and its interaction with the surrounding muscle fibres is therefore likely to be predominantly responsible for the tension/compression asymmetry observed in macroscopic tests of passive skeletal muscle stress strain behaviour., (Copyright © 2014 Elsevier Ltd. All rights reserved.)