Blast related neurotrauma: a review of cellular injury

Historically, blast overpressure is known to affect primarily gas-containing organs such as the lung and ear. More recent interests focus on its ability to cause damage to solid organs such as the brain, resulting in neurological disorders. Returning veterans exposed to blast but without external injuries are being diagnosed with mild traumatic brain injury (Warden 2006) and with cortical dysfunction (Cernak et al 1999). Decades of studies have been conducted to elucidate the effects of primary blast wave on the central nervous system. These studies were mostly concerned with systemic effects (Saljo et al 2000-2003; Kaur et al 1995-1997, 1999; Cernak et al 1996, 2001). The molecular mechanism of blast-induced neurotrauma is still poorly understood. This paper reviews studies related to primary blast injury to the nervous system, particularly at the cellular level. It starts with a general discussion of primary blast injury and blast wave physics, followed by a review of the literature related to 1) the blast wave/body interaction, 2) injuries to the peripheral nervous system, 3) injuries to the central nervous system, and 4) injury criteria. Finally, some of our preliminary data on cellular injury from in vitro and in vivo studies are presented. Specifically, we report on the effects of overpressure on astrocytes. In the discussion, possible mechanisms of blast-related brain injury are discussed, as well as the concerns and limitations of the published studies. A clearer understanding of the injury mechanisms at both the molecular and macroscopic (organ) level will lead to the development of new treatment, diagnosis and preventive measures.

A study of the response of the human cadaver head to impact

High-speed biplane x-ray and neutral density targets were used to examine brain displacement and deformation during impact. Relative motion, maximum principal strain, maximum shear strain, and intracranial pressure were measured in thirty-five impacts using eight human cadaver head and neck specimens. The effect of a helmet was evaluated. During impact, local brain tissue tends to keep its position and shape with respect to the inertial frame, resulting in relative motion between the brain and skull and deformation of the brain. The local brain motions tend to follow looping patterns. Similar patterns are observed for impact in different planes, with some degree of posterior-anterior and right-left symmetry. Peak coup pressure and pressure rate increase with increasing linear acceleration, but coup pressure pulse duration decreases. Peak average maximum principal strain and maximum shear are on the order of 0.09 for CFC 60 Hz data for these tests. Peak average maximum principal strain and maximum shear decrease with increasing linear acceleration, coup pressure, and coup pressure rate. Linear and angular acceleration of the head are reduced with use of a helmet, but strain increases. These results can be used for the validation of finite element models of the human head.

Biomechanical response of the bovine pia-arachnoid complex to normal traction loading at varying strain rates

The pia-arachnoid complex (PAC) covering the brain plays an important role in the mechanical response of the brain due to impact or inertial loading. The mechanical properties of the bovine PAC under tensile loading have been characterized previously. However, the transverse properties of this structure, such as shear and normal traction which are equally important to understanding the skull/brain interaction under traumatic loading, have not been investigated. These material properties are essential information needed to adequately define the material model of the PAC in a finite element (FE) model of human brain. The purpose of this study was to determine, experimentally, the material properties of the PAC under normal traction loading. PAC Specimens were obtained from freshly slaughtered bovine subjects from various locations. Quasi-static and dynamic tests along the radial direction were performed at four different strain rates (0.36, 2.0, 20.5, and 116.3 s(-1)) to investigate the rate and regional effects. Results suggest that the PAC under traction loading is stiffer than brain tissue, rate dependent, and can be characterized as linearly elastic until failure. However, no regional difference was observed.

Intraoperative brain shift prediction using a 3D inhomogeneous patient-specific finite element model

Object

The aims of this study were to develop a three-dimensional patient-specific finite element (FE) brain model with detailed anatomical structures and appropriate material properties to predict intraoperative brain shift during neurosurgery and to update preoperative magnetic resonance (MR) images using FE modeling for presurgical planning.

Methods

A template-based algorithm was developed to build a 3D patient-specific FE brain model. The template model is a 50th percentile male FE brain model with gray and white matter, ventricles, pia mater, dura mater, falx, tentorium, brainstem, and cerebellum. Gravity-induced brain shift after opening of the dura was simulated based on one clinical case of computer-assisted neurosurgery for model validation. Preoperative MR images were updated using an FE model and displayed as intraoperative MR images easily recognizable by surgeons. To demonstrate the potential of FE modeling in presurgical planning, intraoperative brain shift was predicted for two additional head orientations.

Two patient-specific FE models were constructed. The mesh quality of the resulting models was as high as that of the template model. One of the two FE models was selected to validate model-predicted brain shift against data acquired on intraoperative MR imaging. The brain shift predicted using the model was greater than that observed intraoperatively but was considered surgically acceptable.

Conclusions

A set of algorithms for developing 3D patient-specific FE brain models is presented. Gravity-induced brain shift can be predicted using this model and displayed on high-resolution MR images. This strategy can be used not only for updating intraoperative MR imaging, but also for presurgical planning.

A weighted logistic regression analysis for predicting the odds of head/face and neck injuries during rollover crashes

A weighted logistic regression with careful selection of crash, vehicle, occupant and injury data and sequentially adjusting the covariants, was used to investigate the predictors of the odds of head/face and neck (HFN) injuries during rollovers. The results show that unbelted occupants have statistically significant higher HFN injury risks than belted occupants. Age, number of quarter-turns, rollover initiation type, maximum lateral deformation adjacent to the occupant, A-pillar and B-pillar deformation are significant predictors of HFN injury odds for belted occupants. Age, rollover leading side and windshield header deformation are significant predictors of HFN injury odds for unbelted occupants. The results also show that the significant predictors are different between head/face (HF) and neck injury odds, indicating the injury mechanisms of HF and neck injuries are different.

High-speed seatbelt pretensioner loading of the abdomen

This study characterizes the response of the human cadaver abdomen to high-speed seatbelt loading using pyrotechnic pretensioners. A test apparatus was developed to deliver symmetric loading to the abdomen using a seatbelt equipped with two low-mass load cells. Eight subjects were tested under worst-case scenario, out-of-position (OOP) conditions. A seatbelt was placed at the level of mid-umbilicus and drawn back along the sides of the specimens, which were seated upright using a fixed-back configuration. Penetration was measured by a laser, which tracked the anterior aspect of the abdomen, and by high-speed video. Additionally, aortic pressure was monitored. Three different pretensioner designs were used, referred to as system A, system B and system C. The B and C systems employed single pretensioners. The A system consisted of two B system pretensioners. The vascular systems of the subjects were perfused. Peak anterior abdominal loads due to the seatbelt ranged from 2.8 kN to 10.1 kN. Peak abdominal penetration ranged from 49 mm to 138 mm. Peak penetration speed ranged from 4.0 m/s to 13.3 m/s. Three cadavers sustained liver injury: one AIS 2, and two AIS 3. Cadaver abdominal response corridors for the A and B system pretensioners are proposed. The results are compared to the data reported by Hardy et al. (2001) and Trosseille et al. (2002).

Application of a finite element model of the brain to study traumatic brain injury mechanisms in the rat

Complete validation of any finite element (FE) model of the human brain is very difficult due to the lack of adequate experimental data. However, more animal brain injury data, especially rat data, obtained under well-defined mechanical loading conditions, are available to advance the understanding of the mechanisms of traumatic brain injury. Unfortunately, internal response of the brain in these experimental studies could not be measured. The aim of this study was to develop a detailed FE model of the rat brain for the prediction of intracranial responses due to different impact scenarios. Model results were used to elucidate possible brain injury mechanisms. A FE model, consisting of more than 250,000 hexahedral elements with a typical element size of 100 to 300 microns, was developed to represent the brain of a rat. The model was first validated locally against peak brain deformation data obtained from nine unique dynamic cortical deformation (vacuum) tests. The model was then used to predict biomechanical responses within the brain due to controlled cortical impacts (CCI). A total of six different series of CCI studies, four with unilateral craniotomy and two with bilateral craniotomy, were simulated and the results were systematically analyzed, including strain, strain rate and pressure within the rat brain. In the four unilateral CCI studies, approximately 150 rats were subjected to velocities ranging from 2.25 to 4 m/s, and cortical deformations of 1, 2 or 3 mm, with impactor diameters of 2.5 or 5 mm. Moreover, the impact direction varied from lateral 23 degrees to vertical. For the bilateral craniotomy CCI studies, about 70 rats were injured at 4.7 or 6 m/s, with deformations of 1.5 or 2.5 mm and impactor diameters of 3 or 5 mm, and at an impact direction of about 23-30 degrees laterally. Simulation results indicate that intracranial strains best correlate with experimentally obtained injuries.

Biomechanical response of the bovine pia-arachnoid complex to tensile loading at varying strain-rates

The pia-arachnoid complex (PAC) covering the brain plays an important role in the mechanical response of the brain due to impact or inertial loading. However, the mechanical properties of the pia-arachnoid complex and its influence on the overall response of the brain have not been well characterized. Consequently, finite element (FE) brain models have tended to oversimplify the response of the pia-arachnoid complex, possibly resulting in a loss of accuracy in the model predictions. The aim of this study was to determine, experimentally, the material properties of the pia-arachnoid complex under quasi-static and dynamic loading conditions. Specimens of the pia-arachnoid complex were obtained from the parietal and temporal regions of freshly slaughtered bovine subjects with the specimen orientation recorded. Single-stroke, uniaxial quasi-static and dynamic tensile experiments were performed at strain-rates of 0.05, 0.5, 5 and 100 s(-1) (n = 10 for each strain rate group). Directional differences of the pia-arachnoid complex were also investigated. Results from this study revealed the pia-arachnoid complex was rate-dependent and isotropic, suggesting that the pia-arachnoid complex can provide omnidirectional support and load bearing to the adjacent brain tissue during an impact.

Development of numerical models for injury biomechanics research: a review of 50 years of publications in the Stapp Car Crash Conference

Numerical analyses frequently accompany experimental investigations that study injury biomechanics and improvements in automotive safety. Limited by computational speed, earlier mathematical models tended to simplify the system under study so that a set of differential equations could be written and solved. Advances in computing technology and analysis software have enabled the development of many sophisticated models that have the potential to provide a more comprehensive understanding of human impact response, injury mechanisms, and tolerance. In this article, 50 years of publications on numerical modeling published in the Stapp Car Crash Conference Proceedings and Journal were reviewed. These models were based on: (a) author-developed equations and software, (b) public and commercially available programs to solve rigid body dynamic models (such as MVMA2D, CAL3D or ATB, and MADYMO), and (c) finite element models. A clear trend that can be observed is the increasing use of the finite element method for model development. A review of these modeling papers clearly indicates the progression of the state-of-the-art in computational methods and technologies in injury biomechanics.

Effect of Assumed Stiffness and Mass Density on the Impact Response of the Human Chest Using a Three-Dimensional FE Model of the Human Body

The mass density, Young’s modulus (E), tangent modulus (Et), and yield stress (σy) of the human ribs, sternum, internal organs, and muscles play important roles when determining impact responses of the chest associated with pendulum impact. A series of parametric studies was conducted using a commercially available three-dimensional finite element (FE) model, Total HUman Model for Safety (THUMS) of the whole human body, to determine the effect of changing these material properties on the predicted impact force, chest deflection, and the number of rib fractures and fractured ribs. Results from this parametric study indicate that the initial chest apparent stiffness was mainly influenced by the stiffness and mass density of the superficial muscles covering the torso. The number of rib fractures and fractured ribs was primarily determined by the stiffness of the ribcage. Similarly, the stiffness of the ribcage and internal organs contributed to the maximum chest deflection in frontal impact, while the maximum chest deflection for lateral impact was mainly affected by the stiffness of the ribcage. Additionally, the total mass of the whole chest had a moderately effect on the number of rib fractures.

Characteristics of PMHS Lumbar Motion Segments in Lateral Shear

The purpose of this study was to determine the characteristics of eighteen lumbar spine motion segments subjected to lateral shear forces under quasi-static (0.5 mm/s) and dynamic (500 mm/s) test conditions. The quasi-static test was also performed on the lumbar spine of a side impact anthropomorphic test device, the EuroSID-2 (ES-2). In the quasi-static tests, the maximum force before disc-endplate separation in the PMHS lumbar motion segments was 1850 +/- 612 N, while the average linear stiffness of PMHS lumbar motion segments was 323 +/- 126 N/mm. There was a statistically significant difference between the quasi-static (1850 +/- 612 N) and dynamic (2616 +/- 1151 N) maximum shear forces. The ES-2 lumbar spine (149 N/mm) was more compliant than the PMHS lumbar segments under the quasi-static test condition.

Concussion in Professional Football: Brain Responses by Finite Element Analysis: Part 9

OBJECTIVE

Brain responses from concussive impacts in National Football League football games were simulated by finite element analysis using a detailed anatomic model of the brain and head accelerations from laboratory reconstructions of game impacts. This study compares brain responses with physician determined signs and symptoms of concussion to investigate tissue-level injury mechanisms.

METHODS

The Wayne State University Head Injury Model (Version 2001) was used because it has fine anatomic detail of the cranium and brain with more than 300,000 elements. It has 15 different material properties for brain and surrounding tissues. The model includes viscoelastic gray and white brain matter, membranes, ventricles, cranium and facial bones, soft tissues, and slip interface conditions between the brain and dura. The cranium of the finite element model was loaded by translational and rotational accelerations measured in Hybrid III dummies from 28 laboratory reconstructions of NFL impacts involving 22 concussions. Brain responses were determined using a nonlinear, finite element code to simulate the large deformation response of white and gray matter. Strain responses occurring early (during impact) and mid-late (after impact) were compared with the signs and symptoms of concussion.

RESULTS

Strain concentration "hot spots" migrate through the brain with time. In 9 of 22 concussions, the early strain "hot spots" occur in the temporal lobe adjacent to the impact and migrate to the far temporal lobe after head acceleration. In all cases, the largest strains occur later in the fornix, midbrain, and corpus callosum. They significantly correlated with removal from play, cognitive and memory problems, and loss of consciousness. Dizziness correlated with early strain in the orbital-frontal cortex and temporal lobe. The strain migration helps explain coup-contrecoup injuries.

CONCLUSION

Finite element modeling showed the largest brain deformations occurred after the primary head acceleration. Midbrain strain correlated with memory and cognitive problems and removal from play after concussion. Concussion injuries happen during the rapid displacement and rotation of the cranium, after peak head acceleration and momentum transfer in helmet impacts.

Motion Analysis of the Mandible during Low-Speed, Rear-End Impacts using High-Speed X-rays

There has been much debate over "whiplash"-induced temporomandibular joint (TMJ) dysfunction following low-speed, rear-end automobile collisions. While several authors have reported TMJ injury based on case studies post collision, there has been little biomechanical evidence showing that rear-end impact was the primary cause of such injury. The purpose of this study was to measure the relative translation between the upper and lower incisors in cadavers subjected to low-speed, rearend impacts. High-speed x-ray images used for this analysis were reported previously for the analysis of cadaveric cervical spine kinematics during low-speed, rear-end impacts. The cadavers were positioned at various seatback angles and body postures, producing an overall picture of various seating scenarios. Of the 38 tests conducted using 10 cadavers, there were seven tests from three cadavers in which the positions of the upper and lower incisors could be tracked with precision using imageprocessing software. The relative protrusion, retrusion, and mouth opening were computed from these seven sets of data, providing a better understanding of TMJ motion. Based on this limited data, the average maximum protrusion, retrusion and mouth opening were 1.6+/-1.8, 1.1+/-0.7, and 1.2+/-1.2 mm, respectively. These values appear to fall within normal physiological limits experienced during daily activities such as mastication. It is concluded that low-speed, rear-end automobile collisions do not appear to create the motion required to initiate injury to the TMJ.

Development of a Three-Dimensional Finite Element Chest Model for the 5(th) Percentile Female

Several three-dimensional (3D) finite element (FE) models of the human body have been developed to elucidate injury mechanisms due to automotive crashes. However, these models are mainly focused on 50(th) percentile male. As a first step towards a better understanding of injury biomechanics in the small female, a 3D FE model of a 5(th) percentile female human chest (FEM-5F) has been developed and validated against experimental data obtained from two sets of frontal impact, one set of lateral impact, two sets of oblique impact and a series of ballistic impacts. Two previous FE models, a small female Total HUman Model for Safety (THUMS-AF05) occupant version 1.0Beta (Kimpara et al. 2002) and the Wayne State University Human Thoracic Model (WSUHTM, Wang 1995 and Shah et al. 2001) were integrated and modified for this model development. The model incorporated not only geometrical gender differences, such as location of the internal organs and structure of the bony skeleton, but also the biomechanical differences of the ribs due to gender. It includes a detailed description of the sternum, ribs, costal cartilage, thoracic spine, skin, superficial muscles, intercostal muscles, heart, lung, diaphragm, major blood vessels and simplified abdominal internal organs and has been validated against a series of six cadaveric experiments on the small female reported by Nahum et al. (1970), Kroell et al. (1974), Viano (1989), Talantikite et al. (1998) and Wilhelm (2003). Results predicted by the model were well-matched to these experimental data for a range of impact speeds and impactor masses. More research is needed in order to increase the accuracy of predicting rib fractures so that the mechanisms responsible for small female injury can be more clearly defined.

Numerical Investigations of Interactions between the Knee-Thigh-Hip Complex with Vehicle Interior Structures

Although biomechanical studies on the knee-thigh-hip (KTH) complex have been extensive, interactions between the KTH and various vehicular interior design parameters in frontal automotive crashes for newer models have not been reported in the open literature to the best of our knowledge. A 3D finite element (FE) model of a 50(th) percentile male KTH complex, which includes explicit representations of the iliac wing, acetabulum, pubic rami, sacrum, articular cartilage, femoral head, femoral neck, femoral condyles, patella, and patella tendon, has been developed to simulate injuries such as fracture of the patella, femoral neck, acetabulum, and pubic rami of the KTH complex. Model results compared favorably against regional component test data including a three-point bending test of the femur, axial loading of the isolated knee-patella, axial loading of the KTH complex, axial loading of the femoral head, and lateral loading of the isolated pelvis. The model was further integrated into a Wayne State University upper torso model and validated against data obtained from whole body sled tests. The model was validated against these experimental data over a range of impact speeds, impactor masses and boundary conditions. Using Design Of Experiment (DOE) methods based on Taguchi's approach and the developed FE model of the whole body, including the KTH complex, eight vehicular interior design parameters, namely the load limiter force, seat belt elongation, pretensioner inlet amount, knee-knee bolster distance, knee bolster angle, knee bolster stiffness, toe board angle and impact speed, each with either two or three design levels, were simulated to predict their respective effects on the potential of KTH injury in frontal impacts. Simulation results proposed best design levels for vehicular interior design parameters to reduce the injury potential of the KTH complex due to frontal automotive crashes. This study is limited by the fact that prediction of bony fracture was based on an element elimination method available in the LS-DYNA code. No validation study was conducted to determine if this method is suitable when simulating fractures of biological tissues. More work is still needed to further validate the FE model of the KTH complex to increase its reliability in the assessment of various impact loading conditions associated with vehicular crash scenarios.

Werner Goldsmith: life and work (1924-2003)

Werner Goldsmith, one of the foremost authorities on the mechanics of impact and the biomechanics of head and neck injuries, died peacefully at home in Oakland, California, on August 23, 2003, at age 79 after a short, courageous battle with leukemia, ending a long and very distinguished career in mechanics, dynamics, and biomechanics, and an almost six-decades-long association with the University of California, Berkeley. He was one of the pioneering, eminent solid and fluid mechanicians who made an early transition to biomechanics, and in rising to equal distinction in their new fields, added great credibility to biomechanics as a discipline in its own right. He was also a distinguished and influential figure in bioengineering education at his own institution, and, more broadly, in the United States and abroad. An emeritus professor for over a decade, he continued to be active in research and teaching until the very last days of his life.

A mechanism of injury to the forefoot in car crashes

OBJECTIVE

The purpose of this study was to determine a mechanism of injury of the forefoot due to impact loads and accelerations as noted in some frontal offset car crashes.

METHODS

The impact tests conducted simulated knee-leg-foot entrapment, floor pan intrusions, whole-body deceleration, muscle tension, and foot/pedal interaction. Specimens were impacted at speeds of up to 16 m/s. To verify this injury mechanism research was conducted in an effort to produce Lisfranc type injuries and metatarsal fractures. A total of 54 lower legs of post-mortem human subjects were tested. Two possible mechanisms of injury were investigated. For the first mechanism the driver was assumed to be braking hard with the foot on the brake pedal and at 0 deg plantar flexion (Plantar Nominal Configuration) and the brake pedal was in contact with the foot behind the ball of the foot. The second mechanism was studied by having the ball of the foot either on the brake pedal or on the floorboard with the foot plantar-flexed 35 to 50 deg (Plantar Flexed Configuration).

RESULTS

The Plantar Nominal injury mechanism yielded few injuries of the type the study set out to produce. Out of 13 specimens tested at speeds of 16 m/s, three had injuries of the metatarsal (MT) and tarsometatarsal joints. The Plantar Flexed Configuration injury mechanism yielded 65% injuries at high (12.5-16 m/s) and moderate (6-12 m/s) speeds.

CONCLUSION

It is concluded that Lisfranc type foot injuries are the result of impacting the forefoot in the Plantar Flexed Configuration. The injuries were consistent with those reported by physicians treating accident victims and were verified by an orthopedic surgeon during post impact x-ray and autopsy. They included Lisfranc fractures, ligamentous disruptions, and metatarsal fractures.

Head injuries in airbag-equipped motor vehicles with special emphasis on AIS 1 and 2 facial and loss of consciousness injuries

OBJECTIVES

Safety of the airbag supplemental restraint system (airbag) is a well-known concern. Although many lives are saved each year through airbag use, injuries continue to occur, especially to the head. Airbag safety research has focused primarily on severe injuries, while minor and moderate injuries have been largely ignored.

METHODS

In this study, 205,977 injury cases from the 1995 to 2001 National Automotive Sampling System (NASS)/ Crashworthiness Data System (CDS) were surveyed to determine the prevalence of AIS 1 and 2 facial and brain loss of consciousness (LOC) injuries and determine if these injuries are a concern. The query was focused on frontal impacts in vehicles equipped with airbags. Only occupants wearing appropriate seatbelts were included in this study so that the airbag would provide occupant protection under optimal conditions. Of the 205,977 injury cases studied, 2.4% met this criterion.

RESULTS

From the data gathered, the trends seem to indicate an increase in these specific injuries, both in terms of the total number and the proportion to all injury cases. In 1995, AIS 1 and 2 head injuries accounted for 96.5% of all head injuries caused by airbags. By 2001, the percentage had risen 3.0% to 99.5%. Injuries occurring in vehicles equipped with first-generation versus second generation airbags were compared, and data seem to suggest that there is a higher rate of minor and moderate head injuries when occupants are in second-generation airbag-equipped vehicles, even when appropriate lap and shoulder belts are used.

CONCLUSIONS

The short timeframe surveyed prevents drawing meaningful conclusions about statistical significance, but the graphical representations of the data in this study underscore an urgent need for further investigation based on current trends in order to understand the issue of minor and moderate head injury prevention in regard to airbags.

Injury patterns and sources of non-ejected occupants in trip-over crashes: a survey of NASS-CDS database from 1997 to 2002

The objective of this study was to investigate the main injury patterns and sources of non-ejected occupants (i.e. no full/partial ejection) during trip-over crashes, using the NASS-CDS database. Specific injury types and sources of the head, chest, and neck were identified. Results from this study suggest that cerebrum injuries, especially subarachnoid hemorrhage, rib fractures, lung injuries, and cervical spine fractures need to be emphasized if cadaveric tests or numerical simulations are designed to study rollover injury mechanisms. The roof has been identified as the major source for head and neck injuries. However, changing the roof design alone is not likely to improve rollover safety. Instead, the belt restraint systems, passive airbags, roof structure, and new innovations need to be considered in a systematic manner to provide enhanced rollover occupant protection.

Below Knee Impact Responses using Cadaveric Specimens

Knee injuries represent about 10% of all injuries suffered during car crashes. Efforts to assess the injury risk to the posterior cruciate ligament (PCL) have been based on a study available in the literature (Viano et al., 1978), in which only two of the five knees tested had PCL ruptures. The aims of the current study were to repeat the study with a higher number of samples, study the effects of other soft tissues on knee response, and assess the adequacy of the experimental setup for the identification of a PCL tolerance. A total of 14 knees were tested using a high-speed materials testing machine. Eight were intact knees (with the patella and all the muscular and ligamentous structures), three were PCL-only knees (patella and all the muscular and ligamentous structures other than the PCL removed), and the last three were PCL-only knees with the tibia protected from bending fracture. Of the eight intact knees tested, only one had PCL mid substance rupture, one had a partial articular fracture of the tibia below the plateau, and six had simple transverse fracture of the tibial metaphysis. Of the three PCL-only knees without tibial protection, one had PCL mid substance rupture, one had avulsion at the posterior intercondylar attachment point, and the last one had a simple oblique fracture of the tibial metaphysis. Of the three PCL only knees with tibia protection, two had PCL mid-substance ruptures and the third one had an avulsion at the tibial insertion site with partial articular fracture of the lateral plateau. Overall, the results of the current study were similar to those observed by Viano et al. (1978). The average displacement at failure for all PCL related injuries was 17.2+/-2.8 mm for the current study (n=6) and 16.2+/-3.9 mm for Viano et al. (1978) (n=4). This value is higher than the Injury Assessment Reference Value of 15 mm proposed by Mertz (1984) and used in various regulations. Both studies suggest that the existence of the soft tissues other than the PCL affect the injury outcome and that the intact knee would suffer predominantly tibial metaphyseal fractures possibly due to bending. Consequently, it is concluded that the current experimental setup can produce isolated PCL injuries but the data available are inadequate to characterize PCL tolerance. A Hybrid III knee equipped with a ball bearing knee slider was also tested using a pendulum setup. Apart from the initial higher stiffness, the overall response of this knee lies within the force-deflection corridors defined using the response of the cadaver knees with PCL mid-substance failure.

The influence of surrogate blood vessels on the impact response of a physical model of the brain

Cerebral blood vessels are an integral part of the brain and may play a role in the response of the brain to impact. The purpose of this study was to quantify the effects of surrogate vessels on the deformation patterns of a physical model of the brain under various impact conditions. Silicone gel and tubing were used as surrogates for brain tissue and blood vessels, respectively. Two aluminum cylinders representing a coronal section of the brain were constructed. One cylinder was filled with silicone gel only, and the other was filled with silicone gel and silicone tubing arranged in the radial direction in the peripheral region. An array of markers was embedded in the gel in both cylinders to facilitate strain calculation via high-speed video analysis. Both cylinders were simultaneously subjected to a combination of linear and angular acceleration using a two-segment pendulum. Marker motion was tracked, and maximum shear strain (MSS) and maximum principal strain (MPS) were calculated using markers clustered in groups of three. Four test series were conducted. Peak angular acceleration varied from 2,600 to 26,000 rad/s2, and peak angular speed varied from 17 to 29 rad/s. For a given impact condition, the test-to-test variation of these values was less than 5.5%. For all clusters, the peak MSS and peak MPS for both physical models were less than 26% and 32%, respectively. For 90% of the cluster locations, the absolute value of the difference in peak MSS and peak MPS between the physical models was 4% and 6%, respectively. In the physical model with tubing, strain tended to decrease in the periphery (near to the tubing), while it tended to increase toward the center (away from the tubing). Strain amplitudes were found to be sensitive to the peak angular speeds. In general, this study suggests that the vasculature could influence the deformation response of the brain.

Effect of Head-Neck Position on Cervical Facet Stretch of Post Mortem Human Subjects during Low Speed Rear End Impacts

The purpose of this study was to determine the effect of head-neck position on cervical facet stretch during low speed rear end impact. Twelve tests were conducted on four Post Mortem Human Subjects (PMHS) in a generic bucket seat environment. Three head positions, namely Normal (neutral), Zero Clearance between the head and head restraint, and Body Forward positions were tested. A high-speed x-ray system was used to record the motion of cervical vertebrae during these tests. Results demonstrate that: a) The maximum mean facet stretch at head restraint contact occurs at MS4 and MS5 for the Body Forward condition, b) The lower neck flexion moment, prior to head contact, shows a non-linear relationship with facet stretch, and c) "Differential rebound" during rear end impact increases facet stretch.

Downy Mildew Caused by Peronospora radii on Marguerite Daisy (Argyranthemum frutescens) in California

In California, marguerite daisy (Argyranthemum frutescens [= Chyrsanthemum frutescens]) is an important, commercially grown, perennial flowering plant that is used as a potted plant, cutflower, and landscape plant. For two seasons (2003 and 2004), a downy mildew disease has been affecting marguerite daisy at wholesale container and field cutflower nurseries and retail nurseries in coastal California (Monterey, Santa Cruz, and San Mateo counties). The disease occurred early in the season (January) and continued to infect new foliage throughout the year whenever cool, foggy weather occurred. The disease primarily affected newly expanded young leaves on shoot tips. Such leaves were chlorotic, twisted and bent, and stunted. In some cases, leaflet tips turned black and necrotic. The abaxial sides of affected leaves were heavily colonized by the extensive purplish brown growth of downy mildew. Older, fully expanded foliage was unaffected. Flowers could be infected with the fungus growing on the undersides of petals and resulting in slightly twisted, bent shapes. Symptomatic plants and cutflower stems were unmarketable. Hyaline conidiophores emerged from stomata, branched dichotomously (rarely trichotomously), and had branches ending in slender, curved branchlets that did not have swollen tips. Conidia were slightly brown, ovoid, mostly nonpapillate, and measured 28.5 to 40.0 × 19.0 to 28.0 μm. Oospores were not observed in plant tissue. On the basis of symptoms and morphology of the organism, the pathogen was identified as Peronospora radii (1,2). To prove pathogenicity, plants were spray inoculated with conidial suspensions, incubated for 24 h in a dew chamber (18 to 20°C), and then maintained in a greenhouse (22 to 24°C).After 18 to 20 days, symptoms and signs of downy mildew developed only on the newest foliage of inoculated plants, and the pathogen morphology matched that of the originally observed pathogen. Untreated control plants did not develop downy mildew. To our knowledge, this is the first report of downy mildew caused by P. radii on marguerite daisy in California and the United States. The pathogen has not been reported on other hosts in California. P. radii is found on marguerite daisy in England, Germany, Israel, Mexico, and the former Yugoslavia (1,2). References: (1) I. S. Ben-Ze'ev et al. Phytoparasitica 15:51, 1987. (2) O. Constantinescu. Sydowia Ann. Mycol. 41:79, 1989.