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Maximal fat oxidation (MFO) in the morning, and in the afternoon, after ingestion of caffeine or the placebo. Panel a: Individual observations for each subject (grey lines), and the mean for all subjects (black line). Panel b: Individual observations for each subject (black dots), standard deviation and minimum/maximum values (box-and-whisker plots), and the P value obtained by two-way ANOVA. Similar letters (i.e. a-a; b-b, etc.) indicate significant post hoc differences
Intensity of exercise eliciting maximal fat oxidation (Fatmax) in the morning, and in the afternoon, following the ingestion of caffeine or the placebo. Panel a: Individual observations for each subject (grey lines), and the mean for all subjects (black line). Panel b: Individual observations for each subject (black dots), standard deviation and minimum/maximum values (box-and-whisker plot), and the P value obtained by two-way ANOVA. Similar letters (i.e., a-a; b-b, etc) indicate significant post hoc differences
Maximum oxygen uptake (VO2max) in absolute terms in the morning, and in the afternoon, following the ingestion of caffeine or the placebo. Panel a: Individual observations for each subject (grey lines), and the mean for all subjects (black line). Panel b: Individual observations for each subject (black dots), standard deviation and minimum/maximum values (box-and-whisker plot), and P value obtained by two-way ANOVA. Similar letters (i.e. a-a; b-b, etc) indicate significant post hoc differences. VO2max relative to weight in the morning, and in the afternoon, following the ingestion of caffeine or the placebo. Panel c: Individual observations for each subject (grey lines), and the mean for all subjects (black line). Panel d: Individual observations for each subject (black dots), standard deviation and minimum/maximum values (box-and-whisker plot), and the P value obtained by two-way ANOVA. Similar letters (i.e. a-a; b-b, etc.) indicate significant post hoc differences
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Relation of average tonsillar descent measurement and maximum difference in tonsillar position measurement between the seven operators. Difference in measurements shows slight increase as tonsillar position increases
It is clear that the health benefits of cycling are significant, and at this point there is no reason to assume that health risks outweigh those benefits. However, a full public health understanding requires that attention be paid not only to long-term population health and environmental benefits of bicycling, but also to the factors that influence risk of injury and fatality. Bicyclists are vulnerable because they must frequently share the same infrastructure with motorized vehicles, and yet bicycles offer their users no physical protection in the event of a crash. In addition, the mass of a typical automobile is at least an order of magnitude greater than a bicycle plus its rider, and motorized vehicles have top speeds that are considerably faster than bicycles. As a result, bicycle riders who are involved in a crash are exposed to a much higher risk of injury compared to motor vehicle users (with the exception of motorcycle riders).
In this paper we review the evidence on how different types of transportation infrastructure affect bicyclists' safety. This paper is organized as follows: first we provide an overview of bicycling safety and ridership. Next we offer definitions of, and alternative terminology for, the transportation infrastructure used by cyclists that might be expected to influence their safety (Table 1). We describe our literature search methodology and the inclusion and exclusion criteria, and present the results of the search in two detailed tables. Table 2 describes studies that assess the safety of intersections for cyclists, and Table 3 describes studies related to straightaways (i.e. roads, lanes, paths). We conclude by discussing the findings of this review, critiquing the methodological approaches used, and offering recommendations for future research.
The findings of the roundabout studies show some consistency, with elevated risks for cyclists after installation of roundabouts with multiple traffic lanes or with marked bike lanes, whereas there were risk reductions or no apparent increase in risk at roundabouts with separated cycle tracks [54, 56, 57]. One study showed a decreased risk for cyclists and moped riders after installation of roundabouts in the Netherlands [53], but the authors did not disaggregate the results for these two road-user groups. The finding from this study - that roundabouts with separated cycle tracks had a greater safety effect than those with on-road marked bike lanes or no bicycle infrastructure - is consistent with other research. Another study on roundabout safety in Flanders found a similar effect for \"vulnerable road users\" [74], but we have not included this study in our table because the vulnerable road user population included pedestrians and motorized two-wheeler riders as well as cyclists. It is likely that the safety effect of roundabouts, as measured in such \"before-after\" studies, will depend on the \"before\" configuration of the intersections in question.
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Toy-related injuries have increased significantly in the past decade, in particular those related to ride-on toys. This increase has been attributed to movement related events such as falls and inertial impacts. Furthermore, children with disabilities have been reported to be at a greater risk of being injured, and are therefore more susceptible to toy-related injuries. Although, efforts are being made to modify ride-on toys as a method for increasing quality of life in children with disabilities, there are very limited pediatric safety studies regarding children with disabilities and modified ride-on toys.
From this study, a gap in the literature was discovered concerning the susceptibility of children with disabilities to toy-related injuries, specifically in relation to ride-on toys and the repercussion surrounding such injuries. It is theorized that such lack of data is due to the difficulty and costs associated with experimental validation. Hence, it is recommended that computer simulations be used to provide preliminary data analysis.
Pediatric safety had garnered more attention as of late in the scientific community (e.g. car seat safety, modified ride on toys for children with disabilities, etc.). Despite this recent interest, limitations exist in the knowledge of pediatric safety testing and tolerance thresholds due to a limited amount of test data. Children are unable to volunteer as test subjects and child cadavers are not readily available for research. Often, research is done using anthropomorphic test dummies that model the average child. This presents a problem however because it does not account for children with disabilities. Moreover, in recent years, children with disabilities have seen an increase in opportunities for transportation due to power mobility technologies and modified ride-on toys. These modified vehicles provide children with disabilities the chance to play and move in their environment.
Two independent researchers performed a systematic literature search to identify all relevant studies pertaining to pediatric safety and toy-related injuries for children with and without disabilities. Due to the limited number of studies on toy safety for children with disabilities, the search was divided into two sections. Section 1 focused on toy-related injuries. Section 2 focused on inertial impact and injury risk in vehicular collisions. This information is relevant due to its relation to inertial impacts caused by ride-on toys.
The study that investigated alternative seat belt protection used head excursion, peak knee excursion, the difference between peak head and peak knee excursion, and maximum torso angle to determine whether sitting with a shorter cushion and mid or forward angle lap belt would be better for safety when children are not using booster seats.
Studies have been carried out on the multiple aspects of toy-related injuries and the susceptibility of children with disabilities to injury. However, a gap in the literature occurs concerning the susceptibility of children with disabilities to toy-related injuries, specifically in relation to ride-on toys and the repercussions surrounding such injuries. It is theorized that such lack of data is due to the difficulty and costs associated with experimental validation. Hence, it is recommended that computer simulations be used to provide preliminary data analysis. Various aspects of small inertial impacts on a child with disabilities could be drawn from these studies. Furthermore, safety recommendations for ride-on toy modifications could be derived from such simulations and these could be correlated to specific disabilities. Ultimately the goal of such work would be to draw specific guidelines regarding modifications of ride-on toys and children with disabilities. 153554b96e
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