Variability in Body Shape, Superficial Soft Tissue Geometry, and Seatbelt Fit Relative to the Pelvis in Automotive Postures-Methods for Volunteer Data Collection With Open Magnetic Resonance Imaging.

Variability in body shape and soft tissue geometry have the potential to affect the body's interaction with automotive safety systems. In this study, we developed a methodology to capture information on body shape, superficial soft tissue geometry, skeletal geometry, and seatbelt fit relative to the skeleton-in automotive postures-using Open Magnetic Resonance Imaging (MRI). Volunteer posture and belt fit were first measured in a vehicle and then reproduced in a custom MRI-safe seat (with an MR-visible seatbelt) placed in an Open MR scanner. Overlapping scans were performed to create registered three-dimensional reconstructions spanning from the thigh to the clavicles. Data were collected with ten volunteers (5 female, 5 male), each in their self-selected driving posture and in a reclined posture. Examination of the MRIs showed that in the males with substantial anterior abdominal adipose tissue, the abdominal adipose tissue tended to overhang the pelvis, narrowing in the region of the Anterior Superior Iliac Spine (ASIS). For the females, the adipose tissue depth around the lower abdomen and pelvis was more uniform, with a more continuous layer superficial to the ASIS. Across the volunteers, the pelvis rotated rearward by an average of 62% of the change in seatback angle during recline. In some cases, the lap belt drew nearer to the pelvis as the volunteer reclined (as the overhanging folds of adipose tissue stretched). In others, the belt-to-pelvis distance increased as the volunteer reclined. These observations highlight the importance of considering both interdemographic and intrademographic variability when developing tools to assess safety system robustness.

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.

Density Variation in the Expanded Polystyrene Foam of Bicycle Helmets and Its Influence on Impact Performance.

Bicycle helmets attenuate head impacts using expanded polystyrene (EPS) foam liners. The EPS density plays a key role in determining the helmet and head response during an impact. Prior pilot work in our lab showed that EPS density varied by up to 18 kg/m3 within a single helmet, and thus the purpose of this study was to quantify the regional density variations within and between helmets and to establish how these variations influence helmet impact performance. We evaluated 10-12 samples of two traditional and two bicycle motocross (BMX) bicycle helmets with EPS liners. The bulk liner density and density of 16-19 cores extracted from specific locations on each sample were measured. Additional samples of two of these helmet models were then impacted at 3.0, 6.3, and 7.8 m/s to determine the relationship between local EPS density and helmet impact performance. We found that density varied significantly within each sample in all helmet models and also varied significantly between samples in three helmet models. The density variations were not symmetric across the midline in two of the four helmet models. The observed density variations influenced the helmets' impact performance. Our data suggest that variations in peak headform acceleration during impacts to the same location on different samples of the same helmet model can be partially explained by density differences between helmet samples. These density variations and resulting impact performance differences may play a role in a helmet's ability to mitigate head injury.

A review of impact testing methods for headgear in sports: Considerations for improved prevention of head injury through research and standards.

Standards for sports headgear were introduced as far back as the 1960s and many have remained substantially unchanged to present day. Since this time, headgear has virtually eliminated catastrophic head injuries such as skull fractures and changed the landscape of head injuries in sports. Mild traumatic brain injury (mTBI) is now a prevalent concern and the effectiveness of headgear in mitigating mTBI is inconclusive for most sports. Given that most current headgear standards are confined to attenuating linear head mechanics and recent brain injury studies have underscored the importance of angular mechanics in the genesis of mTBI, new or expanded standards are needed to foster headgear development and assess headgear performance that addresses all types of sport-related head and brain injuries. The aim of this review is to provide a basis for developing new sports headgear impact tests for standards by summarizing and critiquing: 1) impact testing procedures currently codified in published headgear standards for sports and 2) new or proposed headgear impact test procedures in published literature and/or relevant conferences. Research areas identified as needing further knowledge to support standards test development include defining sports-specific head impact conditions, establishing injury and age appropriate headgear assessment criteria, and the development of headgear specific head and neck surrogates for at-risk populations.

Neck muscle biomechanics and neural control.

The mechanics, morphometry, and geometry of our joints, segments, and muscles are fundamental biomechanical properties intrinsic to human neural control. The goal of our study was to investigate whether the biomechanical actions of individual neck muscles predict their neural control. Specifically, we compared the moment direction and variability produced by electrical stimulation of a neck muscle (biomechanics) to the preferred activation direction and variability (neural control). Subjects sat upright with their head fixed to a six-axis load cell and their torso restrained. Indwelling wire electrodes were placed into the sternocleidomastoid (SCM), splenius capitis (SPL), and semispinalis capitis (SSC) muscles. The electrically stimulated direction was defined as the moment direction produced when a current (2-19 mA) was passed through each muscle's electrodes. Preferred activation direction was defined as the vector sum of the spatial tuning curve built from root mean squared electromyogram when subjects produced isometric moments at 7.5% and 15% of their maximum voluntary contraction (MVC) in 26 three-dimensional directions. The spatial tuning curves at 15% MVC were well defined (unimodal, P < 0.05), and their preferred directions were 23°, 39°, and 21° different from their electrically stimulated directions for the SCM, SPL, and SSC, respectively ( P < 0.05). Intrasubject variability was smaller in electrically stimulated moment directions compared with voluntary preferred directions, and intrasubject variability decreased with increased activation levels. Our findings show that the neural control of neck muscles is not based solely on optimizing individual muscle biomechanics but, as activation increases, biomechanical constraints in part dictate the activation of synergistic neck muscles. NEW & NOTEWORTHY Biomechanics are an intrinsic part of human neural control. In this study, we found that the biomechanics of individual neck muscles cannot fully predict their neural control. Consequently, physiologically based computational neck muscle controllers cannot calculate muscle activation schemes based on the isolated biomechanics of muscles. Furthermore, by measuring biomechanics we showed that the intrasubject variability of the neural control was lower for electrical vs. voluntary activation of the neck muscles.

Age Does Not Affect the Material Properties of Expanded Polystyrene Liners in Field-Used Bicycle Helmets.

Bicycle helmet foam liners absorb energy during impacts. Our goal was to determine if the impact attenuation properties of expanded polystyrene (EPS) foam used in bicycle helmets change with age. Foam cores were extracted from 63 used and unused bicycle helmets from ten different models spanning an age range of 2-20 yrs. All cores were impact tested at a bulk strain rate of 195 s(-1). Six dependent variables were determined from the stress-strain curve derived from each impact (yield strain, yield stress, elastic modulus, plateau slope, energy at 65% compression, and stress at 65% compression), and a general linear model was used to assess the effect of age on each dependent variable with density as a covariate. Age did not affect any of the dependent variables; however, greater foam density, which varied from 58 to 100 kg/m(3), generated significant increases in all of the dependent variables except for yield strain. Higher density foam cores also exhibited lower strains at which densification began to occur, tended to stay within the plateau region of the stress-strain curve, and were not compressed as much compared with the lower density cores. Based on these data, the impact attenuation properties of EPS foam in field-used bicycle helmets do not degrade with the age.

Motor units in the human medial gastrocnemius muscle are not spatially localized or functionally grouped.

KEY POINTS: Human medial gastrocnemius (MG) motor units (MUs) are thought to occupy small muscle territories or regions, with low-threshold units preferentially located distally. We used intramuscular recordings to measure the territory of muscle fibres from MG MUs and determine whether these MUs are grouped by recruitment threshold or joint action (ankle plantar flexion and knee flexion). The territory of MUs from the MG muscle varied from somewhat localized to highly distributed, with approximately half the MUs spanning at least half the length and width of the muscle. There was also no evidence of regional muscle activity based on MU recruitment thresholds or joint action. The CNS does not have the means to selectively activate regions of the MG muscle based on task requirements. ABSTRACT: Human medial gastrocnemius (MG) motor units (MUs) are thought to occupy small muscle territories, with low-threshold units preferentially located distally. In this study, subjects (n = 8) performed ramped and sustained isometric contractions (ankle plantar flexion and knee flexion; range: ∼1-40% maximal voluntary contraction) and we measured MU territory size with spike-triggered averages from fine-wire electrodes inserted along the length (seven electrodes) or across the width (five electrodes) of the MG muscle. Of 69 MUs identified along the length of the muscle, 32 spanned at least half the muscle length (≥ 6.9 cm), 11 of which spanned all recording sites (13.6-17.9 cm). Distal fibres had smaller pennation angles (P < 0.05), which were accompanied by larger territories in MUs with fibres located distally (P < 0.05). There was no distal-to-proximal pattern of muscle activation in ramp contraction (P = 0.93). Of 36 MUs identified across the width of the muscle, 24 spanned at least half the muscle width (≥ 4.0 cm), 13 of which spanned all recording sites (8.0-10.8 cm). MUs were not localized (length or width) based on recruitment threshold or contraction type, nor was there a relationship between MU territory size and recruitment threshold (Spearman's rho = -0.20 and 0.13, P > 0.18). MUs in the human MG have larger territories than previously reported and are not localized based on recruitment threshold or joint action. This indicates that the CNS does not have the means to selectively activate regions of the MG muscle based on task requirements.

Does Visual Performance Influence Head Impact Severity Among High School Football Athletes?

OBJECTIVE: To compare the odds of sustaining moderate and severe head impacts, rather than mild, between high school football players with high and low visual performance. DESIGN: Prospective quasi-experimental. SETTING: Clinical Research Center/On-field. PARTICIPANTS: Thirty-seven high school varsity football players. INTERVENTIONS: Athletes completed the Nike SPARQ Sensory Station visual assessment before the season. Head impact biomechanics were captured at all practices and games using the Head Impact Telemetry System. MAIN OUTCOME MEASURES: Each player was classified as either a high or low performer using a median split for each of the following visual performance measures: visual clarity, contrast sensitivity, depth perception, near-far quickness, target capture, perception span, eye-hand coordination, go/no go, and reaction time. We computed the odds of sustaining moderate and severe head impacts against the reference odds of sustaining mild head impacts across groups of high and low performers for each of the visual performance measures. RESULTS: Players with better near-far quickness had increased odds of sustaining moderate [odds ratios (ORs), 1.27; 95% confidence intervals (CIs), 1.04-1.56] and severe head impacts (OR, 1.45; 95% CI, 1.05-2.01) as measured by Head Impact Technology severity profile. High and low performers were at equal odds on all other measures. CONCLUSIONS: Better visual performance did not reduce the odds of sustaining higher magnitude head impacts. Visual performance may play less of a role than expected for protecting against higher magnitude head impacts among high school football players. Further research is needed to determine whether visual performance influences concussion risk. CLINICAL RELEVANCE: Based on our results, we do not recommend using visual training programs at the high school level for the purpose of reducing the odds of sustaining higher magnitude head impacts.

Vestibulocollic reflexes in the absence of head postural control.

Percutaneous electrical vestibular stimulation evokes reflexive responses in appendicular muscles that are suppressed during tasks in which the muscles are not contributing to balance control. In neck muscles, which stabilize the head on the torso and in space, it is unclear whether similar postural task dependence shapes vestibular reflexes. We investigated whether vestibulocollic reflexes are modulated during tasks in which vestibular information is not directly relevant to maintaining the head balanced on the torso. We hypothesized that vestibulocollic reflexes would be 1) evoked when neck muscles are not involved in balancing the head on the torso and 2) invariant across synergistic neck muscle contraction tasks. Muscle activity was recorded bilaterally in sternocleidomastoid and splenius capitis muscles during head-free and head-fixed conditions while subjects were exposed to stochastic electrical vestibular stimulation (± 5 mA, 0-75 Hz). Significant vestibular reflex responses (P < 0.05) were observed during head-free and head-fixed trials. Response magnitude and timing were similar between head-free and head-fixed trials for sternocleidomastoid, but splenius capitis magnitudes decreased with the head fixed by ∼ 25% (P < 0.05). Nevertheless, this indicates that vestibulocollic responses are evoked independent of the requirement to maintain postural control of the head on the torso. Response magnitude and timing were similar across focal muscle contractions (i.e., axial rotation/flexion/extension) provided the muscle was active. In contrast, when subjects cocontracted neck muscles, vestibular-evoked responses decreased in sternocleidomastoid by ∼ 30-45% (P < 0.05) compared with focal muscle contractions but remained unchanged in splenius capitis. These results indicate robust vestibulocollic reflex coupling, which we suggest functions through its closed-loop influence on head posture to ensure cervical spine stabilization.

Injury comparisons between paired drivers and front-seat passengers in frontal collisions using publicly available crash and injury data.

Forensic engineers and crash safety researchers sometimes use the injuries of a seatbelted occupant to infer the injury risk of an unbelted occupant in the same crash, had they instead been wearing a seatbelt. It is unclear, however, whether this inference is valid or how often two occupants in the same collision have similar injuries. Here, we sought to compare the injury outcomes between drivers and front-seat passengers in frontal collisions using real-world collision data. We compared the injury severity, quantified using the Abbreviated Injury Scale (AIS), of 22 injury categories between front-seat occupants with matching seatbelt use and airbag deployment in single-event frontal collisions recorded in the publicly available National Automotive Sampling System, Crashworthiness Data System (years 1993-2015) database to assess whether they had similar severity injuries. We analyzed the four combinations of seatbelt use and airbag deployment and all seatbelt/airbag conditions combined. In only 3 of 88 combinations of injuries and seatbelt/airbag conditions did more than 50% of occupant pairs have the same AIS score, although the related confidence intervals showed these proportions were not significantly greater than 50%. In contrast, we found 19 combinations of injuries and seatbelt/airbag conditions where one occupant was consistently injured more severely than the other. Our findings show that injury outcome is not similar for both front-seat occupants in the same frontal collision with similar seatbelt and airbag conditions; however, one may be able to predict that one occupant would be more severely injured than their fellow occupant.

Capturing Head Impacts in Boxing: A Video-Based Comparison of Three Wearable Sensors.

Wearable sensors are used to quantify head impacts in athletes, but recent work has shown that the number of events recorded may not be accurate. This study aimed to compare the number of head acceleration events recorded by three wearable sensors during boxing and assess how impact type and location affect the triggering of acceleration events. Seven boxers were equipped with an instrumented mouthguard, a skin patch, and a headgear patch. Contacts to participants' heads were identified via three video cameras over 115 sparring rounds. The resulting 5168 video-identified events were used as reference to quantify the sensitivity, specificity, and positive predictive value (PPV) of the sensors. The mouthguard, skin patch, and headgear patch recorded 695, 1579, and 1690 events, respectively, yielding sensitivities of 35%, 86%, and 78%, respectively, and specificities of 90%, 76%, and 75%, respectively. The mouthguard, skin patch, and headgear patch yielded 693, 1571, and 1681 true-positive events, respectively, leading to PPVs for head impacts over 96%. All three sensors were more likely to be triggered by punches landing near the sensor and cleanly on the head, although the mouthguard's sensitivity to impact location varied less than the patches. While the use of head impact sensors for assessing injury risks remains uncertain, this study provides valuable insights into the capabilities and limitations of these sensors in capturing video-verified head impact events.

Cervical vertebral and spinal cord injuries in rollover occupants.

BACKGROUND: Rollover crashes continue to be a substantial public health issue in North America. Previous research has shown that the cervical spine is the most injured spine segment in rollovers, but much of the past research has focused on risk factors rather than the actual cervical spine injuries. We sought to examine how different types of cervical spine injuries (vertebral and/or cord injury) vary with different occupant-related factors in rollovers and to compare these with non-rollovers. METHODS: We obtained crash and injury information from the National Automotive Sampling System-Crashworthiness Data System (NASS-CDS) for 2005-2015 and Crash Investigation Sampling System (CISS) for 2017-2022. Based on weighted data, we calculated relative risks to assess how occupant sex, seat belt use, ejection status, and fatal outcome relate to the rate of different cervical spine injuries in rollovers and non-rollovers. RESULTS: In NASS-CDS occupants with cervical spine injuries (N = 111,040 weighted cases), about 91.5% experienced at least one vertebral injury whereas only 11.3% experienced a spinal cord injury (most of which had a concomitant vertebral fracture). All types of cervical spine injuries we examined were 3.4-5.2 times more likely to occur in rollovers compared to non-rollovers. These relative risks were similar for both sexes, belted and unbelted, non-ejected, and non-fatal occupants. The number of weighted CISS occupants with cervical spine injuries (N = 42,003) was smaller than in the NASS analysis, but cervical spine injuries remained 6.25 to 6.36 times more likely in rollovers compared to non-rollovers despite a more modern vehicle fleet. CONCLUSIONS: These findings underscore the continued need for rollover-specific safety countermeasures, especially those focused on cervical spine injury prevention, and elucidate the frequency, severity and other characteristics of the specific vertebral and spinal cord injuries being sustained in rollovers. Our findings suggest that countermeasures focused on preventing cervical vertebral fractures will also effectively prevent most cervical spinal cord injuries.

Frequency response of vestibular reflexes in neck, back, and lower limb muscles.

Vestibular pathways form short-latency disynaptic connections with neck motoneurons, whereas they form longer-latency disynaptic and polysynaptic connections with lower limb motoneurons. We quantified frequency responses of vestibular reflexes in neck, back, and lower limb muscles to explain between-muscle differences. Two hypotheses were evaluated: 1) that muscle-specific motor-unit properties influence the bandwidth of vestibular reflexes; and 2) that frequency responses of vestibular reflexes differ between neck, back, and lower limb muscles because of neural filtering. Subjects were exposed to electrical vestibular stimuli over bandwidths of 0-25 and 0-75 Hz while recording activity in sternocleidomastoid, splenius capitis, erector spinae, soleus, and medial gastrocnemius muscles. Coherence between stimulus and muscle activity revealed markedly larger vestibular reflex bandwidths in neck muscles (0-70 Hz) than back (0-15 Hz) or lower limb muscles (0-20 Hz). In addition, vestibular reflexes in back and lower limb muscles undergo low-pass filtering compared with neck-muscle responses, which span a broader dynamic range. These results suggest that the wider bandwidth of head-neck biomechanics requires a vestibular influence on neck-muscle activation across a larger dynamic range than lower limb muscles. A computational model of vestibular afferents and a motoneuron pool indicates that motor-unit properties are not primary contributors to the bandwidth filtering of vestibular reflexes in different muscles. Instead, our experimental findings suggest that pathway-dependent neural filtering, not captured in our model, contributes to these muscle-specific responses. Furthermore, gain-phase discontinuities in the neck-muscle vestibular reflexes provide evidence of destructive interaction between different reflex components, likely via indirect vestibular-motor pathways.

Geometric and Inertial Properties of the Pig Head and Brain in an Anatomical Coordinate System.

Porcine models in injury biomechanics research often involve measuring head or brain kinematics. Translation of data from porcine models to other biomechanical models requires geometric and inertial properties of the pig head and brain, and a translationally relevant anatomical coordinate system (ACS). In this study, the head and brain mass, center of mass (CoM), and mass moments of inertia (MoI) were characterized, and an ACS was proposed for the pre-adolescent domestic pig. Density-calibrated computed tomography scans were obtained for the heads of eleven Large White × Landrace pigs (18-48 kg) and were segmented. An ACS with a porcine-equivalent Frankfort plane was defined using externally palpable landmarks (right/left frontal process of the zygomatic bone and zygomatic process of the frontal bone). The head and brain constituted 7.80 ± 0.79% and 0.33 ± 0.08% of the body mass, respectively. The head and brain CoMs were primarily ventral and caudal to the ACS origin, respectively. The mean head and brain principal MoI (in the ACS with origin at respective CoM) ranged from 61.7 to 109.7 kg cm2, and 0.2 to 0.6 kg cm2, respectively. These data may aid the comparison of head and brain kinematics/kinetics data and the translation between porcine and human injury models.

The Effect of MIPS, Headform Condition, and Impact Orientation on Headform Kinematics Across a Range of Impact Speeds During Oblique Bicycle Helmet Impacts.

Bicycle helmets are designed to attenuate both the linear and rotational response of the head during an oblique impact. Here we sought to quantify how the effectiveness of one popular rotation-attenuating system (MIPS) varied across 3 test headform conditions (bare, covered in stockings, and hair), 3 oblique impact orientations, and 4 impact speeds. We conducted 72 freefall drop tests of a single helmet model with and without MIPS onto a 45° angled anvil and measured the peak linear (PLA) and angular acceleration (PAA) and computed the angular velocity change (PAV) and brain injury criterion (BrIC). Across all headform conditions, MIPS reduced PAA and PAV by 38.2 and 33.2% respectively during X-axis rotation, 47.4 and 38.1% respectively during Y-axis rotation, and 22.9 and 20.5% during a combined ZY-axis rotation. Across all impact orientations, PAA was reduced by 39% and PAV by 32.4% with the bare headform while adding stockings reduced PAA and PAV by 41.6 and 36% respectively and the hair condition reduced PAA and PAV by 30.2 and 24.4% respectively. In addition, our data reveal the importance of using consistent headform conditions when evaluating the effect of helmet systems designed to attenuate head rotations during oblique impacts.

Head Impact Research Using Inertial Sensors in Sport: A Systematic Review of Methods, Demographics, and Factors Contributing to Exposure.

BACKGROUND: The number and magnitude of head impacts have been assessed in-vivo using inertial sensors to characterise the exposure in various sports and to help understand their potential relationship to concussion. OBJECTIVES: We aimed to provide a comprehensive review of the field of in-vivo sensor acceleration event research in sports via the summary of data collection and processing methods, population demographics and factors contributing to an athlete's exposure to sensor acceleration events. METHODS: The systematic search resulted in 185 cohort or cross-sectional studies that recorded sensor acceleration events in-vivo during sport participation. RESULTS: Approximately 5800 participants were studied in 20 sports using 18 devices that included instrumented helmets, headbands, skin patches, mouthguards and earplugs. Female and youth participants were under-represented and ambiguous results were reported for these populations. The number and magnitude of sensor acceleration events were affected by a variety of contributing factors, suggesting sport-specific analyses are needed. For collision sports, being male, being older, and playing in a game (as opposed to a practice), all contributed to being exposed to more sensor acceleration events. DISCUSSION: Several issues were identified across the various sensor technologies, and efforts should focus on harmonising research methods and improving the accuracy of kinematic measurements and impact classification. While the research is more mature for high-school and collegiate male American football players, it is still in its early stages in many other sports and for female and youth populations. The information reported in the summarised work has improved our understanding of the exposure to sport-related head impacts and has enabled the development of prevention strategies, such as rule changes. CONCLUSIONS: Head impact research can help improve our understanding of the acute and chronic effects of head impacts on neurological impairments and brain injury. The field is still growing in many sports, but technological improvements and standardisation of processes are needed.

Contaminant film thickness affects walkway friction measurements.

Walkway tribometers are used to measure available friction for evaluating walkway safety and pedestrian slip risk. Numerous variables can affect tribometer measurements, including the type and distribution of contaminants on the surface. Here, we quantified the effect of application method on contaminant film thickness, and the effect of film thickness on tribometer measurements on the four reference walkway surfaces used in ASTM F2508-16e. Distilled water, 0.05% sodium lauryl sulfate (SLS) solution, and 0.04% Triton X-100 solution were poured, squirted, and sprayed onto the surfaces to quantify their naturally occurring film thicknesses. These application methods had a significant effect on the resulting film thickness (p < 0.038), with the pour method consistently generating the thickest films and the spray method generating the thinnest films. We then quantified the effect of film thickness for the three contaminants (thickness range 0.3-3.3 mm) on the friction measurements of three common tribometers (Mark IIIB, English XL, and BOT 3000E) on each reference surface. A separate ANOVA was used for each of the 3 × 4 × 3 = 36 combinations of tribometer, surface, and contaminant. Friction measured with the Mark IIIB decreased with increasing film thickness on one surface across all three contaminants and on a second surface with the SLS contaminant. Friction measured with the BOT 3000E was sensitive to film thickness on two surfaces with water and one surface with Triton. The XL was unaffected by contaminant film thickness. Overall, despite significant differences in film thickness with contaminant application method, friction measurements were either insensitive to film thickness or varied only a small amount in all cases except for the Mark IIIB on the roughest surface. Film thickness did not alter the relative slip resistance of the four ASTM F2508 reference surfaces.

Methodology to measure seat belt fit in relation to skeletal geometry using an upright open MRI.

OBJECTIVE: Poor seat belt fit can result in submarining behavior and injuries to the lower extremity and abdomen. While previous studies have explored seat belt fit relative to skeletal landmarks using palpation, medical imaging remains the gold standard for visualizing and locating skeletal landmarks and soft tissues. The goal of this study was to create a method to image automotive postures and seat belt fit from the pelvis to the clavicle using an Upright Open MRI. METHODS: The posture and belt fit of 10 volunteers (5M, 5F) were measured in an Acura TLX in each subject's preferred driving posture and a standard reclined posture, and then reproduced in a custom non-ferromagnetic seat replica in the MR scanner with an MRI-visible seat belt. The MRI sequence and coil placement were designed to yield clear visualization of bone, soft tissue borders, and the seat belt markers in separate scans of the pelvis, lumbar, thoracolumbar, and thoracic regions. A process was developed to precisely register the scans, and methods for digitizing spinal and pelvic landmarks were established to quantify belt fit. CONCLUSIONS: This method creates opportunities to study variation in seat belt fit in different automotive postures, for occupants of different sexes, ages, BMIs, anthropometries, and for pregnant occupants.

The Lack of Sex, Age, and Anthropometric Diversity in Neck Biomechanical Data.

Female, elderly, and obese individuals are at greater risk than male, young, and non-obese individuals for neck injury in otherwise equivalent automotive collisions. The development of effective safety technologies to protect all occupants requires high quality data from a range of biomechanical test subjects representative of the population at risk. Here we sought to quantify the demographic characteristics of the volunteers and post-mortem human subjects (PMHSs) used to create the available biomechanical data for the human neck during automotive impacts. A systematic literature and database search was conducted to identify kinematic data that could be used to characterize the neck response to inertial loading or direct head/body impacts. We compiled the sex, age, height, weight, and body mass index (BMI) for 999 volunteers and 110 PMHSs exposed to 5,431 impacts extracted from 63 published studies and three databases, and then compared the distributions of these parameters to reference data drawn from the neck-injured, fatally-injured, and general populations. We found that the neck biomechanical data were biased toward males, the volunteer data were younger, and the PMHS data were older than the reference populations. Other smaller biases were also noted, particularly within female distributions, in the height, weight, and BMI distributions relative to the neck-injured populations. It is vital to increase the diversity of volunteer and cadaveric test subjects in future studies in order to fill the gaps in the current neck biomechanical data. This increased diversity will provide critical data to address existing inequities in automotive and other safety technologies.