This study evaluated the mechanical durability of ice hockey helmets for multiple impacts at defined energy levels. A monorail drop testing apparatus was used to conduct controlled impact tests according to the CSA standard (CAN/CSA-Z262.1-M90). Five ice hockey helmet models were tested, for a total sample of 45 helmets. All helmets were impacted up to 50 times at each of in four different locations (i.e. front, right side, back, and crown), at one of 40, 50 or 60 J of kinetic energies. In general, by increasing the impact energy, the impact acceleration attenuation properties of the helmets was decreased significantly (from 4% to 80%). Although all the helmets meet the CSA standards, attenuation properties were found to be substantially reduced beyond three repeated impacts and above 40 J impact energy. In particular, all helmets showed effective multiple impact attenuation properties at the crown, front, and rear sites; however, poor multiple impact attenuation durability was evident at the side.

No description available.

The purpose of this study was to examine the differences between international certification standards for ice hockey helmets. The American Society for Testing and Materials (ASTM), Canadian Standards Association (CSA) and International Organization Standards (ISO) protocols were compared. Only the impact testing methods at ambient temperatures were examined. Four helmet models, currently available to consumers, were used for testing. No significant differences (p $<$ 0.05) were found between the standards in a rank order comparison. Further analysis of differences, with peak linear accelerations separated by impact locations showed significant differences (p $<$ 0.05) between all standards, at five of the six defined impact sites, with no differences being found between standards at the rear site. Post-hoc pairwise multiple comparisons also showed significant performance differences (p $<$ 0.05) between helmet models.

No description available.

Athletes competing in contact sports commonly wear intra-oral dental mouthguards. Data are sparse concerning the influence of a mouthguard on breathing during exercise. We compared VE and VO2 during submaximal and maximal exercise on a skating treadmill (TM) while wearing an intra-oral dental mouthguard. Female varsity hockey players (n = 12) performed two skating tests on a TM with and without a mouthguard (WIPSS Jaw-Joint Protecto(TM)). The players wore the mouthguard during hockey practices prior to collection of ventilation data on the treadmill. Also, the players completed a questionnaire that examined their perceptions of the mouthguard in terms of ventilation, comfort and performance. A 10-point rating scale was used for this evaluation. Two performance tests on the skating treadmill examined the effect of the mouthguard on submaximal and maximal aerobic exercise. The subjects skated for 4 min at 2 submaximal velocities (14 and 16 km·h-1 ) separated by 5 min of passive recovery. A VO2 max test followed the submaximal tests and commenced at 18 km·h-1 with the velocity increasing by 1 km·h-1 every minute until volitional fatigue. VE, VO2, VCO 2 and RER were analyzed using a Sensor Medics 2900 metabolic cart. Two-way (2 conditions x 3 velocities) repeated measures ANOVAs were used to examine differences in VE, VO2 and HR. Ventilation was unchanged when skating at the two submaximal velocities. VO2 max was 48.8 ml·kg-1·min-1 using the intra-oral mouthguard and was 52.4 ml·kg-1·min -1 without a mouthguard. VE max was 108.5 L·min -1 using the intra-oral mouthguard and was 114.1 L·min -1 without a mouthguard. The results showed that VE max and VO2 max were lower using the mouthguard compared to the no mouthguard condition.

No description available.

The requirement to operate vehicles in low light and/or night environments whilst wearing night vision goggle (NVG) systems has become increasingly common during military operations. There is very limited research investigating injury risks associated with these systems during ground vehicle collisions. This study examined the injury risks associated with wearing the Australian Defence Force - Enhanced Combat Helmet (ECH) and NVG system, in frontal vehicle collisions. This project consisted of two components: (1) crash tests using a sled and (2) numerical simulations of impacts. Four dynamic sled tests were conducted using a 50th percentile, male, Hybrid III dummy positioned on a rigid seat. Frontal impact tests were performed at a 40 km/h change in velocity (*v) and 20 g deceleration. The test configurations were as follows: (a) Base; (no helmet or additional equipment); (b) ECH; and, (c) ECH and NVG. Condition (c) was carried out twice, to determine repeatability. The sled test protocols were reconstructed precisely with the numerical simulation package MADYMO and the simulations were shown to correlate well with the experimental results. Using this validated model, four parametric studies were undertaken to assess the influence of counterweights, seat cushion, seatbelt pre-tensioner, and the vehicle's *v and acceleration on injury risks. The study found that neck loads were within acceptable limits, with the exception of the neck extension moment, which was exceeded for all NVG conditions. Based on the parametric studies, no major improvements were observed in the neck extension moments with the use of counterweights or a seat cushion. In contrast the use of a seatbelt pre-tensioner was observed to decrease greatly this neck injury risk in certain scenarios. The study also identified that a *v of 15 km/h and peak acceleration of up to 14 g were required to keep the neck extension moment below the prescribed injury criteria. However, the high neck extension moment values may have been partially attributable to the stiff Hybrid III neck. This study identified a possible injury mechanism for soldiers using the ECH and NVG system during specific impact scenarios. The method applied in this project was designed to be repeatable.

The requirement to operate vehicles in low light and/or night environments whilst wearing night vision goggle (NVG) systems has become increasingly common during military operations. There is very limited research investigating injury risks associated with these systems during ground vehicle collisions. This study examined the injury risks associated with wearing the Australian Defence Force - Enhanced Combat Helmet (ECH) and NVG system, in frontal vehicle collisions. This project consisted of two components: (1) crash tests using a sled and (2) numerical simulations of impacts. Four dynamic sled tests were conducted using a 50th percentile, male, Hybrid III dummy positioned on a rigid seat. Frontal impact tests were performed at a 40 km/h change in velocity (*v) and 20 g deceleration. The test configurations were as follows: (a) Base; (no helmet or additional equipment); (b) ECH; and, (c) ECH and NVG. Condition (c) was carried out twice, to determine repeatability. The sled test protocols were reconstructed precisely with the numerical simulation package MADYMO and the simulations were shown to correlate well with the experimental results. Using this validated model, four parametric studies were undertaken to assess the influence of counterweights, seat cushion, seatbelt pre-tensioner, and the vehicle's *v and acceleration on injury risks. The study found that neck loads were within acceptable limits, with the exception of the neck extension moment, which was exceeded for all NVG conditions. Based on the parametric studies, no major improvements were observed in the neck extension moments with the use of counterweights or a seat cushion. In contrast the use of a seatbelt pre-tensioner was observed to decrease greatly this neck injury risk in certain scenarios. The study also identified that a *v of 15 km/h and peak acceleration of up to 14 g were required to keep the neck extension moment below the prescribed injury criteria. However, the high neck extension moment values may have been partially attributable to the stiff Hybrid III neck. This study identified a possible injury mechanism for soldiers using the ECH and NVG system during specific impact scenarios. The method applied in this project was designed to be repeatable.