Wolff A.L.,The New Motion |
Rosenzweig L.,Hospital for Special Surgery
Journal of Hand Therapy | Year: 2017
This article provides an anatomical and biomechanical framework for the postoperative management and progression of treatment for shoulder arthroplasty. The clinical relevance of normal shoulder anatomy, biomechanics, and pathomechanics related to this surgery is emphasized to provide the reader with an understanding of the rationale for treatment. We review the rehabilitation implications of surgical indications and technique for both traditional total shoulder arthroplasty and reverse total shoulder arthroplasty procedures with an emphasis on biomechanical considerations. Relevant factors that affect rehabilitation outcomes are discussed along with supporting evidence from the literature. Principles to guide and progress treatment are highlighted with a discussion on return to sports with the ultimate objective of providing a comprehensive approach for successful rehabilitation. © 2017 Hanley & Belfus
Rainbow M.J.,Queen's University |
Wolff A.L.,The New Motion |
Crisco J.J.,University of Rhode Island |
Wolfe S.W.,Cornell University
Journal of Hand Surgery: European Volume | Year: 2016
The purpose of this article is to review past and present concepts concerning functional kinematics of the healthy and injured wrist. To provide a context for students of the wrist, we describe the progression of techniques for measuring carpal kinematics over the past century and discuss how this has influenced today's understanding of functional kinematics. Next, we provide an overview of recent developments and highlight the clinical relevance of these findings. We use these findings and recent evidence that supports the importance of coupled motion in early rehabilitation of radiocarpal injuries to develop the argument that coupled motion during functional activities is a clinically relevant outcome; therefore, clinicians should develop a framework for its dynamic assessment. This should enable a tailored and individualized approach to the treatment of carpal injuries. © The Author(s) 2015.
News Article | November 14, 2016
« New statistical method to detect ozone pollution hot spots and monitor instrument failure; combining PCA and MEWMA | Main | Air Products installs its 40th PRISM Hydrogen Generator » In a new Leaderboard Report, Navigant Research assesses the business strategy and execution of 12 companies offering public charging networks and EV charging services. Navigant Research estimates the global commercial charging market for plug-ins will be worth $2.7 billion annually by 2025, compared to $168.5 million in 2016—reflecting a 36.1% compound annual growth rate (CAGR). To date, the market has been driven by a combination of market pull from the growing number of PEVs on the roads in major automotive markets such as North America and Europe and market push from stakeholders such as governments, automakers, and utilities. Governments, utilities, and automakers are increasingly supporting commercial charging infrastructure deployments. While most vehicle charging today occurs at a driver’s personal home charger, many stakeholders looking to spur demand for plug-in EVs (PEVs) believe that widespread, convenient charging accessibility is critical to attaining this goal, Navigant observes. Buoyed by stakeholder support, the commercial charging market has attracted a large number of vendors offering a range of solutions and approaching the market from a variety of vantage points: manufacturing equipment, developing software, and running public charging networks. Over the past 2 years, there has been some winnowing in the market, with a few large multinationals dropping out and a few small companies exiting the market or being acquired. For the Leaderboard report, Navigant focused only on companies with a large public charging network in one or more major markets that are offering a range of solutions for the commercial charging market. In addition, companies must be operating a public charging network under their own name; this network must either have a minimum of 1,000 charging points; or must be the major network in a key PEV market. Based on Navigant’s criteria, the research firm selected The New Motion, ChargePoint, and EV-Box as the “Leaders” due to market share, breadth of products, and adaptability to the changing dynamics of the charging market. There is a large cluster of “Contenders” that could move to a Leader position or fall further behind if they fail in securing key partnerships and innovating products. Companies in the commercial charging space will face a transitional market over the next few years. This transitional phase presents opportunities for companies if they are able to adapt their business models, innovate their technology offerings, and establish relationships with automakers and utilities. For example, the entry of US utilities into the EV supply equipment (EVSE) market presents an opening for companies with easy-to-use interoperable software management systems. The push to deploy direct current (DC) charging networks will create opportunities for companies that focus more on DC charging. Overall, the player landscape for commercial charging services is likely to continue to shift over the next few years.
Hafer J.F.,University of Massachusetts Amherst |
Hafer J.F.,The New Motion |
Brown A.M.,Rutgers Biomedical and Health science |
deMille P.,Hospital for Special Surgery |
And 2 more authors.
Journal of Sports Sciences | Year: 2015
Abstract: Many studies have documented the association between mechanical deviations from normal and the presence or risk of injury. Some runners attempt to change mechanics by increasing running cadence. Previous work documented that increasing running cadence reduces deviations in mechanics tied to injury. The long-term effect of a cadence retraining intervention on running mechanics and energy expenditure is unknown. This study aimed to determine if increasing running cadence by 10% decreases running efficiency and changes kinematics and kinetics to make them less similar to those associated with injury. Additionally, this study aimed to determine if, after 6 weeks of cadence retraining, there would be carryover in kinematic and kinetic changes from an increased cadence state to a runner’s preferred running cadence without decreased running efficiency. We measured oxygen uptake, kinematic and kinetic data on six uninjured participants before and after a 6-week intervention. Increasing cadence did not result in decreased running efficiency but did result in decreases in stride length, hip adduction angle and hip abductor moment. Carryover was observed in runners’ post-intervention preferred running form as decreased hip adduction angle and vertical loading rate. © 2014, © 2014 Taylor & Francis.
Brown A.M.,Rutgers Biomedical and Health science |
Zifchock R.A.,United States Military Academy |
Hillstrom H.J.,The New Motion
Gait and Posture | Year: 2014
Purpose: To establish whether lower extremity limb dominance has an effect on overground running mechanics. Background: In attempts to resolve unilateral pathology, physical therapists often use the restoration of symmetry as a clinical milestone. While lower limb dominance has been shown to affect lower extremity mechanics during dynamic tasks such as jump landing, its effect on running gait is poorly understood. Further, despite the role of fatigue in running mechanics and injury, the interaction between fatigue and limb dominance has yet to be examined. Methods: Three-dimensional kinematic and kinetic data were collected on 20 females during overground running. Data were collected prior-to and following a treadmill run to exertion. Dominant and non-dominant limb data were compared in the fresh-state using a paired t-test. A 2-way repeated-measures ANOVA was used to test for an interaction between fatigue and limb dominance. Results: There were no significant differences between the kinematic or kinetic patterns of the dominant and non-dominant lower extremities during fresh-state overground running. Fatigue was not shown to interact with limb dominance. Conclusion: Limb dominance did not affect kinematic or kinetic side-to-side differences. Therefore, physical therapists can continue to use resolution of lower extremity symmetry as a goal of therapy without having to account for limb dominance. The lack of an interaction between fatigue and limb dominance indicates that the dominant and non-dominant limbs fatigue at a similar rate. © 2013 Elsevier B.V.
Wolff A.L.,The New Motion |
Wolfe S.W.,Hospital for Special Surgery
Journal of Hand Therapy | Year: 2016
In this article, the development of a rehabilitation approach is describe using scapholunate injury as a model. We demonstrate how scientific and clinical evidence is applied to a treatment paradigm and modified based on emerging evidence. Role of the scapholunate interosseous ligament within the pathomechanics of the carpus, along with the progression of pathology, and specific rehabilitation algorithms tailored to the stage of injury. We review the recent and current evidence on the kinematics of wrist motion during functional activity, role of the muscles in providing dynamic stability of the carpus, and basic science of proprioception. Key relevant findings in each of these inter-related areas are highlighted to demonstrate how together they form the basis for current wrist rehabilitation. Finally, we make recommendations for future research to further test the efficacy of these approaches in improving functional outcomes. © 2016 Hanley & Belfus, an imprint of Elsevier Inc. All rights reserved.
Zifchock R.A.,The New Motion |
Kirane Y.,The New Motion |
Hillstrom H.,The New Motion
Clinical Orthopaedics and Related Research | Year: 2011
Background: Although the severity of knee osteoarthritis (OA) usually is assessed using different measures of joint structure, function, and pain, the relationships between these measures are unclear. Purpose: Therefore, we: (1) examined the relationships between the measures of knee structure (flexion-extension range of motion, radiographic tibiofemoral angle, and medial joint space), function (Knee Osteoarthritis Outcome Scores [KOOS], peak adduction angle, and moment), and pain (visual analog scale [VAS]); and (2) identified variables that best predicted knee pain. Methods: We assessed 15 patients with medial knee OA using VAS pain, KOOS questionnaire, 3-D gait analysis, and radiographic examination. Parameter relationships were assessed using Pearson correlation, and variables most predictive of knee pain were determined using a stepwise multiple regression. Results: Subjective measurements correlated (|r| ≤ 0.54) with one another, as did most of the objective measurements (|r| ≤ 0.56) except for adduction moment which did not correlate with any variable. All variables correlated (|r| > 0.54) with VAS knee pain except peak adduction moment. Medial joint space and peak adduction angle best predicted knee pain, accounting for approximately three-quarters of the model variance (r 2 = 0.73). Conclusions: Medial joint space and peak adduction angle may be useful for predicting knee pain in patients with medial knee OA. Therapies that target these structural and functional variables may reduce knee pain in this population. Clinical Relevance: Increasing the medial joint space and limiting the peak knee adduction angle may be critical in achieving effective pain relief in patients with varus knee OA. © 2011 The Association of Bone and Joint Surgeons References :.
Gordon B.L.,The New Motion
Journal of Pediatric Orthopaedics | Year: 2016
BACKGROUND:: Children with hemiplegic cerebral palsy (hCP) exhibit a typical posture of elbow flexion during gait. However, the change in elbow kinematics and symmetry during gait across age span in both hCP and typically developing (TD) children is not well described. The aim of this study was to quantify the change in elbow kinematics and symmetry across age span in hCP children compared with TD children. METHODS:: Upper extremity kinematic data were extracted and analyzed from a database for gait studies performed between 2009 and 2015. A total of 35 hCP and 51 TD children between the ages of 4 and 18 (mean age: TD=11.2±0.6, hCP=9.8±0.5) met inclusionary criteria. The groups were further subdivided into 3 age categories: 4 to 7, 8 to 11, 12+ years old. Elbow angles were extracted and peak elbow flexion, overall range of motion during gait, and asymmetry indices were calculated. A 1-way analysis of variance was performed on each group with post hoc Tukey honestly significant difference pairwise comparisons. RESULTS:: Peak elbow flexion during gait increased with age in TD children (P<0.05) and decreased with age in hCP children on the affected side (P<0.05). There was no change on the less affected side of hCP children. TD children demonstrated significantly less elbow flexion (mean=51.9±2.1 deg.) compared with the affected side in hCP (mean=82.1±3.8 deg.) across all age categories (P<0.05). There was no change in elbow asymmetry index (0=perfect symmetry) across age in either controls or hCP children; however, there were differences between hCP and TD groups in younger age groups (TD=28, hCP=62, P<0.05) that resolved by adolescence (TD=32, hCP=40). CONCLUSIONS:: During gait, hCP children have greater peak elbow flexion on the affected side than do TD children. Peak elbow flexion angle converged between the 2 groups with age, decreasing in hCP children and increasing in TD children. Furthermore, elbow symmetry during gait improves with age in hCP children, approximating symmetry of TD children by adolescence. These findings have implications for both consideration and optimal timing of surgical intervention to improve elbow flexion in children with hCP. LEVEL OF EVIDENCE:: Level III—retrospective case-control study. Copyright © 2016 Wolters Kluwer Health, Inc. All rights reserved.
News Article | March 29, 2016
While the capacity of most electric vehicles to be used for long road trips is an unknown in the minds of many prospective buyers, there are actually quite a few first-hand accounts of electric vehicle road trips now out there. These give potential buyers the option of getting some idea of what current popular electric vehicle (EV) models are actually capable of, as far as long-distance travel goes. To add to that growing resource pool, a group of young people in Europe recently made and documented a road trip through a number of European countries in a Kia Soul EV (which has a range of around 100 miles). There’s a full account of the trip — detailing everything from the route, to the charging station utilization details, to the costs, etc — on the Electric Roadmovie website, for those interested. I’m going to highlight a couple of the excerpts here that were most interesting to me: Besides fixing a car, we had to prepare and plan our trip. To visit a wide variety of landscapes and charging networks we wanted to at least cross the Alps and reach the Côte D’Azur, the south coast of France. A road trip this size was not done before in an affordable electric car. We planned a possible route of about 4000 km (2485 mi), based on charger locations. We aimed for CHAdeMO chargers, which can charge the Soul to 83% within half an hour. Without any electric driving experience, it was hard to estimate the distance we could travel in a day and the time we would have left for adventure. …After a week, we face a new challenge. According to family and friends, the Alps require brute force. With an electric motor, the full torque of 285 Nm is directly available from 0 rpm. At traffic lights we learned that the acceleration of the Soul is able to press you firmly in your seat. And indeed, this proves that the Alps are no match for the Soul. Compared to the gear switching and sputter of the Picanto, the Soul whizzes smoothly through hairpin bends to the top. …In our planned route, the start of the trip seemed quite stable. Apart from the Netherlands, we could use a card of The New Motion in Germany, Belgium and Austria. Unfortunately, we learned that many local networks in Germany, Austria and Switzerland are not compatible. Some charging locations work with an app, others are SMS-activated or work with a dedicated charging pass. This can yield challenging situations. SMS-activated charging locations often rely on a national service number (0800) inaccessible with a foreign SIM card. A dedicated charging card has to be obtained at a counter or office, which means that charging locations can have limited opening hours. Besides inconsistency in payment options, there are large differences in cost calculation. At some stations you pay per session, while others charge per minute or kilowatt. In Pietra Ligure, Italy, we wanted to top up from 60% at the only local gas station with a charger. This charger lacked a meter, so the pump attendant could not check our consumption. Therefore, he came up with a price of €10. To put it in perspective; the electricity costs for a complete charge are typically around five euros. …In total we paid less than €50 (53 USD) to travel 4486 km (2787 mi) with the Soul EV, mostly because (most) chargers were free. The whole story is quite interesting, and goes over some of the differences in charging in different countries — France is relatively simple because of where chargers are located and the ubiquity of the dominant pay-pass; it’s challenging in Germany; etc. It’s worth a read for those so inclined. Reprinted with permission. Get CleanTechnica’s 1st (completely free) electric car report → “Electric Cars: What Early Adopters & First Followers Want.” Come attend CleanTechnica’s 1st “Cleantech Revolution Tour” event → in Berlin, Germany, April 9–10. Keep up to date with all the hottest cleantech news by subscribing to our (free) cleantech newsletter, or keep an eye on sector-specific news by getting our (also free) solar energy newsletter, electric vehicle newsletter, or wind energy newsletter.