Assessment of cervical range of motion,cervical core strength and scapular dyskinesia in violin players

Background. Playing the violin can lead to asymmetric postures which can affect the cervical range of motion, cervical core strength and scapular stability. Objective. The objective of the study was to assess the cervical range of motion, cervical core strength and scapular dyskinesia in violin players and non-players of the same age group. Methods. An inclinometer was used to assess the cervical range of motion, pressure biofeedback was used to assess cervical core strength and scapular dyskinesia was also assessed in 30 professional violin players (18–40 years) compared with 30 age-matched non-players. Analysis was done using an unpaired t test. Results. Significant change was seen with respect to extension (p?=?0.051), cervical core strength (p?=?0.005), right (Rt) superior angle 0° (p?=?0.004), Rt superior angle 45° (p?=?0.015) and Rt inferior angle 90° (p?=?0.013). Conclusion. This study shows a significant difference in extension range of motion and cervical core strength of violin players. Also, there was scapular dyskinesia seen at 0° and 45° right-side superior angle of the scapula and 90° right-side inferior angle of the scapula.     

CAERvest® – a novel endothermic hypothermic device for core temperature cooling: safety and efficacy testing

Introduction. Cooling of the body is used to treat hyperthermic individuals with heatstroke or to depress core temperature below normal for neuroprotection. A novel, chemically activated, unpowered cooling device, CAERvest®, was investigated for safety and efficacy. Methods. Eight healthy male participants (body mass 79.9?±?1.9?kg and body fat percentage 16.1?±?3.8%) visited the laboratory (20 °C, 40% relative humidity) on four occasions. Following 30-min rest, physiological and perceptual measures were recorded. Participants were then fitted with the CAERvest® proof of concept (PoC) or prototype 1 (P1), 2 (P2) or 3 (P3) for 60 min. Temperature, cardiovascular and perceptual measures were recorded every 5 min. After cooling, the CAERvest® was removed and the torso checked for cold-related injuries. Results. Temperature measures significantly (p?Conclusion. This study demonstrates that the CAERvest® is an effective device for reducing body temperature in healthy normothermic individuals without presence of cold injury. Further research in healthy and clinical populations is warranted.     

A ventilation cooling shirt worn during office work in a hot climate: cool or not?

The aim of the study was to identify whether a ventilation cooling shirt was effective in reducing heat strain in a hot climate. Eight female volunteers were exposed to heat (38?°C, 45% relative humidity) for 2?h with simulated office work. In the first hour they were in normal summer clothes (total thermal insulation 0.8?clo); in the second hour a ventilation cooling shirt was worn on top. After the shirt was introduced for 1?h, the skin temperatures at the scapula and the chest were significantly reduced (p?<?0.05). The mean skin and core temperatures were not reduced. The subjects felt cooler and more comfortable by wearing the shirt, but the cooling effect was most conspicuous only during the initial 10?min. The cooling efficiency of the ventilation shirt was not very effective under the low physical activity in this hot climate.     

Effectiveness of a cooling jacket with reference to physiological responses in iron foundry workers

Personal cooling garments (PCGs) have gained increased attention in recent years due to heat stress and strain in the working environment. The present study was conducted in hot environments of an iron foundry to evaluate the efficacy of a battery-operated PCG. Twenty-four workers were exposed to climatic conditions of 35.89?±?1.25?°C, 35% relative humidity during 90-min work with PCG and habitual clothing (HC). Mean weighted skin temperature was significantly lower by 4.84?±?1.05?°C compared with HC 0.38?±?1.02?°C (p?p?相似文献   

Exploring simulated driving performance among varsity male soccer players

Background: It is documented that male athletes display riskier behaviors while driving (as well as in life in general) than female athletes and nonathletes. However, the literature has reported that athletes show better driving ability than nonathletes. This paradox between behaviors and abilities motivated the present study to further understand the collision risk of varsity athletes.

Objective: The current study estimates the performance differences between varsity male soccer players and male undergraduate nonathletes on (1) a driving task and (2) three perceptual–cognitive tasks (associated with collision risk prediction; i.e., Useful Field of View [UFOV] test).

Methods: Thirty-five male undergraduate students (15 varsity soccer players, 20 undergraduate nonathletes) took part in this study. Driving performance was assessed during 14?min of urban commuting using a driving simulator. While completing the simulated driving task and UFOV test, the physiological responses were monitored using an electrocardiograph (ECG) to document heart rate variability (HRV).

Results: Varsity soccer players showed more risky behaviors at the wheel compared to their nonathlete student peers. Varsity soccer players spent more time over the speed limit, committed more driving errors, and adopted fewer safe and legal behaviors. However, no difference was observed between both groups on driving skill variables (i.e., vehicle control, vehicle mobility, ecodriving). For subtests 1 and 2 of the UFOV (i.e., processing speed, divided attention), both groups performed identically (i.e., 17?ms). The nonathlete group tended to perform better on the selective attention task (i.e., subtest 3 of UFOV test; 63.2?±?6.2?ms vs. 87.2?±?10.7?ms, respectively; this difference was not significant, P = .76).

Conclusion: Preventive driving measures should be enforced in this high-risk population to develop strategies for risk reduction in male team athletes.     

Postural and Muscular Responses While Viewing Different Heights of Screen

This study aimed to examine the effects of visual display terminal (VDT) viewing angle on human postural angle and muscular activity. The participants’ neck, thoracic bending, and trunk inclination angles; and the activity of sternocleidomastoid, trapezius, splenius capitis, and erector spinae at 5 viewing angles (+40°, +20°,0°, –20°, and –40°) of a VDT screen were collected for 1 min. This study showed that neck and thoracic bending angles increased with viewing angle, while viewing angle did not significantly affect trunk inclination angle. In addition, the activity of trapezius and erector spinae increased when viewing a higher or lower VDT screen height compared with viewing a horizontal VDT screen height; however, the activity of splenius capitis decreased with viewing angle.     

Investigation into effects of work-related quality of life and some related factors on cognitive failures among nurses

Objective. Cognitive failure is one of the factors which can be influenced by personal and professional characteristics. This research was carried out to study the effect of work-related quality of life (WRQoL) and some related factors on cognitive failures (CF) among nurses. Methods. This cross-sectional study was conducted among nurses working in intensive care units, critical care units and emergency units in 2014. Results. In total, 750 nurses participated in the study. The mean?±?SD for the total CF and WRQoL was 40.5?±?12.7 and 75.8?±?13.7 respectively. The results show that CF have a statistically significant difference among the age groups, experience groups and working units. Multiple regression tests show that age, income and WRQoL have a significant effect on CF. Based on the results, for a unit increase in WRQoL we expect a 0.26 unit decrease in CF. Analysis of variance results show that the emergency ward had changed the overall effect of WRQoL on CF, after the effect of WRQoL was controlled. Conclusions. Overall results from the present research indicated that, despite the high level of WRQoL among the studied nurses, the rate of CF was not at an appropriate level. Development of supportive and interventional strategies is highly recommended.     

A new method for calculating saddle seat height with an emphasis on optimal posture based on trigonometric relations

Introduction. Based on the literature, the ergonomic saddle chair provides the most appropriate posture for users. Determination of the seat height is critical to establish the proper posture, carried out using various methods of anthropometry. This study aimed to develop a simple and applied method for determining the saddle seat height with an emphasis on appropriate posture. Methods. In this study, anthropometric dimensions including weight, body height, popliteal height and seat height at 135° knee angle in 150 male and female dentists were measured. In the laboratory, to determine the ‘acetabuloischial number’, 25 male and female natural hip bones were measured. The mean saddle-chair height with knee angle of 135° was then compared by two different methods, field measurement and the new calculation method. Results. The results showed a strong correlation between data gathered from the two different methods, the field measurement and the new calculation method (98%), and Cronbach’s α from the intraclass correlation was equal to 0.994 (p?<?0.05). This indicated that the two methods produced similar results. Conclusion. The new method can be applied to calculate the optimal height of the saddle seat based on body height and popliteal height.     

Anthropometric evaluation of cockpit designs

The objective of this research is to evaluate all the critical reaches in a cockpit and determine the visual sufficiency of a cockpit to accommodate 90% of potential pilots. While mismatches of measurements with cockpit dimensions are revealed, proposals are made to improve cockpit ergonomics. Regression models were generated to predict and assure adequate exterior vision. Mean, lower and upper control limits of all measurements were found acceptable except eye level. There are very strong positive relationships between stature and eye level (R²?=?0.972, p?R²?=?0.994, p?SD smaller than the eye level mean or seating adjustment limits in height may be changed. In general, cockpit design is acceptable in terms of fit/reach accommodation for pilots, except eye level and visual variables that could be solved by better seat adjustments.     

Slip initiation in alternative and slip-resistant footwear

Slips occur as a result of failure of normal locomotion. The purpose of this study is to analyze the impact of alternative footwear (Crocs?, flip-flops) and an industry standard low-top slip-resistant shoe (SRS) under multiple gait trials (normal dry, unexpected slip, alert slip and expected slip) on lower extremity joint kinematics, kinetics and muscle activity. Eighteen healthy male participants (age: 22.28?±?2.2 years; height: 177.66?±?6.9?cm; mass: 79.27?±?7.6?kg) completed the study. Kinematic, kinetic and muscle activity variables were analyzed using a 3(footwear)?×?4(gait trials) repeated-measures analysis of variance at p?=?0.05. Greater plantar flexion angles, lower ground reaction forces and greater muscle activity were seen on slip trials with the alternative footwear. During slip events, SRS closely resembled normal dry biomechanics, suggesting it to be a safer footwear choice compared with alternative footwear.     

A dental stool with chest support reduces lower back muscle activation

Activation of back musculature during work tasks leads to fatigue and potential injury. This is especially prevalent in dentists who perform much of their work from a seated position. We examined the use of an ergonomic dental stool with mid-sternum chest support for reducing lower back muscle activation. Electromyography of lower back extensors was assessed from 30 dental students for 20?s during three conditions in random order: (a) sitting upright at 90° of hip flexion on a standard stool, (b) leaning forward at 80° of hip flexion on a standard stool, and (c) leaning forward at 80° of hip flexion while sitting on an ergonomic stool. Muscular activity of the back extensors was reduced when using the ergonomic stool compared to the standard stool, by 33–50% (p?相似文献   

Coefficient of friction,walking speed and cadence on slippery and dry surfaces: shoes with different groove depths

Objective. The present study aimed to determine the coefficient of friction (COF), walking speed (WS) and cadence while walking on slippery and dry surfaces using shoes with different sole groove depths to predict likelihood of fall. Background. Design of shoe sole groove is crucial to prevent slipping during walking. Methods. 22 healthy young men (mean age 24.5, body mass index 22.5) volunteered for this semi-experimental study. Six different conditions of the test (combination of three shoes and two surfaces) were defined and the condition was repeated three times. In total, 396 trials (22 subjects?×?3 groove depths?×?2 surfaces?×?3 times) were obtained for data analysis. COF was recorded by force platform at 1000?Hz and walking parameters recorded using 3D motion analysis with six infrared cameras at 200?Hz. Results. The highest COF was obtained from the deepest groove depth (5.0?mm) on both dry and slippery surfaces. The COF on slippery surfaces was significantly lower in comparison with dry surfaces. WS and cadence were not significantly different on dry and slippery surfaces. Conclusion. The deeper groove is better to prevent slipping because the COF increases by increasing the shoe sole groove depth. WS did not change on dry and slippery surfaces.     

Pediatric electric bicycle injuries and comparison to other pediatric traffic injuries

Objective: The objective of this study was to conduct a comprehensive analysis of demographics, injury characteristics and hospital resource utilization of significant pediatric electric bicycle (e-bike) injuries leading to hospitalization following an emergency department visit in comparison to pediatric injuries caused by other traffic related mechanisms.

Methods: A retrospective review of all pediatric traffic injury hospitalizations following an emergency department visit to a level I trauma center between October 2014 and September 2016 was conducted. Data regarding age, sex, number of computed tomography (CT) scans obtained, number of major procedures, length of hospital stay (LOS), Injury Severity Score (ISS), and number of injuries per patient were collected and compared between e-bike injuries and other traffic injuries.

Results: Three hundred thirty-seven admissions were analyzed: 46 (14%) were due to e-bike injuries (29% of patients >12 years). Age, proportion of brain injuries, and use of CT were significantly increased compared to mechanical bicycle injuries (13.1?±?3.4 vs. 10.6?±?3.6, 13% vs. 3%, 1 [0–3] vs. 1 [0–1], P < .01, P = .03, P = .05). Age, LOS, and use of CT were significantly increased compared to injuries caused to automobile passengers (13.1?±?3.4 vs. 7.4?±?5.3, 1 [1–3] vs. 1 [1–2], 1 [0–3] vs. 0 [0–1], P < .01, P = .03, P = .01), as well as ISS and number of injuries per patient (P = .04, P < .01). Injuries caused by e-bikes were similar to injuries caused to pedestrians, except for age (13.1?±?3.4 vs. 8.5?±?3.7, P < .01). Multivariable analysis revealed a significant association between mechanism of injury and ISS, with increased ISS among e-bike injuries compared to mecahnical bike injuries (OR 2.56, CI 1.1–5.88, P = 0.03) and automobile injuries (OR 4.16, CI 1.49–12.5, (P < .01).

Conclusion: E-bikes are a significant cause of severe injury in children compared to most other traffic injuries, particularly in older children.     

Sensitivity of Head and Cervical Spine Injury Measures to Impact Factors Relevant to Rollover Crashes

Objective: Serious head and cervical spine injuries have been shown to occur mostly independent of one another in pure rollover crashes. In an attempt to define a dynamic rollover crash test protocol that can replicate serious injuries to the head and cervical spine, it is important to understand the conditions that are likely to produce serious injuries to these 2 body regions. The objective of this research is to analyze the effect that impact factors relevant to a rollover crash have on the injury metrics of the head and cervical spine, with a specific interest in the differentiation between independent injuries and those that are predicted to occur concomitantly.

Methods: A series of head impacts was simulated using a detailed finite element model of the human body, the Total HUman Model for Safety (THUMS), in which the impactor velocity, displacement, and direction were varied. The performance of the model was assessed against available experimental tests performed under comparable conditions. Indirect, kinematic-based, and direct, tissue-level, injury metrics were used to assess the likelihood of serious injuries to the head and cervical spine.

Results: The performance of the THUMS head and spine in reconstructed experimental impacts compared well to reported values. All impact factors were significantly associated with injury measures for both the head and cervical spine. Increases in impact velocity and displacement resulted in increases in nearly all injury measures, whereas impactor orientation had opposite effects on brain and cervical spine injury metrics. The greatest cervical spine injury measures were recorded in an impact with a 15° anterior orientation. The greatest brain injury measures occurred when the impactor was at its maximum (45°) angle.

Conclusions: The overall kinetic and kinematic response of the THUMS head and cervical spine in reconstructed experiment conditions compare well with reported values, although the occurrence of fractures was overpredicted. The trends in predicted head and cervical spine injury measures were analyzed for 90 simulated impact conditions. Impactor orientation was the only factor that could potentially explain the isolated nature of serious head and spine injuries under rollover crash conditions. The opposing trends of injury measures for the brain and cervical spine indicate that it is unlikely to reproduce the injuries simultaneously in a dynamic rollover test.     

Impact of error self-perception of aerobic capacity in the safety and efficacy of the lifeguards

Introduction. The strong physical demands that are required of lifeguards during rescues also require an accurate self-perception of one's fitness level to be able to regulate the intensity of effort. Objectives. The aim of this study was to determine the real aerobic capacity (RAC) and to compare it with two self-reported measurements: subjective appraisal of aerobic capacity (SAAC) and appraisal of physical exercise (APE). Methods. Fifty-two professional lifeguards were included in the study. For an objective assessment of RAC, the lifeguards’ maximum oxygen uptake (V_O2max) values were measured during treadmill stress tests. A fitness assessment questionnaire was used to obtain the SAAC and APE values. Results. We found a statistically significant association between the APE and RAC variables in the contingency analysis (p?V_O2max value below 43 ml kg^?1?min^?1 considered their aerobic capacity to be high or very high. Conclusion. This self-perception error of true aerobic capacity could lead to premature fatigue during a rescue, endangering both the lifeguard's life and the life of the victim. These data may help lifeguards and beach managers to become aware of the need to know lifeguards’ true physical conditions through testing and structured training programs.     

Computational modeling and analysis of thoracolumbar spine fractures in frontal crash reconstruction

Abstract

Objective: This study aimed to reconstruct 11 motor vehicle crashes (6 with thoracolumbar fractures and 5 without thoracolumbar fractures) and analyze the fracture mechanism, fracture predictors, and associated parameters affecting thoracolumbar spine response.

Methods: Eleven frontal crashes were reconstructed with a finite element simplified vehicle model (SVM). The SVM was tuned to each case vehicle and the Total HUman Model for Safety (THUMS) Ver. 4.01 was scaled and positioned in a baseline configuration to mimic the documented precrash driver posture. The event data recorder crash pulse was applied as a boundary condition. For the 6 thoracolumbar fracture cases, 120 simulations to quantify uncertainty and response variation were performed using a Latin hypercube design of experiments (DOE) to vary seat track position, seatback angle, steering column angle, steering column position, and D-ring height. Vertebral loads and bending moments were analyzed, and lumbar spine indices (unadjusted and age-adjusted) were developed to quantify the combined loading effect. Maximum principal strain and stress data were collected in the vertebral cortical and trabecular bone. DOE data were fit to regression models to examine occupant positioning and thoracolumbar response correlations.

Results: Of the 11 cases, both the vertebral compression force and bending moment progressively increased from superior to inferior vertebrae. Two thoracic spine fracture cases had higher average compression force and bending moment across all thoracic vertebral levels, compared to 9 cases without thoracic spine fractures (force: 1,200.6 vs. 640.8 N; moment: 13.7 vs. 9.2?Nm). Though there was no apparent difference in bending moment at the L1–L2 vertebrae, lumbar fracture cases exhibited higher vertebral bending moments in L3–L4 (fracture/nonfracture: 45.7 vs. 33.8?Nm). The unadjusted lumbar spine index correctly predicted thoracolumbar fracture occurrence for 9 of the 11 cases (sensitivity?=?1.0; specificity?=?0.6). The age-adjusted lumbar spine index correctly predicted thoracolumbar fracture occurrence for 10 of the 11 cases (sensitivity?=?1.0; specificity?=?0.8). The age-adjusted principal stress in the trabecular bone was an excellent indicator of fracture occurrence (sensitivity?=?1.0; specificity?=?1.0). A rearward seat track position and reclined seatback increased the thoracic spine bending moment by 111–329%. A more reclined seatback increased the lumbar force and bending moment by 16–165% and 67–172%, respectively.

Conclusions: This study provided a computational framework for assessing thoracolumbar fractures and also quantified the effect of precrash driver posture on thoracolumbar response. Results aid in the evaluation of motor vehicle crash–induced vertebral fractures and the understanding of factors contributing to fracture risk.     

Thoracic and lumbar spine responses in high-speed rear sled tests

Objective: This study analyzed thoracic and lumbar spine responses with in-position and out-of-position (OOP) seated dummies in 40.2 km/h (25 mph) rear sled tests with conventional and all-belts-to-seat (ABTS) seats. Occupant kinematics and spinal responses were determined with modern (≥2000 MY), older (<2000 MY), and ABTS seats.

Methods: The seats were fixed in a sled buck subjected to a 40.2 km/h (25 mph) rear sled test. The pulse was a 15 g double-peak acceleration with 150 ms duration. The 50th percentile Hybrid III was lap–shoulder belted in the FMVSS 208 design position or OOP, including leaning forward and leaning inboard and forward. There were 26 in-position tests with 11 <2000 MY, 8 ≥2000 MY, and 7 ABTS and 14 OOP tests with 6 conventional and 8 ABTS seats. The dummy was fully instrumented. This study addressed the thoracic and lumbar spine responses. Injury assessment reference values are not approved for the thoracic and lumbar spine. Conservative thresholds exist. The peak responses were normalized by a threshold to compare responses. High-speed video documented occupant kinematics.

Results: The extension moments were higher in the thoracic than lumbar spine in the in-position tests. For <2000 MY seats, the thoracic extension moment was 76.8 ± 14.6% of threshold and the lumbar extension moment was 50.5 ± 17.9%. For the ≥2000 MY seats, the thoracic extension moment was 54.2 ± 26.6% of threshold and the lumbar extension moment was 49.8 ± 27.7%. ABTS seats provided similar thoracic and lumbar responses. Modern seat designs lowered thoracic and lumbar responses. For example, the 1996 Taurus had ?1,696 N anterior lumbar shear force and ?205.2 Nm extension moment. There was ?1,184 N lumbar compression force and 1,512 N tension. In contrast, the 2015 F-150 had ?500 N shear force and ?49.7 Nm extension moment. There was ?839 N lumbar compression force and 535 N tension. On average, the 2015 F-150 had 40% lower lumbar spine responses than the 1996 Taurus. The OOP tests had similar peak lumbar responses; however, they occurred later due to the forward lean of the dummy.

Conclusions: The design and performance of seats have significantly changed over the past 20 years. Modern seats use a perimeter frame allowing the occupant to pocket into the seatback. Higher and more forward head restraints allow a stronger frame because the head, neck, and torso are more uniformly supported with the seat more upright in severe rear impacts. The overall effect has been a reduction in thoracic and lumbar loads and risks for injury.     

Effects of customized foot orthoses on manufacturing workers in the metal industry

This 8-week study evaluates the effects of customized foot orthoses on work-related musculoskeletal disorders (WMSDs) of metal industry workers. These WMSDs were evaluated applying the Nordic musculoskeletal questionnaire (NMQ) at three different times (start, 4th week and 8th week) and additional questions were also formulated to obtain information about adaptation, fatigue, comfort and possible improvements. According to the NMQ results, statistical significance was found in the improvements after 4?weeks (p?<?0.05 in two areas, p?<?0.01 in three areas, p?<?0.001 in two areas and no significance in the other two) and after 8?weeks (p?<?0.01 in three areas, p?<?0.001 in four areas and no significance in the other two). The additional questions indicated fatigue reduction (both in general and in lower extremity), comfort level increase (after the adaptation period) and good acceptance, according to workers’ answers, suggesting customized orthoses can be effective in reducing and preventing WMSDs in several body regions.     

Posture and belt fit in reclined passenger seats

Abstract

Objective: Highly reclined postures may be common among passengers in future automated vehicles. A laboratory study was conducted to address the need for posture and belt fit in these seating configurations.

Methods: In a laboratory vehicle mockup, the postures of 24 men and women with a wide range of body size were measured in a typical front vehicle seat at seat back angles of 23°, 33°, 43°, and 53°. Data were gathered with and without a sitter-adjusted headrest. Posture was characterized by the locations of skeletal joint centers estimated from digitized surface landmarks.

Results: Regression analysis demonstrated that the pelvis rotated rearward and lumbar spine flexion decreased with increasing recline. The lap portion of the 3-point belt was more rearward relative to the pelvis in more-reclined postures, and the torso portion crossed the clavicle closer to the midline of the body. Regression equations were developed to predict posture and belt fit variables as a function of passenger characteristics, seat back angle, and the use of the headrest.

Conclusions: Spine posture changes as the torso reclines in an automotive seat, and belt fit is altered by the change in posture. The results can be used to accurately position crash test dummies and computation human models and to guide the design of belt restraints.     

Comparison of Canadian firefighters and healthy controls based on submaximal fitness testing and strength considering age and gender

Introduction. Few studies have addressed whether firefighters are fitter than the general population and possess sufficient levels of aerobic capacity and muscle strength to perform on-duty tasks in a safe and efficient manner, considering age and gender. We aimed to evaluate the fitness levels of Hamilton firefighters, and to determine the effects of age and gender. Methods. In total, 89 participants were recruited. The modified Canadian aerobic fitness test was used to determine participants’ estimated maximal oxygen consumption (V_O2max) levels. For upper and lower body strength levels, a calibrated J-Tech hand-held dynamometer and a National Institute for Occupational Safety and Health (NIOSH) lifting device was used respectively. Results. Firefighters’ mean (SD) V_O2max level was 40.30?±?6.25?ml·kg^?1·min^?1. Age proved to have a statistically significant impact on V_O2max (p?<?0.001). Gender displayed statistically significant effects on strength levels. Firefighters’ age was the only statistically significant independent variable, and accounted for 61.00% of the variance in firefighters’ aerobic capacity levels. Conclusions. Firefighters possessed somewhat similar aerobic capacities but much higher levels of body strength when compared with the general population. With age, firefighters’ aerobic capacities decreased; however, their upper and lower body strength levels remained the same.