Spinal injury in car crashes: crash factors and the effects of occupant age

Cervical spine injury response to direct rear head impact

BACKGROUND

Direct rear head impact can occur during falls, road accidents, or sports accidents. They induce anterior shear, flexion and compression loads suspected to cause flexion-distraction injuries at the cervical spine. However, post-mortem human subject experiments mostly focus on sled impacts and not direct head impacts.

METHODS

Six male cadavers were subjected to a direct rear head impact of 3.5 to 5.5 m/s with a 40 kg impactor. The subjects were equipped with accelerometers at the forehead, mouth and sternum. High-speed cameras and stereography were used to track head displacements. Head range of motion in flexion-extension was measured before and after impact for four cadavers. The injuries were assessed from CT scan images and dissection.

FINDINGS

Maximum head rotation was between 43 degrees and 78 degrees, maximum cranial-caudal displacement between -12 mm and - 196 mm, and antero-posterior displacement between 90 mm and 139 mm during the impact. Four subjects had flexion-distraction injuries. Anterior vertebral osteophyte identification showed that fractures occurred at adjacent levels of osteophytic bridges. The other two subjects had no anterior osteophytes and suffered from C2 fracture, and one subject also had a C1-C2 subluxation. C6-C7 was the most frequently injured spinal level.

INTERPRETATION

Anterior vertebral osteophytes appear to influence the type and position of injuries. Osteophytes would seem to provide stability in flexion for the osteoarthritic cervical spine, but to also lead to stress concentration in levels adjacent to the osteophytes. Clinical management of patients presenting with osteophytes fracture should include neck immobilization and careful follow-up to ensure bone healing.

A statistical lumbar spine geometry model accounting for variations by Age, Sex, Stature, and body mass index

The objective of this study was to develop a statistical lumbar spine geometry model accounting for morphological variations among the adult population. Five lumber vertebrae and lumber spine curvature were collected from CT scans of 82 adult subjects through CT segmentation, landmark identification, and template mesh mapping. Generalized Procrustes Analysis (GPA), Principal Component Analysis (PCA), and multivariate regression analysis were conducted to develop the statistical lumbar spine model. Two statistical models were established to predict the vertebrae geometry and lumbar curvature respectively. Using the statistical models, a lumbar spine finite element (FE) model could be rapidly generated with a given set of age, sex, stature, and body mass index (BMI). The results showed that the lumbar spine vertebral size was significantly affected by stature, sex and age, and the lumbar spine curvature was significantly affected by stature and age. This statistical lumbar spine model could serve as the geometric basis for quantifying effects of human characteristics on lumbar spine injury risks in impact conditions.

A numerical investigation of factors affecting lumbar spine injuries in frontal crashes

Recent field data analyses have shown that lumbar spine fractures occurred more frequently in late model vehicles than the early ones in frontal crashes. Therefore, the objective of this study was to investigate risk factors associated with lumbar spine fractures in frontal crashes. Parametric simulations were conducted using a set of validated vehicle driver compartment model, restraint system model, and a HIII mid-size male crash test dummy model. Risk factors considered in the study included occupant seating posture, crash pulse, vehicle pitch angle, seat design, anchor pre-tensioner, dynamic locking tongue, and shoulder belt load limiter. ANOVA and ANCOVA were used to test the statistical significance (p < 0.05). Simulation results showed that all the factors that reduced the risk of submarining increased the lumbar spine forces, indicating a direct conflict between submarining and lumbar spine fractures. Among all the factors selected, seat structure is the most significant factor in determining the lumbar spine force (p < 0.001). Crash pulse severity, time at which the peak crash deceleration reached, and pitch angle are also crucial for lumbar spine force. Specifically, increase in vehicle pitch angle increased lumbar spine force, but reduced injury measures to other body regions; while a crash pulse with early peak produced greater lumbar spine force than that with a late peak. On average, more reclined posture increased the lumbar spine force compared to upright posture, and decreases in the coefficient of friction between the pelvis and the seat cushion reduced the lumbar spine force. However, they are not statistically significant. This study provided better understanding of effects from design countermeasures to reduce occupant lumbar spine injuries in new generation of vehicle models.

Non-whiplash soft tissue injuries following low-velocity impact collisions: A retrospective analysis

Whiplash is the most common injury reported in low-velocity impact road traffic accidents, but claimants report a range of other soft tissue injuries and we looked at the prevalence of these and any patterns. We retrospectively reviewed reports from the medico-legal practice of an orthopaedic surgeon. We collected data on 609 claimants. Sixty-two per cent were women (p < 0.0001). Majority (90.3%) reported an injury to at least one other area than neck, and 48% of claimants reported shoulder pain. Hand/wrist injuries were almost exclusive to drivers (p = 0.0013). Those with knee injuries were older than those without (p = 0.001). There was a significant difference in the age of patients with different spinal injury patterns (p < 0.0001). Occupational status did not appear to influence the pattern of injuries (p = 0.06). Psychological symptoms were associated with a greater number of body parts injured (p < 0.01). Our data confirm a strong association between these soft tissue injuries and psychological symptoms.

Computational modeling and analysis of thoracolumbar spine fractures in frontal crash reconstruction

OBJECTIVE

This study aimed to reconstruct 11 motor vehicle crashes (6 with thoracolumbar fractures and 5 without thoracolumbar fractures) and analyze the fracture mechanism, fracture predictors, and associated parameters affecting thoracolumbar spine response.

METHODS

Eleven frontal crashes were reconstructed with a finite element simplified vehicle model (SVM). The SVM was tuned to each case vehicle and the Total HUman Model for Safety (THUMS) Ver. 4.01 was scaled and positioned in a baseline configuration to mimic the documented precrash driver posture. The event data recorder crash pulse was applied as a boundary condition. For the 6 thoracolumbar fracture cases, 120 simulations to quantify uncertainty and response variation were performed using a Latin hypercube design of experiments (DOE) to vary seat track position, seatback angle, steering column angle, steering column position, and D-ring height. Vertebral loads and bending moments were analyzed, and lumbar spine indices (unadjusted and age-adjusted) were developed to quantify the combined loading effect. Maximum principal strain and stress data were collected in the vertebral cortical and trabecular bone. DOE data were fit to regression models to examine occupant positioning and thoracolumbar response correlations.

RESULTS

Of the 11 cases, both the vertebral compression force and bending moment progressively increased from superior to inferior vertebrae. Two thoracic spine fracture cases had higher average compression force and bending moment across all thoracic vertebral levels, compared to 9 cases without thoracic spine fractures (force: 1,200.6 vs. 640.8 N; moment: 13.7 vs. 9.2 Nm). Though there was no apparent difference in bending moment at the L1-L2 vertebrae, lumbar fracture cases exhibited higher vertebral bending moments in L3-L4 (fracture/nonfracture: 45.7 vs. 33.8 Nm). The unadjusted lumbar spine index correctly predicted thoracolumbar fracture occurrence for 9 of the 11 cases (sensitivity = 1.0; specificity = 0.6). The age-adjusted lumbar spine index correctly predicted thoracolumbar fracture occurrence for 10 of the 11 cases (sensitivity = 1.0; specificity = 0.8). The age-adjusted principal stress in the trabecular bone was an excellent indicator of fracture occurrence (sensitivity = 1.0; specificity = 1.0). A rearward seat track position and reclined seatback increased the thoracic spine bending moment by 111-329%. A more reclined seatback increased the lumbar force and bending moment by 16-165% and 67-172%, respectively.

CONCLUSIONS

This study provided a computational framework for assessing thoracolumbar fractures and also quantified the effect of precrash driver posture on thoracolumbar response. Results aid in the evaluation of motor vehicle crash-induced vertebral fractures and the understanding of factors contributing to fracture risk.

A Numerical Investigation of Risk Factors Affecting Lumbar Spine Injuries Using a Detailed Lumbar Model

Recent field data showed that lumbar spine fractures occurred more frequently in late model vehicles than early ones in frontal crashes. However, the lumbar spine designs of the current crash test dummies are not accurate in human anatomy and have not been validated against any human/cadaver impact responses. In addition, the lumbar spines of finite element (FE) human models, including GHBMC and THUMS, have never been validated previously against cadaver tests. Therefore, this study developed a detailed FE lumbar spine model and validated it against cadaveric tests. To investigate the mechanism of lumbar spine injury in frontal crashes, effects of changing the coefficient of friction (COF), impact velocity, cushion thickness and stiffness, and cushion angle on the risk of lumbar spine injuries were analyzed based on a Taguchi array of design of experiments. The results showed that impact velocity is the most important factor in determining the risk of lumbar spine fracture (P = 0.009). After controlling the impact velocity, increases in the cushion thickness can effectively reduce the risk of lumbar spine fracture (P = 0.039).

Incidence and pattern of traumatic spinal fractures and associated spinal cord injury resulting from motor vehicle collisions in China over 11 years: An observational study

To investigate the incidence and pattern of traumatic spinal fractures (TSFs) and associated spinal cord injury (SCI) resulting from motor vehicle collisions (MVCs).This was a cross-sectional study. We retrospectively reviewed 698 patients with TSFs resulting from MVCs admitted to our university-affiliated hospitals from 2001 to 2011. The incidence and pattern were summarized with respect to different age groups, fracture levels, and the role of patients.There were 464 males (66.5%) and 234 females (33.5%) aged 40.5 ± 13.8 years old. The most common roles of patients in MVCs were car drivers (189, 27.1%), pedestrians hurt by a car (155, 22.2%), and car passengers (145, 20.8%). The most common fracture levels were L1 (n = 198, 19.2%) and T12 (n = 116, 11.3%), followed by C2 (n = 86, 8.3%). A total of 298 (42.7%) patients suffered a spinal cord injury. The frequencies of SCIs decreased from 53.1% to 24.6% with increasing age. The patients in the 20 to 39 age group (45.3% of all patients) had the largest sex ratio (2.4) and highest frequency of complete SCIs (19.3%) and complications (3.2%). Motorcycle drivers had the youngest mean age (35.7 ± 10.2), largest sex ratio (10.4), and highest frequency of SCIs (56.0%) and complications (4.4%). Motorcycle passengers had the highest frequency of complete SCI (22.7%) and ASOIs (45.5%) and the largest mean injury severity scoring (ISS) (18.9 ± 9.6). The most common fracture levels of motorcycle drivers were C3-C7, while that of others were T11-L2.The most common role of patients who sustained TSFs were car drivers who were 20 to 39 years old. Motorcycle drivers had the highest frequency of SCIs and complications. Motorcycle passengers had the highest frequency of complete SCIs and ASOIs and the largest ISS. Therefore, we should pay more attention to MVC patients, especially car drivers and motorcycle drivers and passengers.

Lumbar vertebrae fracture injury risk in finite element reconstruction of CIREN and NASS frontal motor vehicle crashes

INTRODUCTION

The objective of this study was to reconstruct 4 real-world motor vehicle crashes (MVCs), 2 with lumbar vertebral fractures and 2 without vertebral fractures in order to elucidate the MVC and/or restraint variables that increase this injury risk.

METHODS

A finite element (FE) simplified vehicle model (SVM) was used in conjunction with a previously developed semi-automated tuning method to arrive at 4 SVMs that were tuned to mimic frontal crash responses of a 2006 Chevrolet Cobalt, 2012 Ford Escape, 2007 Hummer H3, and 2002 Chevrolet Cavalier. Real-world crashes in the first 2 vehicles resulted in lumbar vertebrae fractures, whereas the latter 2 did not. Once each SVM was tuned to its corresponding vehicle, the Total HUman Model for Safety (THUMS) v4.01 was positioned in 120 precrash configurations in each SVM by varying 5 parameters using a Latin hypercube design (LHD) of experiments: seat track position, seatback angle, steering column angle, steering column telescoping position, and d-ring height. For each case, the event data recorder (EDR) crash pulse was used to apply kinematic boundary conditions to the model. By analyzing cross-sectional vertebral loads, vertebral bending moments, and maximum principal strain and stress in both cortical and trabecular bone, injury metric response as a function of posture and restraint parameters was computed.

RESULTS

Tuning the SVM to specific vehicle models produced close matches between the simulated and experimental crash test responses for head, T6, and pelvis resultant acceleration; left and right femur loads; and shoulder and lap belt loads. Though vertebral load in the THUMS simulations was highly similar between injury cases and noninjury cases, the amount of bending moment was much higher for the injury cases. Seatback angle had a large effect on the maximum compressive load and bending moment in the lumbar spine, indicating the upward tilt of the seat pan in conjunction with precrash positioning may increase the likelihood of suffering lumbar injury even in frontal, planar MVCs.

CONCLUSION

In conclusion, precrash positioning has a large effect on lumbar injury metrics. The lack of lumbar injury criteria in regulatory crash tests may have led to inadvertent design of seat pans that work to apply axial force to the spinal column during frontal crashes.

Vertebral fractures in motor vehicle accidents - a medical and technical analysis of 33,015 injured front-seat occupants

Spinal injuries pose a considerable risk to life and quality of life. In spite of improvements in active and passive safety of motor vehicles, car accidents are regarded as a major cause for vertebral fractures. The purpose of this study was to evaluate the current incidence of vertebral fractures among front-seat occupants in motor vehicle accidents, and to identify specific risk factors for sustaining vertebral fractures in motor vehicle accidents. Data from an accident research unit were accessed to collect collision details, preclinical data, and clinical data. We included all data on front-seat occupants. Hospital records were retrieved, and radiological images were evaluated. We analysed 33,015 front-seat occupants involved in motor vehicle accidents over a 24-year period. We identified 126 subjects (0.38%) with cervical spine fractures, 78 (0.24%) with thoracic fractures, and 99 (0.30%) with lumbar fractures. The mean relative collision speeds were 48, 39, and 40 kph in subjects with cervical, thoracic, and lumbar spine fractures, respectively, while it was 17.3 kph in the whole cohort. Contrary to the overall cohort, these patients typically sustained multiple hits rather than simple front collisions. Occupants with vertebral fractures frequently showed numerous concomitant injuries; for example, additional vertebral fractures. The incidence of vertebral fractures corresponded with collision speed. Safety belts were highly effective in the prevention of vertebral fractures. Apart from high speed, complex injury mechanisms as multiple collisions or rollovers were associated with vertebral fractures. Additional preventive measures should focus on these collision mechanisms.

Quantification of pediatric and adult cervical vertebra-anatomical characteristics by age and gender for automotive application

OBJECTIVE

The cervical anatomy has been shown to affect injury patterns in vehicle crashes. Characterizing the spine anatomy and changes associated with growth and gender is important when assessing occupant protection. In this study, selected cervical characteristics were quantified.

METHODS

Computed tomography (CT) scans of 750 patients were selected from the University of Michigan trauma database; 314 were children and 436 were adults. Four variables were obtained: the maximum spinal canal radius, vertebral body depth, facet angles, and retroversion angles.

RESULTS

The cervical spine measurements varied with age and gender. The body depth increased nonlinearly with age. The average vertebral body depth at C4 was 9.2 ± 0.38 mm in the 0-3 age group, 15.7 ± 0.29 mm in the 18-29 age group, and 17.2 ± 0.46 mm in the 60+ age group. Pediatric and adult males had larger vertebral body depth than females overall, irrespective of vertebral level (P <.001). Compared to females, the vertebral body depth was 8-9 percent greater in male children and 13-16 percent greater in adult males. The average radius varied with gender, with male children generally having a larger radius than females irrespective of vertebral level (P <.001). Overall, spinal canal radius was smallest in the 0-3 and 60+ age groups and largest in the 18-29 age group. The C4 radius was 5.91 ± 0.17, 6.28 ± 0.14, and 6.73 ± 0.17 mm respectively. The radius was larger in the 4-7 age group than in the 0-3 age group, irrespective of vertebral level (P <.0001). There were nonsignificant radius changes between the 4-7 and 8-11 age groups and the 8-11 and age 12-17 groups, suggesting that the size of the spinal cord reaches near maturation by the age of 7. Facet angles decreased with age in children and increased with age in adults. The average facet angles were largest in the 0-3 age group (P <.1, C2-C6). Adult facet angles were greater in the 60+ age group than in the 18-29 age group (P <.0001, C2-C6). Males had larger facet angles than females overall (P <.01 at C2, C5-C7). The retroversion angles were largest at C6 and C7. They increased with age in children and decreased in the adult population; they were larger (5-22%) in the 18-29 age group than in the 60+ age group (P <.0001, C2-C6).

CONCLUSIONS

The results obtained in this study help explain variations in cervical anatomical changes associated with age and gender. The information is useful when assessing differences in injury patterns between different segments of the population. Anatomical measurements of the cervical spine should be considered for the development of models used to assess injury mechanisms for various occupant age groups.

Spinal fracture-dislocations and spinal cord injuries in motor vehicle crashes

PURPOSE

This study estimated the annual count of spinal cord injuries (SCIs) in motor vehicles crashes by type and seat belt use using 18 years of NASS-CDS data. It determined the rate for SCI and fracture-dislocation of the spine.

METHODS

1994-2011 NASS-CDS was used to estimate the annual occurrence of spinal injuries in front seat occupants involved in motor vehicle crashes. Crashes were grouped by front, side, rear, and rollovers, and the effects of belt use were investigated. Light vehicles were included with model year 1994+. Spinal injuries were classified as minor (Abbreviated Injury Scale [AIS] 1), moderate (AIS 2), serious (AIS 3), fracture-dislocations, and SCI (AIS 4+). The annual count and rate for different types of spinal injury were estimated along with standard errors. The results were compared to estimates of head injuries. NASS-CDS electronic cases of SCIs in rear impacts were investigated.

RESULTS

There were 5,592 ± 1,170 fracture-dislocations of the spine and 1,046 ± 193 AIS 4+ SCI per year in motor vehicle crashes. Most of the injuries occurred in rollovers and frontal crashes and the least occurred in rear impacts. The rate of SCI was 0.054 ± 0.010%. The highest rate was 0.220 ± 0.056% in rollover crashes and the lowest rate was 0.032 ± 0.009% in frontal crashes. The highest rate for spinal fracture-dislocation was 1.552 ± 0.455% in rollovers and the lowest was 0.065 ± 0.021% in rear impacts. The rate for SCI was 0.027 ± 0.005% in belted and 0.145 ± 0.028% in unbelted occupants giving 81% effectiveness of belt use in reducing SCI. The cervical spine was associated with 66.3 ± 11.3% of the AIS 4+ SCI with 30.5 ± 7.4% in the thoracic spine and 3.2 ± 1.3% in the lumbar spine. Severe head injuries occurred 13.3 times more often than SCIs.

CONCLUSIONS

Spinal cord injury occurred in one out of 1,860 front seat occupants in tow-away crashes. The rate was highest in rollover crashes and was reduced by seat belt use. Fracture-dislocation of the spine occurred about 5.3 times more often than SCIs and was also prevented by seat belt use.

Motor vehicle crash-related injury causation scenarios for spinal injuries in restrained children and adolescents

OBJECTIVE

Motor vehicle crash (MVC)-related spinal injuries result in significant morbidity and mortality in children. The objective was to identify MVC-related injury causation scenarios for spinal injuries in restrained children.

METHODS

This was a case series of occupants in MVCs from the Crash Injury Research and Engineering Network (CIREN) data set. Occupants aged 0-17 years old with at least one Abbreviated Injury Scale (AIS) 2+ severity spinal injury in vehicles model year 1990+ that did not experience a rollover were included. Unrestrained occupants, those not using the shoulder portion of the belt restraint, and those with child restraint gross misuse were excluded. Occupants with preexisting comorbidities contributing to spinal injury and occupants with limited injury information were also excluded. A multidisciplinary team retrospectively reviewed each case to determine injury causation scenarios (ICSs). Crash conditions, occupant and restraint characteristics, and injuries were qualitatively summarized.

RESULTS

Fifty-nine cases met the study inclusion criteria and 17 were excluded. The 42 occupants included sustained 97 distinct AIS 2+ spinal injuries (27 cervical, 22 thoracic, and 48 lumbar; 80 AIS-2, 15 AIS-3, 1 AIS-5, and 1 AIS-6), with fracture as the most common injury type (80%). Spinal-injured occupants were most frequently in passenger cars (64%), and crash direction was most often frontal (62%). Mean delta-V was 51.3 km/h±19.4 km/h. The average occupant age was 12.4±5.3 years old, and 48% were 16- to 17-year-olds. Thirty-six percent were right front passengers and 26% were drivers. Most occupants were lap and shoulder belt restrained (88%). Non-spinal AIS 2+ injuries included those of the lower extremity and pelvis (n=56), head (n=43), abdomen (n=39), and thorax (n=36). Spinal injury causation was typically due to flexion or lateral bending over the lap and or shoulder belt or child restraint harness, compression by occupant's own seat back, or axial loading through the seat pan. Nearly all injuries in children<12 years occurred by flexion over a restraint, whereas teenage passengers had flexion, direct contact, and other ICS mechanisms. All of the occupants with frontal flexion mechanism had injuries to the lumbar spine, and most (78%) had associated hollow or solid organ abdominal injuries.

CONCLUSIONS

Restrained children in nonrollover MVCs with spinal injuries in the CIREN database are most frequently in high-speed frontal crashes, of teenage age, and have vertebral fractures. There are age-specific mechanism patterns that should be further explored. Because even moderate spinal trauma can result in measurable morbidity, future efforts should focus on mitigating these injuries.

Severity of spinal cord injury in adult and infant rats after vertebral dislocation depends upon displacement but not speed

Spinal cord injury (SCI) is less common in children than in adults, but in children it is generally more severe. Spinal loading conditions (speed and displacement) are also thought to affect SCI severity, but the relationship between these parameters is not well understood. This study aimed to investigate the effects of vertebral speed and displacement on the severity of SCI in infants and adults using a rodent model of vertebral dislocation. Thoracolumbar vertebral dislocation was induced in anaesthetized infant rats (∼30 g, 13-15 days postnatal, n=40) and adult rats (∼250 g, n=57). The 12th thoracic vertebra was secured, whereas the first lumbar vertebra was dislocated laterally. Dislocation speed and magnitude were varied independently and scaled between adults and infants (Adults: 100-250mm/s, 4-10mm; Infants: 40-100mm/s, 1.6-4mm). At 5 h post-injury, rats were euthanized and spinal cords harvested. Spinal cord sections were stained to detect hemorrhage (hematoxylin and eosin) and axonal injury (β-amyloid precursor protein). For each millimeter increase in vertebral displacement, normalized hemorrhage volume increased by 1.9×10(-3) mm(3) (p=0.028) and normalized area of axonal injury increased by 2.2×10(-1)mm(2) (p<0.001). Normalized hemorrhage volume was 3.3×10(-3) mm(3) greater for infants than for adults (p<0.001). Magnitude of dislocation was found to have a different effect on the normalized area of axonal injury in adults than in infants (p=0.003). Speed of dislocation was not found to have a significant effect on normalized hemorrhage volume (p=0.427) or normalized area of axonal injury (p=0.726) independent of displacement for the range of speeds tested. The findings of this study suggest that both age and amount of spinal motion are key factors in the severity of acute SCI.