Quantifying the uncertainty in tribometer measurements on walkway surfaces.

Properly estimating and reporting the uncertainty of walkway surface friction is key to ensuring pedestrian safety. Here we quantified the amount and sources of uncertainty in friction measurements by having four users of four units of each of two walkway tribometer models (Slip-Test Mark IIIB, English XL) perform 12 measurements on four samples of four different surfaces that ranged from slippery to slip-resistant. We found that 51-82% of the total variance in the measurements was explained by the user, unit, sample and a user-unit interaction, which means that the variance a single user calculates from their own data does not capture most of the uncertainty in their measurements. Based on these data, the minimum uncertainty associated with the mean of a user's measurements is ±0.064 (Mark IIIB) and ±0.072 (XL) to be 95% confident that their mean captures a surface's available friction. Practitioner Summary: Walkway surface friction measurements are less accurate than they appear. Based on an experiment quantifying the amount and sources of uncertainty in surface friction measurements using two common tribometers, we quantified and report the minimum uncertainty that users can assign to their walkway surface friction measurements. Abbreviations: ANOVA: analysis of variance; ANSI: American National Standards Institute; CI: confidence interval; E: east; ILS: interlaboratory study; ISO: International Standards Organization; JCGM: joint committee for guides in metrology; N: north; S: south; SBR: styrene-butadiene rubber; SD: standard deviation; TR: test result; W: west.

The influence of heel height on utilized coefficient of friction during walking.

Wearing high heel shoes has been associated with an increased potential for slips and falls. The association between wearing high heels and the increased potential for slipping suggests that the friction demand while wearing high heels may be greater when compared to wearing low heel shoes. The purpose of this study was to determine if heel height affects utilized friction (uCOF) during walking. A secondary purpose of this study was to compare kinematics at the ankle, knee, and hip that may explain uCOF differences among shoes with varied heel heights. Fifteen healthy women (mean age 24.5±2.5yrs) participated. Subjects walked at self-selected velocity under 3 different shoe conditions that varied in heel height (low: 1.27cm, medium: 6.35cm, and high: 9.53cm). Ground reaction forces (GRFs) were recorded using a force platform (1560Hz). Kinematic data were obtained using an 8 camera motion analysis system (120Hz). Utilized friction was calculated as the ratio of resultant shear force to vertical force. One-way repeated measures ANOVAs were performed to test for differences in peak uCOF, GRFs at peak uCOF and lower extremity joint angles at peak uCOF. On average, peak uCOF was found to increase with heel height. The increased uCOF observed in high heel shoes was related to an increase in the resultant shear force and decrease in the vertical force. Our results signify the need for proper public education and increased footwear industry awareness of how high heel shoes affect slip risk.

Validation of walkway tribometers: establishing a reference standard.

Tribometers are mechanical devices used to measure walkway coefficient of friction (COF) for the purpose of assessing slip risk. The purpose of this study was to define a tribometer reference standard and use it to assess the performance of various tribometers. Eighty subjects were randomly assigned to walk across one of four wet walkway surfaces (polished black granite, porcelain, vinyl composition tile, and ceramic tile) to establish the relative slipperiness of each surface. Eleven tribometers were subsequently used to measure and rank the COF of all four surfaces. Our results revealed that only four of the 11 tribometers (Wessex pendulum, Sigler pendulum, Mark II, and Mark III) met our compliance criteria by both correctly ranking all four surfaces and differentiating between surfaces of varying degrees of slipperiness. Our protocol demonstrates that human gait-based measures of slipperiness can be used to create reference standards against which tribometer measurements can be validated.

Are cervical multifidus muscles active during whiplash and startle? An initial experimental study.

BACKGROUND: The cervical multifidus muscles insert onto the lower cervical facet capsular ligaments and the cervical facet joints are the source of pain in some chronic whiplash patients. Reflex activation of the multifidus muscle during a whiplash exposure could potentially contribute to injuring the facet capsular ligament. Our goal was to determine the onset latency and activation amplitude of the cervical multifidus muscles to a simulated rear-end collision and a loud acoustic stimuli. METHODS: Wire electromyographic (EMG) electrodes were inserted unilaterally into the cervical multifidus muscles of 9 subjects (6M, 3F) at the C4 and C6 levels. Seated subjects were then exposed to a forward acceleration (peak acceleration 1.55 g, speed change 1.8 km/h) and a loud acoustic tone (124 dB, 40 ms, 1 kHz). RESULTS: Aside from one female, all subjects exhibited multifidus activity after both stimuli (8 subjects at C4, 6 subjects at C6). Neither onset latencies nor EMG amplitude varied with stimulus type or spine level (p > 0.13). Onset latencies and amplitudes varied widely, with EMG activity appearing within 160 ms of stimulus onset (for at least one of the two stimuli) in 7 subjects. CONCLUSION: These data indicate that the multifidus muscles of some individuals are active early enough to potentially increase the collision-induced loading of the facet capsular ligaments.

Musculotendon and fascicle strains in anterior and posterior neck muscles during whiplash injury.

STUDY DESIGN: A biomechanical neck model combined with subject-specific kinematic and electromyographic data were used to calculate neck muscle strains during whiplash. OBJECTIVES: To calculate the musculotendon and fascicle strains during whiplash and to compare these strains to published muscle injury thresholds. SUMMARY OF BACKGROUND DATA: Previous work has shown potentially injurious musculotendon strains in sternocleidomastoid (SCM) during whiplash, but neither the musculotendon strains in posterior cervical muscles nor the fascicle strains in either muscle group have been examined. METHODS: Experimental human subject data from rear-end automobile impacts were integrated with a biomechanical model of the neck musculoskeletal system. Subject-specific head kinematic data were imposed on the model, and neck musculotendon and fascicle strains and strain rates were computed. Electromyographic data from the sternocleidomastoid and the posterior cervical muscles were compared with strain data to determine which muscles were being eccentrically contracted. RESULTS: SCM experienced lengthening during the retraction phase of head/neck kinematics, whereas the posterior muscles (splenius capitis [SPL], semispinalis capitis [SEMI], and trapezius [TRAP]) lengthened during the rebound phase. Peak SCM fascicle lengthening strains averaged (+/-SD) 4% (+/-3%) for the subvolumes attached to the mastoid process and 7% (+/-5%) for the subvolume attached to the occiput. Posteriorly, peak fascicle strains were 21% (+/-14%) for SPL, 18% (+/-16%) for SEMI, and 5% (+/-4%) for TRAP, with SPL strains significantly greater than calculated in SCM or TRAP. Fascicle strains were, on average, 1.2 to 2.3 times greater than musculotendon strains. SCM and posterior muscle activity occurred during intervals of muscle fascicle lengthening. CONCLUSIONS: The cervical muscle strains induced during a rear-end impact exceed the previously-reported injury threshold for a single stretch of active muscle. Further, the larger strains experienced by extensor muscles are consistent with clinical reports of pain primarily in the posterior cervical region following rear-end impacts.

Assessment of walkway tribometer readings in evaluating slip resistance: a gait-based approach.

The purpose of this study was to assess the viability of using slip risk (as quantified during human subject walking trials) to create a reference standard against which tribometer readings could be compared. First, human subjects (N=84) were used to rank objectively the slipperiness of three different surfaces with and without a contaminant (six conditions). Second, nine tribometers were used to independently measure and rank surface slipperiness for all six conditions. The slipperiness ranking determined from the walking trials was considered the reference against which the tribometer measurements were compared. Our results revealed that only two of the nine tribometers tested (Tortus II and Mark III) met our compliance criteria by both correctly ranking all six conditions and differentiating between surfaces of differing degrees of slipperiness. These findings reinforce the need for objective criteria to ascertain which tribometers effectively evaluate floor slipperiness and a pedestrian's risk of slipping.

Electromyography of superficial and deep neck muscles during isometric, voluntary, and reflex contractions.

Increasingly complex models of the neck neuromusculature need detailed muscle and kinematic data for proper validation. The goal of this study was to measure the electromyographic activity of superficial and deep neck muscles during tasks involving isometric, voluntary, and reflexively evoked contractions of the neck muscles. Three male subjects (28-41 years) had electromyographic (EMG) fine wires inserted into the left sternocleidomastoid, levator scapulae, trapezius, splenius capitis, semispinalis capitis, semispinalis cervicis, and multifidus muscles. Surface electrodes were placed over the left sternohyoid muscle. Subjects then performed: (i) maximal voluntary contractions (MVCs) in the eight directions (45 deg intervals) from the neutral posture; (ii) 50 N isometric contractions with a slow sweep of the force direction through 720 deg; (iii) voluntary oscillatory head movements in flexion and extension; and (iv) initially relaxed reflex muscle activations to a forward acceleration while seated on a sled. Isometric contractions were performed against an overhead load cell and movement dynamics were measured using six-axis accelerometry on the head and torso. In all three subjects, the two anterior neck muscles had similar preferred activation directions and acted synergistically in both dynamic tasks. With the exception of splenius capitis, the posterior and posterolateral neck muscles also showed consistent activation directions and acted synergistically during the voluntary motions, but not during the sled perturbations. These findings suggest that the common numerical-modeling assumption that all anterior muscles act synergistically as flexors is reasonable, but that the related assumption that all posterior muscles act synergistically as extensors is not. Despite the small number of subjects, the data presented here can be used to inform and validate a neck model at three levels of increasing neuromuscular-kinematic complexity: muscles generating forces with no movement, muscles generating forces and causing movement, and muscles generating forces in response to induced movement. These increasingly complex data sets will allow researchers to incrementally tune their neck models' muscle geometry, physiology, and feedforward/feedback neuromechanics.

The effect of subject awareness and prior slip experience on tribometer-based predictions of slip probability.

Prior knowledge of potentially slippery conditions has been shown to alter normal human gait in slip and fall experiments. We sought to quantify how the empirical relationship between slip probability and available floor friction was affected by subject awareness and prior slip experience. Sixty-eight subjects (40 females, 28 males) walked over three different low-friction surfaces inserted periodically between non-slip control trials. Three increasing levels of prior knowledge were used: deceived (unaware of the slippery surface), aware (20% chance of a slippery surface, but no prior slip experience) and experienced (aware with prior slip experience). Available friction was measured using a drag sled and a variable incidence tribometer. Of 620 low-friction trials, 124 generated slips greater than 27mm. The proportion of slips, the slip distance and the required friction (taken from the control trial immediately before a low-friction trial) generally decreased with increasing levels of prior knowledge. These adaptations were accommodated by logistically regressing slip outcome (yes/no) against the normalized friction (available friction minus required friction) rather than against available friction alone. The regressions showed that subject awareness biased the slip probability curve toward a lower slip risk for a given normalized friction, but that the subsequent addition of slip experience generated a slip risk curve that was not significantly different from that of deceived (and presumably unprepared) subjects. These findings suggest that data to validate a tribometer's ability to predict the risk of slipping (but not falling) can be acquired from subjects with prior slip experience.

Variations in occupant response with seat belt slack and anchor location during moderate frontal impacts.

Both seat belt slack and anchor location are known to affect occupant excursion during high-speed frontal collisions, but their effects have not been studied at moderate collision severities. The goal of this study was to quantify how seat belt slack and anchor location affect occupant kinematics and kinetics in moderate severity frontal collisions. A Hybrid III 50th percentile male dummy was seated on a programmable sled and exposed to frontal collisions with a speed change of 17.5 km/h. The seat belt was adjusted either snugly or with 10 cm slack (distributed 60/40 between the shoulder and lap portions) and the anchor location was varied by adjusting the seat position either fully forward or rearward (seat travel = 13 cm). Accelerations and displacements of the head, T1 and pelvis were measured in the sagittal plane. Upper neck loads and knee displacements were also measured. Five trials were performed for each of the four combinations of belt adjustment (snug, slack) and anchor location (seat forward, seat rearward). For each trial, kinematic and kinetic response peaks were determined and then compared across conditions using ANOVAs. Peak displacements, accelerations and loads varied significantly with both seat belt slack and anchor location. Seat belt slack affected more parameters and had a larger effect than anchor location on most peak response parameters. Head displacements increased a similar amount between the snug/slack belt conditions and the rearward/forward anchor locations. Overall, horizontal head displacements increased from 23.8 cm in the snug-belt, rearward-anchor configuration to 33.9 cm in the slack-belt, forward-anchor configuration. These results demonstrated that analyses of occupant displacements, accelerations and loads during moderate frontal impacts should consider potential sources of seat belt slack and account for differences in seat belt anchor locations.

The effect of collision pulse properties on seven proposed whiplash injury criteria.

Recent epidemiological and biomechanical studies have suggested that whiplash injury is related to a vehicle's average acceleration rather than its speed change during a rear-end collision. To further explore this phenomenon, the effect of various kinematic properties of the collision pulse on seven proposed whiplash injury criteria was quantified. A BioRID II rear-impact dummy was seated on a programmable sled and exposed six times to each of 15 different collision pulses. Five properties of the collision pulse were varied: peak acceleration (1.3-4.4 g), speed change (3-11 km/h), duration (52-180 ms), displacement (2-26 cm) and shape (square, sine and triangular). Linear and angular accelerations and displacements of the head, and linear accelerations of the T1 and pelvis were measured in the sagittal-plane. Upper neck loads in the sagittal-plane were also measured. Variations within the proposed injury criteria between the different pulses were compared using analyses of variance. Six criteria--peak upper neck shear force, peak upper neck moment, peak retraction, the neck injury criterion (NIC) and two normalized neck injury criteria (Nij and Nkm)--exhibited graded responses that were most sensitive to the average acceleration of the collision pulse. Peak extension angle between the head and T1 decreased with both increasing speed change and peak acceleration, and was, therefore, deemed unsuitable as a whiplash injury criterion for the BioRID dummy. Of the seven criteria, Nij and Nkm were best able to distinguish between the 15 pulses. If the six graded injury criteria are related to the risk of whiplash injury, then the results of this study indicate that the risk of whiplash injury can be reduced by bumper and seat designs that prolong the collision pulse and thereby reduce the average vehicle and occupant accelerations for a given speed change.