Objective: The purpose of this study was to profile all-terrain vehicle crash victims with neurological injuries who were treated at a Level I trauma center.
Methods: We retrospectively reviewed trauma registry data for 238 patients who were admitted to the Jon Michael Moore Trauma Center at the West Virginia University School of Medicine after all-terrain vehicle crashes, between January 1991 and December 2000. Age, helmet status, alcohol and drug use, head injuries, length of stay, disposition, and hospital costs were studied. Death rates, head injuries, age, helmet use, and safety legislation in all 50 states were compared.
Results: Eighty percent of victims were male, with an average age of 27.3 years. Only 22% of all patients were wearing helmets. Alcohol and/or drugs were involved in almost one-half of all incidents. Fifty-five of 238 patients sustained spinal axis injuries; only 5 were wearing helmets. One-third of victims (75 of 238 victims) were in the pediatric population, and only 21% were wearing helmets. Only 15% of victims less than 16 years of age were wearing helmets. There were a total of eight deaths; only one patient was wearing a helmet.
Conclusion: In the United States, all-terrain vehicles caused an estimated 240 deaths/yr between 1990 and 1994, which increased to 357 deaths/yr between 1995 and 2000. Brain and spine injuries occurred in 80% of fatal crashes. West Virginia has a fatality rate approximately eight times the national rate. Helmets reduce the risk of head injury by 64%, but only 21 states have helmet laws. Juvenile passengers on adult-driven vehicles are infrequently helmeted (<20%) and frequently injured (>65%). We conclude that safety legislation would save lives.
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http://dx.doi.org/10.1227/01.neu.0000114922.46342.38 | DOI Listing |
Sci Rep
January 2025
School of Computer and Communication Engineering, Dalian Jiaotong University, Dalian, 116028, China.
This paper proposes the YOLOv8n_H method to address issues regarding parameter redundancy, slow inference speed, and suboptimal detection precision in contemporary helmet-wearing target recognition algorithms. The YOLOv8 C2f module is enhanced with a new SC_Bottleneck structure, incorporating the SCConv module, now termed SC_C2f, to mitigate model complexity and computational costs. Additionally, the original Detect structure is substituted with the PC-Head decoupling head, leading to a significant reduction in parameter count and an enhancement in model efficiency.
View Article and Find Full Text PDFPrehosp Emerg Care
January 2025
Clinical and Research Services, ImageTrend Inc.
Objectives: Motorcycle helmets save lives and reduce serious injury after motorcycle collisions (MCC). In 2022, 18 states had laws requiring helmet use by motorcyclists aged ≥21 years. Our objective was to compare helmet use and head trauma in emergency medical services (EMS) patients involved in MCC in states with and without helmet use laws.
View Article and Find Full Text PDFInj Epidemiol
January 2025
Department of Trauma Surgery, TUM University Hospital Klinikum Rechts der Isar, Ismaninger Straße 22, 81675, Munich, Germany.
Background: The increasing adoption of individual urban mobility in European cities is contributing to a rise in the number of bicycle and e-scooter users. Consequently, a corresponding increase in accidents, along with an additional burden on emergency departments, is anticipated, particularly in metropolitan areas. The objective of this prospective cross-sectional study was to gather detailed information regarding the patient demographics, accident mechanisms, and injury patterns of e-scooter riders in comparison to cyclists.
View Article and Find Full Text PDFInt J Inj Contr Saf Promot
December 2024
Department of Civil Engineering, University of Colorado Denver, Denver, CO, USA.
Using the methodology developed by the National Highway Traffic Safety Administration (NHTSA) for motorcyclists, this paper estimates bicycle helmet effectiveness factors (HEFs), defined as the percentage greater chance that a helmeted bicyclist will avoid a fatality or serious injury relative to a non-wearer. We analyse reported motor vehicle-bicycle collisions in Colorado between 2006 and 2014. We conclude that NHTSA's motorcycle HEF methodology did not provide reasonable results given underreporting of low-severity collisions of helmeted bicyclists.
View Article and Find Full Text PDFUlus Travma Acil Cerrahi Derg
January 2024
Department Of Orthopaedics And Traumatology, Haseki Training And Research Hospital, Istanbul, Turkey.
Background: The aim of our study is to analyze the orthopedic injuries and the use of protective equipment among commercial motorcycle couriers during the Coronavirus Disease 2019 (COVID-19) pandemic in a level 1 trauma center in Istanbul, to provide epidemiological data, and to serve as a baseline for future studies.
Methods: Commercial motorcycle couriers involved in traffic accidents while working, and who were brought to the emergency department between April 2020 and April 2022, were included in our study. The protective equipment worn at the time of the accidents, including helmets, jackets, pants, gloves, and boots, were recorded.
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