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Objective: Knee airbags (KABs) have become increasingly common in the vehicle fleet. Previous studies (Weaver et al., 2013, Patel et al. 2013) showed indications that KABs may be protective for some lower extremity injuries and associated with increased risk for others. Since KABs have become significantly more common in recent model year vehicles, we revisited these findings using the most recent available data.Methods: We compared injury rates below the knee, from the knee to the hip, and above the hip in years 2000-2015 of the National Automotive Sampling System, Crashworthiness Data System (NASS-CDS) and the Crash Injury Research and Engineering Network (CIREN). Injury rates were compared with matched analyses and with Bayesian multiple logistic regression.Results: Both analyses showed that KAB to have an Odds Ratio of approximately 0.6 for knee to hip injuries, with the Bayesian model strongly significant and the matched model borderline insignificant. In the Bayesian model, KAB was borderline significant for a decrease in above the waist injuries, while the matched model pointed toward a protective effect but was not significant. Both models pointed toward an increased risk of below knee injuries, but neither was statistically significant.Conclusions: Knee airbags may be protective for knee to hip injuries and above waist injuries. If KABs continue to be widely implemented in the vehicle fleet, the field should continue to monitor and evaluate below knee injuries. [ABSTRACT FROM AUTHOR]

This study quantified the mechanical interactions of 19 American football cleats with a natural grass and an infill-type artificial surface under loading conditions designed to represent play-relevant manoeuvres of elite athletes. Variation in peak forces and torques was observed across cleats when tested on natural grass (2.8–4.2 kN in translation, 120–174 Nm in rotation). A significant (p < 0.05) relationship was found between the peak force and torque on natural grass. Almost all of the cleats caused shear failure of the natural surface, which generated a divot following a test. This is a force-limiting cleat release mode. In contrast, all but one of the cleat types held fast in the artificial turf, resulting in force and torque limited by the prescribed input load from the test device (nom. 4.8 kN and 200 Nm). Only one cleat pattern, consisting of small deformable nubs, released on the artificial surface and generated force (3.9 kN) comparable to the range observed with natural grass. These findings (1) should inform the design of cleats intended for use on natural and artificial surfaces and (2) suggest a mechanical explanation for a higher lower-limb injury rate in elite athletes playing on artificial surfaces. [ABSTRACT FROM PUBLISHER]

This study quantified the mechanical interactions between an American football cleat and eight surfaces used by professional American football teams. Loading conditions were applied with a custom-built testing apparatus designed to represent play-relevant maneuvers of elite athletes. Two natural grass and six infill artificial surfaces were tested with the cleated portion of a shoe intended for use on either surface type. In translation tests with a 2. 8-kN vertical load, the grass surfaces limited the horizontal force on the cleats by tearing. This tearing was not observed with the artificial surfaces, which allowed less motion and generated greater horizontal force (3.2 kN vs. 4.5 kN,p < 0.05). Similarly, rotation tests generated less angular displacement and greater torque on the artificial surfaces (145 N m vs. 197 N m,p < 0.05). Translation/drop tests, in which the foot-form was launched into the surfaces with both horizontal and vertical velocity components generated less peak horizontal force on the natural surfaces than on the artificial surfaces (2.4 kN vs. 3.0 kN,p < 0.05). These results suggest a force-limiting mechanism inherent to natural grass surfaces. Future work should consider implications of these findings for performance and injury risk and should evaluate the findings' sensitivity to cleat pattern and playing conditions. [ABSTRACT FROM PUBLISHER]

Abstract: Powered two-wheelers (PTWs – mopeds, motorcycles, and scooters) remain the most dangerous form of travel on today''s roads. This study used hospital discharge data from eight European countries to examine the frequencies and patterns of injury among PTW users (age≥14 years), the predicted incidence of the loss of functional ability, and the mechanisms of the head injuries observed (all in light of increased helmet use). Of 977,557 injured patients discharged in 2004, 12,994 were identified as having been injured in PTW collisions. Lower extremity injuries accounted for 26% (25.6–26.7, 95% C.I.) of the total injuries, followed by upper extremity injuries (20.7%: 20.3–21.2), traumatic brain injuries (TBI) (18.5%: 18–19), and thoracic injuries (8.2%: 7.8–8.5). Approximately 80% of the lower extremity injury cases were expected to exhibit some functional disability one year following discharge (predicted Functional Capacity Index, pFCI-AIS98<100), compared to 47% of the upper extremity injury cases and 24% of the TBI cases. Although it occurred less frequently, patients that were expected to experience some functional limitation from TBI were predicted to fair worse on average (lose more functional ability) than patients expected to have functional limitations from extremity injuries. Cerebral concussion was the most common head injury observed (occurring in 56% of head injury cases), with most concussion cases (78%) exhibiting no other head injury. Among the AIS3+ head injuries that could be mapped to an injury mechanism, 48% of these were associated with a translational-impact mechanism, and 37% were associated with a rotational mechanism. The observation of high rates of expected long-term disability suggests that future efforts aim to mitigate lower and upper extremity injuries among PTW users. Likewise, the high rates of concussion and head injuries associated with a rotational mechanism provide goals for the next phase of PTW user head protection. [Copyright &y& Elsevier]

Automobile collisions are a major source of injury, death, and disability worldwide. Roadway injuries are affected by societal and cultural influences as much as any other health-related event, but have historically received relatively little attention from the medical anthropology community. The development of safety intervention strategies is affected by notions of responsibility for preventive care, including a balance between regulation, technology, and personal choice. This balance may be affected by perceptions of the risks associated with roadway use, potentially related to notions of individual control and the portrayal of collisions in the popular media and lexicon. Prevention efforts are also affected by the definition of injury as a disease-a biological phenomenon requiring research and intervention efforts from the medical and public health communities. Injury prevention priorities and strategies also differ across cultures and locales, dependent in part on economic constraints, native mobility practices, and the quality and expediency of post-trauma care. Progressing injury prevention worldwide requires multidisciplinary action, including an examination of these various cultural and societal influences. We believe that future efforts will benefit from the expertise and analysis of the medical anthropology community. [ABSTRACT FROM AUTHOR]