Incidence, patterns, and management of frontal sinus fractures: A 10-year retrospective study at a tertiary medical center, Saudi Arabia.

OBJECTIVES: To assess the prevalence of various frontal sinus fractures (FSF) and examine the relationships between these fractures, types of treatments, and potential complications. METHODS: A retrospective study was carried out in King Saud Medical City, Riyadh, Saudi Arabia. The study analyzed the records of patients who were diagnosed and treated with FSF from 2011-2021. Files with missing documents or incomplete treatment were excluded. The retrieved data includes: patients age, gender, types, locations, treatment, and complications of FSF. Data was analyzed by the statistical Package for the Social Sciences Statistics, version 23.0 using descriptive statistics and Chi-square test. RESULTS: A total of 72 cases were included, 94.4% males and 5.6% females. Road traffic accidents were the common cause of trauma (91%). Frontal sinus fractures were unilateral in 59.7% and associated other injuries in 80.6% of cases. Anterior table fractures were the largest proportion (58.3%), followed by anterior and posterior table (37.5%). The carried out surgical procedures were obliteration (23.9%), cranialization and obliteration (23.9%), and fixation only (52.2%). The post-operative complications were categorized into; neurological (22.2%), ophthalmic (15.3%), infection (2.8%), and deformity (16.7%). Anterior and posterior table had the highest percentage among these categories. CONCLUSION: Frontal sinus fractures were mostly required surgical treatment (63.9%) and post-operative complications occurred especially the neurological and ophthalmic. We recommend studies on the association of complications and different types of obliteration materials.

Hospitalization information and burden of pediatric inpatients in transport accidents.

BACKGROUND: Transport accidents are one of the leading causes of child morbidity and mortality worldwide and represent a significant public health burden. This study aimed to investigate the hospitalization information and burden of pediatric inpatients in transport accidents in China. METHODS: In this study, we collected the cover page of the medical records of pediatric inpatients in transport accidents using the Futang Research Center of Pediatric Development (FRCPD) database from January 1, 2016 to December 31, 2021. Then, we extracted the epidemiological characteristics, including demographic characteristics, cases distribution, disease information, and hospitalization burden. RESULTS: Among 36,455 included inpatients, males, aged 1-3 years, East China, July were dominant in different subgroups. In transport accidents, pedestrians were the most frequently type of injury (65.69%). Of all known lesions, craniocerebral/nerve injury was the more common results in pediatric inpatients in transport accidents (33.93%). In addition to pedal cyclists more susceptible to sport system injury, other types of injured person with transport accidents were mainly craniocerebral/nerve injury. In terms of the type of discharge, occupant of heavy transport vehicle or bus and people with craniocerebral/nerve injury had the highest mortality rate after hospitalization in all type and lesion of injured person groups, respectively. The largest hospitalization burden in the type of injured person was occupant of heavy transport vehicle or bus. CONCLUSIONS: This study revealed that epidemiological characteristics and the main factor influencing the hospitalization information and burden of children with traffic accidents in China.

Major Traffic Safety Reform and Road Traffic Injuries Among Low-Income New York Residents, 2009-2021.

Objectives. To evaluate the effects of a comprehensive traffic safety policy-New York City's (NYC's) 2014 Vision Zero-on the health of Medicaid enrollees. Methods. We conducted difference-in-differences analyses using individual-level New York Medicaid data to measure traffic injuries and expenditures from 2009 to 2021, comparing NYC to surrounding counties without traffic reforms (n = 65 585 568 person-years). Results. After Vision Zero, injury rates among NYC Medicaid enrollees diverged from those of surrounding counties, with a net impact of 77.5 fewer injuries per 100 000 person-years annually (95% confidence interval = -97.4, -57.6). We observed marked reductions in severe injuries (brain injury, hospitalizations) and savings of $90.8 million in Medicaid expenditures over the first 5 years. Effects were largest among Black residents. Impacts were reversed during the COVID-19 period. Conclusions. Vision Zero resulted in substantial protection for socioeconomically disadvantaged populations known to face heightened risk of injury, but the policy's effectiveness decreased during the pandemic period. Public Health Implications. Many cities have recently launched Vision Zero policies and others plan to do so. This research adds to the evidence on how and in what circumstances comprehensive traffic policies protect public health. (Am J Public Health. 2024;114(6):633-641. https://doi.org/10.2105/AJPH.2024.307617).

Racial and Ethnic Disparities in All-Cause and Cause-Specific Mortality Among US Youth.

Importance: Mortality rates in US youth have increased in recent years. An understanding of the role of racial and ethnic disparities in these increases is lacking. Objective: To compare all-cause and cause-specific mortality trends and rates among youth with Hispanic ethnicity and non-Hispanic American Indian or Alaska Native, Asian or Pacific Islander, Black, and White race. Design, Setting, and Participants: This cross-sectional study conducted temporal analysis (1999-2020) and comparison of aggregate mortality rates (2016-2020) for youth aged 1 to 19 years using US Centers for Disease Control and Prevention Wide-Ranging Online Data for Epidemiologic Research database. Data were analyzed from June 30, 2023, to January 17, 2024. Main Outcomes and Measures: Pooled, all-cause, and cause-specific mortality rates per 100 000 youth (hereinafter, per 100 000) for leading underlying causes of death were compared. Injuries were classified by mechanism and intent. Results: Between 1999 and 2020, there were 491 680 deaths among US youth, including 8894 (1.8%) American Indian or Alaska Native, 14 507 (3.0%) Asian or Pacific Islander, 110 154 (22.4%) Black, 89 251 (18.2%) Hispanic, and 267 452 (54.4%) White youth. Between 2016 and 2020, pooled all-cause mortality rates were 48.79 per 100 000 (95% CI, 46.58-51.00) in American Indian or Alaska Native youth, 15.25 per 100 000 (95% CI, 14.75-15.76) in Asian or Pacific Islander youth, 42.33 per 100 000 (95% CI, 41.81-42.86) in Black youth, 21.48 per 100 000 (95% CI, 21.19-21.77) in Hispanic youth, and 24.07 per 100 000 (95% CI, 23.86-24.28) in White youth. All-cause mortality ratios compared with White youth were 2.03 (95% CI, 1.93-2.12) among American Indian or Alaska Native youth, 0.63 (95% CI, 0.61-0.66) among Asian or Pacific Islander youth, 1.76 (95% CI, 1.73-1.79) among Black youth, and 0.89 (95% CI, 0.88-0.91) among Hispanic youth. From 2016 to 2020, the homicide rate in Black youth was 12.81 (95% CI, 12.52-13.10) per 100 000, which was 10.20 (95% CI, 9.75-10.66) times that of White youth. The suicide rate for American Indian or Alaska Native youth was 11.37 (95% CI, 10.30-12.43) per 100 000, which was 2.60 (95% CI, 2.35-2.86) times that of White youth. The firearm mortality rate for Black youth was 12.88 (95% CI, 12.59-13.17) per 100 000, which was 4.14 (95% CI, 4.00-4.28) times that of White youth. American Indian or Alaska Native youth had a firearm mortality rate of 6.67 (95% CI, 5.85-7.49) per 100 000, which was 2.14 (95% CI, 1.88- 2.43) times that of White youth. Black youth had an asthma mortality rate of 1.10 (95% CI, 1.01-1.18) per 100 000, which was 7.80 (95% CI, 6.78-8.99) times that of White youth. Conclusions and Relevance: In this study, racial and ethnic disparities were observed for almost all leading causes of injury and disease that were associated with recent increases in youth mortality rates. Addressing the increasing disparities affecting American Indian or Alaska Native and Black youth will require efforts to prevent homicide and suicide, especially those events involving firearms.

Predicting black ice-related accidents with probabilistic modeling using GIS-based Monte Carlo simulation.

Black ice, a phenomenon that occurs abruptly owing to freezing rain, is difficult for drivers to identify because it mirrors the color of the road. Effectively managing the occurrence of unforeseen accidents caused by black ice requires predicting their probability using spatial, weather, and traffic factors and formulating appropriate countermeasures. Among these factors, weather and traffic exhibit the highest levels of uncertainty. To address these uncertainties, a study was conducted using a Monte Carlo simulation based on random values to predict the probability of black ice accidents at individual road points and analyze their trigger factors. We numerically modeled black ice accidents and visualized the simulation results in a geographical information system (GIS) by employing a sensitivity analysis, another feature of Monte Carlo simulations, to analyze the factors that trigger black ice accidents. The Monte Carlo simulation allowed us to map black ice accident occurrences at each road point on the GIS. The average black ice accident probability was found to be 0.0058, with a standard deviation of 0.001. Sensitivity analysis using Monte Carlo simulations identified wind speed, air temperature, and angle as significant triggers of black ice accidents, with sensitivities of 0.354, 0.270, and 0.203, respectively. We predicted the probability of black ice accidents per road section and analyzed the primary triggers of black ice accidents. The scientific contribution of this study lies in the development of a method beyond simple road temperature predictions for evaluating the risk of black ice occurrences and subsequent accidents. By employing Monte Carlo simulations, the probability of black ice accidents can be predicted more accurately through decoupling meteorological and traffic factors over time. The results can serve as a reference for government agencies, including road traffic authorities, to identify accident-prone spots and devise strategies focused on the primary triggers of black ice accidents.

Supporting equitable and responsible highway safety improvement funding allocation strategies - Why AI prediction biases matter.

The existing methodologies for allocating highway safety improvement funding closely rely on the utilization of crash prediction models. Specifically, these models produce predictions that estimate future crash hazard levels in different geographical areas, which subsequently support the future funding allocation strategies. In recent years, there is a burgeoning interest in applying artificial intelligence (AI)-based models to perform crash prediction tasks. Despite the remarkable accuracy of these AI-based crash prediction models, they have been observed to yield biased prediction outcomes across areas of different socioeconomic statuses. These biases are primarily attributed to the inherent measurement and representation biases of AI-based prediction models. More precisely, measurement bias arises from the selection of target variables to reflect crash hazard levels, while representation bias results from the issue of imbalanced number of samples representing areas with different socioeconomic statuses within the dataset. Consequently, these biased prediction outcomes have the potential to perpetuate an unfair allocation of funding resources, contributing to worsen social inequality over time. Drawing upon a real-world case study in North Carolina, this study designs an AI-based crash prediction model that utilizes previous sociodemographic and crash-related variables to predict future severe crash rate of each area to reflect the crash hazardous level. By incorporating a fair regression framework, this study endeavors to transform the crash prediction model to become both fair and accurate, aiming to support equitable and responsible safety improvement funding allocation strategies.

An ALNS-based approach for the traffic-police-routine-patrol-vehicle assignment problem in resource allocation analysis of traffic crashes.

OBJECTIVES: Imbalances between limited police resource allocations and the timely handling of road traffic crashes are prevalent. To optimize resource allocations and route choices for traffic police routine patrol vehicle (RPV) assignments, a dynamic crash handling response model was developed. METHODS: This approach was characterized by two objective functions: the minimum waiting time and the minimum number of RPVs. In particular, an adaptive large neighborhood search (ALNS) was designed to solve the model. Then, the proposed ALNS-based approach was examined using comprehensive traffic and crash data from Ningbo, China. RESULTS: Finally, a sensitivity analysis was conducted to evaluate the bi-objective of the proposed model and simultaneously demonstrate the efficiency of the obtained solutions. Two resolution methods, the global static resolution mode, and real-time dynamic resolution mode, were applied to explore the optimal solution. CONCLUSIONS: The results show that the optimal allocation scheme for traffic police is 13 RPVs based on the global static resolution mode. Specifically, the average waiting time for traffic crash handling can be reduced to 5.5 min, with 53.8% less than 5.0 min and 90.0% less than 10.0 min.

The economic and resource burden of e-scooter-related orthopaedic injuries: A district general hospital's experience.

PURPOSE: Electric scooters (e-scooters) are an increasingly popular method of transportation worldwide. However, there are concerns regarding their safety, specifically with regards to orthopaedic injuries. We aimed to investigate the overall burden and financial impact on orthopaedic services as a result of e-scooter-related orthopaedic injuries. METHODS: We retrospectively identified all e-scooter-related injuries requiring orthopaedic admission or surgical intervention in a large District General Hospital in England over a 16-month period between September 2020 and December 2021. Injuries sustained, surgical management, inpatient stay and resources used were calculated. RESULTS: Seventy-nine patients presented with orthopaedic injuries as a result of e-scooter transportation with a mean age of 30.1 years (SD 11.6), of which 62 were males and 17 were females. A total of 86 individual orthopaedic injuries were sustained, with fractures being the most common type of injury. Of these, 23 patients required 28 individual surgical procedures. The combined theatre and recovery time of these procedures was 5500 min, while isolated operating time was 2088 min. The total cost of theatre running time for these patients was estimated at £77,000. A total of 17 patients required hospital admission under Trauma and Orthopaedics, which accounted for total combined stay of 99 days with a mean length of stay of 5.8 days. CONCLUSION: While there are potential environmental benefits to e-scooters, we demonstrate the risks of injury associated with their use and the associated increased burden to the healthcare system through additional emergency attendances, frequent outpatient clinic appointments, surgical procedures, and hospital inpatient admissions.

Racial equity in trauma injury: An unresolved enigma.

BACKGROUND: Racial disparities in healthcare have been attributed to socioeconomic inequalities while the relative risk (RR) of traumatic injury in people of color has yet to be described. METHODS: Demographics of our patient population were compared to the population of our service area. The racial and ethnic identities of gunshot wound (GSW) and motor vehicle collision (MVC) patients were used to establish RR of traumatic injury adjusting for socioeconomic status defined by payor mix and geography. RESULTS: GSW assaults were more common in Blacks (59.1%) while self-inflicted GSWs were more common in Whites (46.2%). RR of having a GSW was 4.65 times greater (95% CI 4.03-5.37; p < 0.01) among Blacks than other populations. MVC patients were 36.8% Black, 26.6% White, and 32.6% Hispanic. Blacks had an increased risk of MVC compared to other races (RR 2.13; 95% CI 1.96-2.32; p < 0.01). The racial and ethnic identity of the patient was not a predictor of GSW or MVC mortality. CONCLUSIONS: Increased risk of GSW and MVC was not correlated with local population demographics or socioeconomic status.

Health Benefits of Strategies for Carbon Mitigation in US Transportation, 2017‒2050.

Objectives. To quantify health benefits and carbon emissions of 2 transportation scenarios that contrast optimum levels of physical activity from active travel and minimal air pollution from electric cars. Methods. We used data on burden of disease, travel, and vehicle emissions in the US population and a health impact model to assess health benefits and harms of physical activity from transportation-related walking and cycling, fine particulate pollution from car emissions, and road traffic injuries. We compared baseline travel with walking and cycling a median of 150 weekly minutes for physical activity, and with electric cars that minimized carbon pollution and fine particulates. Results. In 2050, the target year for carbon neutrality, the active travel scenario avoided 167 000 deaths and gained 2.5 million disability-adjusted life years, monetized at $1.6 trillion using the value of a statistical life. Carbon emissions were reduced by 24% from baseline. Electric cars avoided 1400 deaths and gained 16 400 disability-adjusted life years, monetized at $13 billion. Conclusions. To achieve carbon neutrality in transportation and maximize health benefits, active travel should have a prominent role along with electric vehicles in national blueprints. (Am J Public Health. 2022; 112(3):426-433. https://doi.org/10.2105/AJPH.2021.306600).

Factors influencing willingness to pay for accident risk reduction among personal car drivers in Thailand.

Thailand ranks near the top for the road accident fatality rate worldwide, and more and more vehicles are being registered in Thailand every year. Obtaining the opinions of road commuters may help us reduce road accidents in Thailand. This study seeks to understand damage value in road accidents for personal car drivers in Thailand, using the willingness to pay approach and establishing factors affecting willingness to pay with the theory of planned behavior (TPB). This study obtained data using questionnaires in face-to-face interviews with 1,650 personal cars drivers in Thailand. The average willingness to pay (WTP) for 50% fatality or injury reduction was 23.00 baht/person/50 km trip (US $0.74/person/50 km trip). We obtained the value of statistical life (VSL), assessing this to fall between US $815,385 and US $872,942, and the value of statistical injury (VSI), between US $150,059 and US $160,652. Overall, national damage was assessed at US $4,701,981,170 annually. According to the analysis of factors affecting WTP, TPB comprises four factors, namely, driver attitude, subjective norm, perceived behavioral control, and behavioral intention. Analysis using structural equation modeling (SEM) found all mentioned factors were relevant and positively influenced personal car drivers' WTP in Thailand, with a statistical significance at a 99% confidence interval (p < 0.01). This study can develop recommendations for relevant organizations to analyze the results as part of considerations regarding budget allocation and developments on road safety policy due to driver attitude as important as environmental factors or any other factors.

Trauma in northern Quebec, 2005-2014: epidemiologic features, transfers and patient outcomes.

BACKGROUND: The Inuit people residing in Nunavik, Quebec, are vulnerable to major trauma owing to environmental and social factors; however, there is no systematic data collection for trauma in Nunavik, and, apart from data regarding patients who are transferred to tertiary care centres, no data enter the Quebec trauma registry directly from Nunavik. We performed a study to characterize the epidemiologic features of trauma in Nunavik, and describe indications for transfer and outcomes of patients referred to the tertiary trauma centre. METHODS: We collected data retrospectively for all patients with trauma admitted to the Centre de santé Tulattavik de l'Ungava in Kuujjuaq from 2005 to 2014. Sociodemographic, injury and health services data were extracted. The data were analyzed in conjunction with coroners' reports on death from trauma in Nunavik. RESULTS: A total of 797 trauma cases were identified. The most common causes of injury were motor vehicle collisions (258 cases [32.4%]), falls (137 [17.2%]) and blunt assault (95 [11.9%]). One-third of patients (262 [32.9%]) were transferred to the tertiary care centre in Montréal. The incidence rate of major trauma (Injury Severity Score > 12) was 18.1 and 21.7 per 10 000 person-years in the Kuujjuaq region and the Puvirnituq region, respectively, which translates to a relative risk (RR) of 4 compared to the Quebec population. The disparity observed in trauma mortality rate was even greater, with an RR of 47.6 compared to the Quebec population. CONCLUSION: The study showed major disparity in trauma incidence and mortality rate between Nunavik and the province of Quebec. Our findings allow for a better understanding of the burden of injury and regional trauma mortality in Nunavik, and recommendations for optimization of the trauma system in this unique setting.

Alcohol and the Risk of Injury.

Globally, almost four and a half million people died from injury in 2019. Alcohol's contribution to injury-related premature loss of life, disability and ill-health is pervasive, touching individuals, families and societies throughout the world. We conducted a review of research evidence for alcohol's causal role in injury by focusing on previously published systematic reviews, meta-analyses and where indicated, key studies. The review summarises evidence for pharmacological and physiological effects that support postulated causal pathways, highlights findings and knowledge gaps relevant to specific forms of injury (i.e., violence, suicide and self-harm, road injury, falls, burns, workplace injuries) and lays out options for evidence-based prevention.

Epidemiology of paediatric injuries in Nepal: evidence from emergency department injury surveillance.

BACKGROUND: Globally, injuries cause >5 million deaths annually and children and young people are particularly vulnerable. Injuries are the leading cause of death in people aged 5-24 years and a leading cause of disability. In most low-income and middle-income countries where the majority of global child injury burden occurs, systems for routinely collecting injury data are limited. METHODS: A new model of injury surveillance for use in emergency departments in Nepal was designed and piloted. Data from patients presenting with injuries were collected prospectively over 12 months and used to describe the epidemiology of paediatric injury presentations. RESULTS: The total number of children <18 years of age presenting with injury was 2696, representing 27% of all patients presenting with injuries enrolled. Most injuries in children presenting to the emergency departments in this study were unintentional and over half of children were <10 years of age. Falls, animal bites/stings and road traffic injuries accounted for nearly 75% of all injuries with poisonings, burns and drownings presenting proportionately less often. Over half of injuries were cuts, bites and open wounds. In-hospital child mortality from injury was 1%. CONCLUSION: Injuries affecting children in Nepal represent a significant burden. The data on injuries observed from falls, road traffic injuries and injuries related to animals suggest potential areas for injury prevention. This is the biggest prospective injury surveillance study in Nepal in recent years and supports the case for using injury surveillance to monitor child morbidity and mortality through improved data.

Severity and patterns of injury in helmeted vs. non-helmeted motorcyclists in a rural state.

INTRODUCTION: Under current law in our rural state, there is no universal requirement for motorcyclists to wear helmets. Roughly 500 motorcycle crashes are reported by the state each year and only a fraction of those riders wear helmets. We sought to determine the difference in injury patterns and severity in helmeted versus non-helmeted riders. METHODS: Retrospective review (2014-2018) of a single level 1 trauma center's registry was done for subjects admitted after a motorcycle collision. Demographic, injury and patient outcome data were collected. Patients were stratified by helmet use (n = 81), no helmet use (n = 144), and unknown helmet use (n = 194). Statistical analysis used Student's t-test or Pearson's χ2p-value ≤0.05 as significant. State Department of Transportation data registry for state level mortality and collision incidence over the same time period was also obtained. RESULTS: Of the 2,022 state-reported motorcycle collisions, 419 individuals admitted to our trauma center were analyzed (21% capture). State-reported field fatality rate regardless of helmet use was 4%. Our inpatient mortality rate was 2% with no differences between helmet uses. Helmeted riders were found to have significantly fewer head and face injuries, higher GCS, lower face, neck, thorax and abdomen AIS, fewer required mechanical ventilation, shorter ICU length of stay, and had a greater number of upper extremity injuries and higher upper extremity AIS. CONCLUSIONS: Helmeted motorcyclists have fewer head, face, and cervical spine injuries, and lower injury severities: GCS and face, neck, thorax, abdomen AIS. Helmeted riders had significantly less mechanical ventilation requirement and shorter ICU stays. Non-helmeted riders sustained worse injuries. Practical Applications: Helmets provide safety and motorcycle riders have a 34-fold higher risk of death following a crash. Evaluating injury severities and patterns in motorcycle crash victims in a rural state with no helmet laws may provide insight into changing current legislation.

Comparison of motor vehicle-involved e-scooter and bicycle crashes using standardized crash typology.

INTRODUCTION: The market share of e-scooters in the United States has proliferated in cities: 86 million trips were made on shared e-scooters in 2019, a more than 100% increase compared to 2018. However, the interaction of e-scooters with other road users and infrastructure remains uncertain. METHOD: This study scrutinized 52 e-scooter and 79 bicycle police-reported crashes in Nashville, Tennessee, from April 2018 to April 2020 from the Tennessee Integrated Traffic Analysis Network (TITAN) database. We used descriptive analysis and a recent prototype version of the Pedestrian and Bicycle Crash Analysis Tool (PBCAT) to classify crashes based on the locations of the crashes relative to roadway segments or intersections, as well as the maneuver of the motor vehicle and e-scooter/bicycle relative to the motor vehicle. RESULTS: Two crash typologies can explain the majority of e-scooter crashes, while bicycle crashes are distributed over several crash typologies. Additionally, 1 in 10 e-scooter- and bicycle-motor vehicle crashes leads to the injury or fatality of the e-scooter rider or bicyclist. Furthermore, we noted statistically significant differences in spatial and temporal distribution, demographics, lighting conditions, and crash distance from home for e-scooter and bicycle crashes. CONCLUSIONS: The police crash report provides a comprehensive picture of e-scooter safety complementing existing literature. We found that e-scooter crash characteristics do not fully overlap with features of bicycle crashes. PRACTICAL IMPLICATIONS: A generalized engineering, education, and enforcement treatment to reduce and prevent e-scooter and bicycle crashes, injuries, and fatalities might not result in equal outcomes for each mode. More rigorous enforcement could be implemented to deter e-scooters riders under the age of 18 years and e-scooter safety campaigns could target female riders.

A price-performance analysis of the protective capabilities of wholesale bicycle helmets.

OBJECTIVE: Although bicycle helmets are an effective countermeasure against head injury, many cyclists do not wear one. One avenue for facilitating widespread helmet use is through community-driven helmet safety initiatives, which often give away or subsidize wholesale helmet models that are manufactured at a low price point. However, the impact performance of such helmets during real-world accident conditions has yet to be explored. The present study seeks to investigate trends between wholesale bicycle helmet price and protective capabilities. METHODS: Nine common wholesale helmet models (price range $3.65-$12.95) were evaluated according to the bicycle Summation of Tests for the Analysis of Risk (STAR) methodology, which analyzes helmet performance in 24 oblique impact tests reflecting common cyclist head impact conditions. Resulting head peak linear acceleration (PLA) and peak rotational velocity (PRV) were collected and used to predict risk of concussion. Concussion risks were then combined using the STAR algorithm in order to summarize each model's risks into a single, weighted metric. RESULTS: Large ranges in kinematic results led to large variations in concussion risks between helmets, and in turn, large variations in STAR values (13.5-26.2). Wholesale helmet price was not significantly associated with STAR, although incorporating 30 previous bicycle helmet STAR results produced a weak negative correlation between price and STAR overall. Nonetheless, the best-performing wholesale helmet produced one of the lowest overall STAR values for a price of $6.45. Helmet style was instead a superior predictor of STAR, with multi-sport style helmets producing significantly higher linear accelerations and resulting STAR values than bike style helmets. CONCLUSIONS: These results show that the impact performance of wholesale helmets ranges considerably despite their low price-points. Results can also guide helmet safety promotion organizers toward distributing wholesale bicycle helmet models associated with lower overall concussion risks.

Factors influencing clinical symptoms and treatment of patients with traffic accident injuries: A retrospective chart review with a questionnaire survey.

This study analyzed factors influencing clinical symptoms and treatment of patients with traffic accident injuries. It used a retrospective chart review and questionnaire survey obtained from 560 patients (266 men and 294 women). It also conducted follow-up observations of progress after car insurance settlements and investigated the usefulness of and patient satisfaction with integrative Korean medicine treatment for traffic accident injuries. Retrospective data of patients admitted for traffic accident injury were obtained. A questionnaire survey was conducted to collect data regarding the degree of traffic accident damage, severity of pain at settlement, any treatment after settlement and duration and cost of such treatment, and patient satisfaction with car insurance services and Korean medicine treatment for traffic accident injury. The results showed no significant association between pain and the degree of damage to the car at the time of traffic accident (P = 0.662), although the degree of damage to the car was more significantly associated with time to reach a car insurance settlement than severity of pain in the patient (P = 0.003). There was no significant association between the degree of damage to the car in a traffic accident and pain after a traffic accident. Greater severity of pain at the time of the car insurance settlement was associated with greater cost and longer time spent in treatment after the car insurance settlement.

Assessment of temporal stability in risk factors of crashes at horizontal curves on rural two-lane undivided highways.

INTRODUCTION: Safety of horizontal curves on rural two-lane, two-way undivided roadways is not fully explored. This study investigates factors that impact injury severity of such crashes. METHOD: To achieve the aim of this paper, issues associated with police-reported crash data such as unobserved heterogeneity and temporal stability need to be accounted for. Hence, a mixed logit model was estimated, while heterogeneity in means and variances is investigated by considering four injury severity outcomes for drivers: severe injury, moderate injury, possible injury, and no injury. Crash data for the period between 2011 and 2016 for crashes that occurred in the state of Oregon was analyzed. Temporal stability in factors determining the injury severity was investigated by identifying three time periods through splitting crash data into 2011-2012, 2013-2014, and 2015-2016. RESULTS: Despite some factors affecting injuries in all specified time periods, the values of the marginal effects showed relative differences. The estimation results revealed that some factors increased the risk of being involved in severe injury crashes, including head-on collisions, drunk drivers, failure to negotiate curves, older drivers, and exceeding the speed limits. CONCLUSIONS: The hypothesis that attributes of injury severity are temporally stable is rejected. For example, young drivers (30 years old and younger) and middle-aged drivers were found to be temporally instable over time. Practical applications: The findings could help transportation authorities and safety professionals to enhance the safety of horizontal curves through appropriate and effective countermeasures.