Dataset Information

Children's bicycle helmet use and injuries in Hillsborough County, Florida before and after helmet legislation.

ABSTRACT: The purpose of this research was to explore the changes in children's bicycle helmet use and motor vehicle bicycle related injuries in Hillsborough County, Florida before and after passage of the Florida's bicycle helmet law for children under the age of 16. The results show a significant increase in bicycle helmet use among children, ages 5-13, in the post-law years compared with the pre-law years. Also, there has been a significant decline in the rates of bicycle related motor vehicle injuries among children in the post-law years compared with the pre-law years. Although there have been complementary educational and outreach activities in the county to support helmet use, it appears that the greatest increase in use occurred after the passage of the helmet law. It is recommended that educational efforts continue to sustain helmet use rates and decreases in injuries.

SUBMITTER: Liller KD

PROVIDER: S-EPMC1730943 | biostudies-literature | 2003 Jun

REPOSITORIES: biostudies-literature

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Children's bicycle helmet use and injuries in Hillsborough County, Florida before and after helmet legislation.

Liller K D KD Nearns J J Cabrera M M Joly B B Noland V V McDermott R R

Injury prevention : journal of the International Society for Child and Adolescent Injury Prevention 20030601 2

The purpose of this research was to explore the changes in children's bicycle helmet use and motor vehicle bicycle related injuries in Hillsborough County, Florida before and after passage of the Florida's bicycle helmet law for children under the age of 16. The results show a significant increase in bicycle helmet use among children, ages 5-13, in the post-law years compared with the pre-law years. Also, there has been a significant decline in the rates of bicycle related motor vehicle injuries ...[more]

PMID: 12810748

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Project description:BackgroundBicyclists are vulnerable road users. The aim of this paper was to describe all bicycle-related traumatic cervical spine injuries (CSIs) in the South-East region of Norway (2015-2019), and to investigate whether certain types of CSIs are typical for bicyclists.MethodsRetrospective cohort study of prospectively collected registry data of all CSIs in the South-East region of Norway (3.0 million inhabitants), from 2015 to 2019. Patient characteristics, injury types, and treatment were summarized with descriptive statistics. Bayesian multivariable logistic regression was used to identify potential factors associated with occipital condyle fractures (OC-Fx) or odontoid fractures (OFx).ResultsDuring the five-year study period, 2,162 patients with CSIs were registered, and 261 (12%) were bicycle-related. The incidence of bicycle-related CSIs was 1.7/100,000 person-years. The median age of the patients with bicycle-related CSIs was 55 (IQR: 22) years, 83% were male, 71% used a helmet, 16% were influenced by ethanol, 12% had a concomitant cervical spinal cord injury (SCI), and 64% sustained multiple traumas. The three most common bicycle-related CSIs were C6/C7 fracture (Fx) (28%), occipital condyle Fx (OC-Fx) (23%) and C5/C6 Fx (19%). Patients with bicycle-related CSIs compared to patients with non-bicycle related CSIs were younger, more often male, had fewer comorbidities, more likely multiple traumas, more often had OC-Fx, and less often sustained an odontoid fracture (OFx). Multivariable logistic regression of potential risk factors for OC-Fx demonstrated a significantly increased risk of OC-Fx for bicyclists compared to non-bicyclists (OR=2.8).The primary treatment for bicycle-related CSIs was external immobilization in 187/261 (71.6%) cases, open surgical fixation in 44/261 (16.8%), and no treatment in 30/261 (11.5%).ConclusionBicycle crashes are a frequent cause of CSIs in the Norwegian population and should be of concern to the public society. The three most common bicycle-related CSIs were C6/C7 fracture, occipital condyle fracture and C5/C6 fracture.

Project description:ObjectiveTo investigate the association between helmet legislation and admissions to hospital for cycling related head injuries among young people and adults in Canada.DesignInterrupted time series analysis using data from the National Trauma Registry Minimum Data Set.SettingCanadian provinces and territories; between 1994 and 2003, six of 10 provinces implemented helmet legislation.ParticipantsAll admissions (n=66,716) to acute care hospitals in Canada owing to cycling related injury between 1994 and 2008.Main outcome measureRate of admissions to hospital for cycling related head injuries before and after the implementation of provincial helmet legislation.ResultsBetween 1994 and 2008, 66,716 hospital admissions were for cycling related injuries in Canada. Between 1994 and 2003, the rate of head injuries among young people decreased by 54.0% (95% confidence interval 48.2% to 59.8%) in provinces with helmet legislation compared with 33.1% (23.3% to 42.9%) in provinces and territories without legislation. Among adults, the rate of head injuries decreased by 26.0% (16.0% to 36.3%) in provinces with legislation but remained constant in provinces and territories without legislation. After taking baseline trends into consideration, however, we were unable to detect an independent effect of legislation on the rate of hospital admissions for cycling related head injuries.ConclusionsReductions in the rates of admissions to hospital for cycling related head injuries were greater in provinces with helmet legislation, but injury rates were already decreasing before the implementation of legislation and the rate of decline was not appreciably altered on introduction of legislation. While helmets reduce the risk of head injuries and we encourage their use, in the Canadian context of existing safety campaigns, improvements to the cycling infrastructure, and the passive uptake of helmets, the incremental contribution of provincial helmet legislation to reduce hospital admissions for head injuries seems to have been minimal.

Project description:Cycling accidents are the leading cause of sports-related head injuries in the US. Conventional bicycle helmets typically consist of polycarbonate shell over Expanded Polystyrene (EPS) foam and are tested with drop tests to evaluate a helmet's ability to reduce head kinematics. Within the last decade, novel helmet technologies have been proposed to mitigate brain injuries during bicycle accidents, which necessitates the evaluation of their effectiveness in impact testing as compared to conventional helmets. In this paper, we reviewed the literature to collect and analyze the kinematic data of drop test experiments carried out on helmets with different technologies. In order to provide a fair comparison across different types of tests, we clustered the datasets with respect to their normal impact velocities, impact angular momentum, and the type of neck apparatus. When we analyzed the data based on impact velocity and angular momentum clusters, we found that the bicycle helmets that used rotation damping based technology, namely MIPS, had significantly lower peak rotational acceleration (PRA) and Generalized Acceleration Model for Brain Injury Threshold (GAMBIT) as compared to the conventional EPS liner helmets (p < 0.01). SPIN helmets had a superior performance in PRA compared to conventional helmets (p < 0.05) in the impact angular momentum clustered group, but not in the impact-velocity clustered comparisons. We also analyzed other recently developed helmets that primarily use collapsible structures in their liners, such as WaveCel and Koroyd. In both of the impact velocity and angular momentum groups, helmets based on the WaveCel technology had significantly lower peak linear acceleration (PLA), PRA, and GAMBIT at low impact velocities as compared to the conventional helmets, respectively (p < 0.05). The protective gear with the airbag technology, namely Hövding, also performed significantly better compared to the conventional helmets in the analyzed kinematic-based injury metrics (p < 0.001), possibly due to its advantage in helmet size and stiffness. We also observed that the differences in the kinematic datasets strongly depend on the type of neck apparatus. Our findings highlight the importance and benefits of developing new technologies and impact testing standards for bicycle helmet designs for better prevention of traumatic brain injury (TBI).

Project description:Transportation by motorcycle and bicycle has become popular in Taiwan, this study was designed to investigate the protective effect of helmet use during motorcycle and bicycle accidents by using a propensity score-matched study based on trauma registry system data.Data of adult patients hospitalized for motorcycle or bicycle accidents between January 1, 2009 and December 31, 2015 were retrieved from the Trauma Registry System. These included 7735 motorcyclists with helmet use, 863 motorcyclists without helmet use, 76 bicyclists with helmet use, and 647 bicyclists without helmet use. The primary outcome measurement was in-hospital mortality. Secondary outcomes were the hospital length of stay (LOS), intensive care unit (ICU) admission rate, and ICU LOS. Normally distributed continuous data were analyzed by the unpaired Student t-test, and non-normally distributed data were compared using the Mann-Whitney U-test. Two-sided Fisher exact or Pearson chi-square tests were used to compare categorical data. Propensity score matching (1:1 ratio using optimal method with a 0.2 caliper width) was performed using NCSS software, adjusting for the following covariates: sex, age, and comorbidities. Further logistic regression was used to evaluate the effect of helmet use on mortality rates of motorcyclists and bicyclists, respectively.The mortality rate for motorcyclists with helmet use (1.1%) was significantly lower than for motorcyclists without helmet use (4.2%; odds ratio [OR] 0.2; 95% confidence interval [CI]: 0.17-0.37; p < 0.001). Among bicyclists, there was no significant difference in mortality rates between the patients with helmet use (5.3%) and those without helmet use (3.7%; OR 1.4; 95% CI: 0.49-4.27; p = 0.524). After propensity-score matching for covariates, including sex, age, and comorbidities, 856 well-balanced pairs of motorcyclists and 76 pairs of bicyclists were identified for outcome comparison, showing that helmet use among motorcyclists was associated with lower mortality rates (OR 0.2; 95% CI: 0.09-0.44; p < 0.001). In contrast, helmet use among bicyclists was not associated with a decrease in mortality (OR 1.3; 95% CI: 0.30-5.96; p = 0.706). The hospital LOS was also significantly shorter for motorcyclists with helmet use than for those without (9.5 days vs. 12.0 days, respectively, p < 0.001) although for bicyclists, helmet use was not associated with hospital LOS. Fewer motorcyclists with helmet use were admitted to the ICU, regardless of the severity of injury; however, no significant difference of ICU admission rates was found between bicyclists with and without helmets.Motorcycle helmets provide protection to adult motorcyclists involved in traffic accidents and their use is associated with a decrease in mortality rates and the risk of head injuries. However, no such protective effect of helmet use was observed for bicyclists involved in collisions.

Dataset Information

Children's bicycle helmet use and injuries in Hillsborough County, Florida before and after helmet legislation.

Publications

Children's bicycle helmet use and injuries in Hillsborough County, Florida before and after helmet legislation.

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