A heterogeneity based case-control analysis of motorcyclist's injury crashes: Evidence from motorcycle crash causation study.

The main objective of this study is to quantify how different "policy-sensitive" factors are associated with risk of motorcycle injury crashes, while controlling for rider-specific, psycho-physiological, and other observed/unobserved factors. The analysis utilizes data from a matched case-control design collected through the FHWA's Motorcycle Crash Causation Study. In particular, 351 cases (motorcyclists involved in injury crashes) are analyzed vis-à-vis similarly-at-risk 702 matched controls (motorcyclists not involved in crashes). Unlike traditional conditional estimation of relative risks, the paper presents heterogeneity based statistical analysis that accounts for the possibility of both within and between matched case-control variations. Overall, the correlations between key risk factors and injury crash propensity exhibit significant observed and unobserved heterogeneity. The results of best-fit random parameters logit model with heterogeneity-in-means show that riders with partial helmet coverage (U.S. DOT compliant helmets with partial coverage, least intrusive covering only the top half of the cranium) have a significantly lower risk of injury crash involvement. Lack of motorcycle rider conspicuity captured by dark (red) upper body clothing is associated with significantly higher injury crash risk (odds ratio 3.87, 95% CI: 1.63, 9.61). Importantly, a rider's motorcycle-oriented lower clothing (e.g., cannot easily get stuck in the machinery) significantly lowers the odds of injury crash involvement. Regarding the effectiveness of training, formal motorcycle driving training in recent years was associated with lower injury crash propensity. Finally, riders with less sleep prior to crash/interview exhibited 1.97 times higher odds of crash involvement compared to riders who had more than 5 h of sleep. Methodologically, the conclusion is that the correlations of several rider, exposure, apparel, and riding history related factors with crash risk are not homogeneous and in fact vary in magnitude as well as direction. The study results indicate the need to develop appropriate countermeasures, such as refresher motorcycle training courses, prevention of sleep-deprived/fatigued riding, and riding under the influence of alcohol and drugs.

Novelty helmet use and motorcycle rider fatality.

OBJECTIVES: To compare the risk of fatal injury across helmet types among collision-involved motorcyclists. METHODS: We used data from a cohort of motorcyclists involved in police-reported traffic collisions. Eighty-four law enforcement agencies in California collected detailed information on helmet and rider characteristics during collision investigations in June 2012 through July 2013. Multiply-adjusted risk ratios were estimated with log-binomial regression. RESULTS: The adjusted fatal injury risk ratio for novelty helmets was 1.95 (95% CI 1.11-3.40, p 0.019), comparing novelty helmets with full-face helmets. The risk ratios for modular, open-face, and half-helmets, compared with full-face helmets, were not significant. CONCLUSIONS: A more complete understanding of the inadequacy of novelty helmets can be used in educational and law enforcement countermeasures to improve helmet use among motorcycling populations in California and other US states. Law enforcement approaches to mitigating novelty helmet use would seem attractive given that novelty helmets can be visually identified by law enforcement officers with sufficient training.

Influence of type of helmet on facial trauma in motorcycle accidents.

The mandatory use of helmets by motorcyclists has lowered the incidence of facial trauma, but we know little about the effects of different models of helmet on such injuries. We aimed to find out how different types of helmet affect facial injuries. We collected retrospective data from the medical records of 157 patients treated in a trauma centre in metropolitan São Paulo between January and December 2011. Patients wearing open-face helmets were twice as likely to require an operation as those wearing full-face helmets. The type of helmet is strongly associated with the treatment required.

How satisfied are soldiers with their ballistic helmets? A comparison of soldiers' opinions about the advanced combat helmet and the personal armor system for ground troops helmet.

Many factors are considered during ballistic helmet design, including comfort, weight, fit, and maintainability. These factors affect soldiers' decisions about helmet use; therefore, rigorous research about soldiers' real-life experiences with helmets is critical to assessing a helmet's overall protective efficacy. This study compared soldiers' satisfaction and problem experience with the advanced combat helmet (ACH) and the personal armor system for ground troops (PASGT) helmet. Data were obtained from surveys of soldiers at Fort Bragg, North Carolina. Ninety percent of ACH users were satisfied overall with their helmet, but only 9.5% of PASGT users were satisfied (p < 0.001). The most frequently reported problems for the ACH involved malfunctioning helmet parts. The most frequently reported problems for the PASGT involved discomfort. This analysis indicated that there was a strong soldier preference for the ACH over the PASGT, which could enhance its already superior protective qualities. It also demonstrated the usefulness of soldiers' assessments of protective equipment.

Human and manikin head/neck response to +Gz acceleration when encumbered by helmets of various weights.

A series of +Gz impact tests were performed on the Armstrong laboratory vertical decelerator with human and manikin subjects wearing various helmet-mounted systems. The resulting data were used to quantify the effects on human dynamic response of varying helmet mass and seat acceleration as well as to provide comparisons to previously established safe limits of impact exposures. Tests with human subjects and a 97th percentile manikin were performed at seat impact levels of up to + 10 Gz for human and + 15 Gz for manikins, with standard and prototype helmet-mounted systems weighing from 3.2 to 6.6 lb. The results showed that increases in the helmet weight and seat acceleration resulted in increased compression, shear, and rotational forces on the neck. With helmet weights greater than 4.5 lb during +15 Gz impacts, neck compression force began to exceed established cadaver injury limits.

Protección craneana: cascos de seguridad / Craneal protection: hard hats

No olvidemos la importancia de los cascos de seguridad cuando queremos prevenir lesiones en la cabeza a los trabajadores por impacto, penetración y choque eléctrico o quemaduras. Como los otros equipos de protección personal los cascos de seguridad necesitan estar en perfectas condiciones. Ellos deben cumplir con la normalización y, por lo tanto, estar libres de grietas y fallas en el arnés. Asegúrese de que sus trabajadores estén protegidos.

Protección craneana: cascos de seguridad / Craneal protection: hard hats

No olvidemos la importancia de los cascos de seguridad cuando queremos prevenir lesiones en la cabeza a los trabajadores por impacto, penetración y choque eléctrico o quemaduras. Como los otros equipos de protección personal los cascos de seguridad necesitan estar en perfectas condiciones. Ellos deben cumplir con la normalización y, por lo tanto, estar libres de grietas y fallas en el arnés. Asegúrese de que sus trabajadores estén protegidos. (AU)

Are automobile head restraints used effectively?

Observation of 992 motor vehicles and their drivers revealed that most drivers do not have their head restraints effectively positioned. Improper positioning was more common with adjustable restraints, in commercial vehicles, and among male drivers. Some head restraints could not be adjusted properly. Improvements in headrest adjustment might help decrease morbidity in motor vehicle accidents.