Biomechanics of foot/ankle trauma with variable energy impacts

A total of 60 pendulum impacts to the plantar surface of 15 lower limb PMHS specimens were conducted. Impact conditions were chosen to obtain data from high velocity tests without injury. For 19 impacts the specimen was initially positioned in 20-deg of dorsiflexion. The remaining impacts used neutral positioning. The foot-ankle response was investigated based on impact energy and velocity. Response was characterized by heel pad and joint stiffness. For neutral tests, axial force vs compression corridors were developed for 2-3 m/s, 4-6 m/s, and 7-63 J impacts. For dorsiflexion tests corridors of 1-3 m/s, 6-8 m/s, 7-20 J, and 80-100 J were developed. These results indicate foot/ankle response is not more sensitive to impact energy than velocity. Injury risk curves were developed for both neutral and dorsiflexion positioning using logistic regression. Strain gage data were used to obtain uncensored force values for injury analysis. In neutral, 50% probability of injury occurred at 6800 N. In dorsiflexion, 50% probability occurred at 7900 N, but the regression was not statistically significant. These preliminary results indicate dorsiflexed specimens fracture at a higher force than neutral specimens.

A computational study of injury severity and pattern sustained by overweight drivers in frontal motor vehicle crashes

The objective of this study was to examine the role of body mass and subcutaneous fat in injury severity and pattern sustained by overweight drivers. Finite element models were created to represent the geometry and properties of subcutaneous adipose tissue in the torso with data obtained from reconstructed magnetic resonance imaging data-sets. The torso adipose tissue models were then integrated into the standard multibody dummy models together with increased inertial parameters and sizes of the limbs to represent overweight occupants. Frontal crash simulations were carried out considering a variety of occupant restraint systems and regional body injuries were measured. The results revealed that differences in body mass and fat distribution have an impact on injury severity and pattern. Even though the torso adipose tissue of overweight subjects contributed to reduce abdominal injury, the momentum effect of a greater body mass of overweight subjects was more dominant over the cushion effect of the adipose tissue, increasing risk of other regional body injuries except abdomen. Through statistical analysis of the results, strong correlations (p < 0.01) were found between body mass index and regional body injuries except neck injury. The analysis also revealed that a greater momentum of overweight males leads to greater forward torso and pelvic excursions that account for higher risks (p < 0.001) of head, thorax and lower extremity injury than observed in non-overweight males. The findings have important implications for improving the vehicle and occupant safety systems designed for the increasing global obese population.

BioTab--a new method for analyzing and documenting injury causation in motor-vehicle crashes

OBJECTIVE

To describe a new method for analyzing and documenting the causes of injuries in motor vehicle crashes that has been implemented since 2005 in cases investigated by the Crash Injury Research Engineering Network (CIREN).

METHODS

The new method, called BioTab, documents injury causation using evidence from in-depth crash investigations. BioTab focuses on developing injury causation scenarios (ICSs) that document all factors considered essential for an injury to have occurred as well as factors that contributed to the likelihood and/or severity of an injury. The elements of an injury causation scenario are (1) the source of the energy that caused the injury, (2) involved physical components (IPCs) contacted by the occupant that are considered necessary for the injury to have occurred, (3) the body region or regions contacted by each IPC, (4) the internal paths between body regions contacted by IPCs and the injured body region, (5) critical intrusions of vehicle components, and (6) factors that contributed to the likelihood and/or the severity of injury.

RESULTS

Advantages of the BioTab method are that it attempts to identify all factors that cause or contribute to clinically significant injuries, allows for coding of scenarios where one injury causes another injury, associates injuries with a source of energy and allows injuries to be associated with sources of energy other than the crash, such as air bag deployment energy, allows for documenting scenarios where an injury was caused by two different body regions contacting two different IPCs, identifies and documents the evidence that supports ICSs and IPCs, assigns confidence levels to ICSs and IPCs based on available evidence, and documents body region and organ/component-level "injury mechanisms" and distinguishes these mechanisms from ICSs.

CONCLUSION

The BioTab method provides for methodical and thorough evidenced-based analysis and documentation of injury causation in motor vehicle crashes.

Obesity and non-fatal motor vehicle crash injuries: sex difference effects

Background

Obesity and motor vehicle crash (MVC) injuries are two parallel epidemics in the United States. An important unanswered question is if there are sex differences in the associations between the presence of obesity and non-fatal MVC injuries.

Objectives

To further understand the association between obesity and non-fatal motor vehicle crash injuries, particularly the sex differences in these relations.

Methods

We examined this question by analyzing data from the 2003 to 2007 National Automotive Sampling System Crashworthiness Data System (NASS CDS). A total of 10, 962 drivers who were aged 18 years or older and who survived frontal collision crashes were eligible for study.

Results

Male drivers experienced a lower rate of overall non-fatal MVC injuries than did female drivers (38.1% vs. 52.2%) but a higher rate of severe injuries (0.7% vs. 0.2%). After adjusting for change in velocity (ΔV) during the crashes, obese male drivers showed a much higher risk [logistic coefficients of BMI for moderate, serious, and severe injury are 0.0766, 0.1470, and 0.1792, respectively; all p<0.05] of non-fatal injuries than did non-obese male drivers and these risks increased with injury severity. Non-fatal injury risks were not found to be increased in obese female drivers. The association between obesity and risk of non-fatal injury was much stronger for male drivers than for female drivers.

Conclusion

The higher risk of non-fatal MVC injuries in obese male drivers might result from their different body shape and fat distribution compared with obese female drivers. Our findings should be considered for obesity reduction, traffic safety evaluation and vehicle design for obese male drivers and provide testable hypotheses for future studies.

BMI and risk of serious upper body injury following motor vehicle crashes: concordance of real-world and computer-simulated observations

BACKGROUND

Men tend to have more upper body mass and fat than women, a physical characteristic that may predispose them to severe motor vehicle crash (MVC) injuries, particularly in certain body regions. This study examined MVC-related regional body injury and its association with the presence of driver obesity using both real-world data and computer crash simulation.

METHODS AND FINDINGS

Real-world data were from the 2001 to 2005 National Automotive Sampling System Crashworthiness Data System. A total of 10,941 drivers who were aged 18 years or older involved in frontal collision crashes were eligible for the study. Sex-specific logistic regression models were developed to analyze the associations between MVC injury and the presence of driver obesity. In order to confirm the findings from real-world data, computer models of obese subjects were constructed and crash simulations were performed. According to real-world data, obese men had a substantially higher risk of injury, especially serious injury, to the upper body regions including head, face, thorax, and spine than normal weight men (all p<0.05). A U-shaped relation was found between body mass index (BMI) and serious injury in the abdominal region for both men and women (p<0.05 for both BMI and BMI(2)). In the high-BMI range, men were more likely to be seriously injured than were women for all body regions except the extremities and abdominal region (all p<0.05 for interaction between BMI and sex). The findings from the computer simulation were generally consistent with the real-world results in the present study.

CONCLUSIONS

Obese men endured a much higher risk of injury to upper body regions during MVCs. This higher risk may be attributed to differences in body shape, fat distribution, and center of gravity between obese and normal-weight subjects, and between men and women. Please see later in the article for the Editors' Summary.

Importance of physical properties of the human head on head-neck injury metrics

OBJECTIVES

To demonstrate the importance of using specimen-specific head physical properties in head-neck dynamics.

METHODS

Eight postmortem human subjects were subjected to side impact. A 9-axis accelerometer package was used to obtain head translational accelerations. After test, the head was isolated at the skull base, circumference, breadth, and length were obtained, and mass, center of gravity, and occipital condylar locations and moments of inertia were determined. Using specimen-specific and gathered accelerations, 3-dimensional head center of gravity accelerations and forces and moments at the occipital condyles were computed. Head physical properties were also extracted from regression equations using external dimensions of each subject. Using these properties and gathered kinematics, above-described accelerations and forces and moments were computed and compared with specimen-specific results.

RESULTS

Head masses predicted by stature and total body mass were more in close agreement with specimen-specific data than head masses predicted by head circumference or head circumference and head length. The center of gravity to the occipital condyle vector was shorter in the literature-based dataset than the actual specimen-specific vector. Differences in moments of inertias between predicted and specimen-specific data ranged from -15 to 59 percent. Variations in peak antero-posterior shear, lateral shear, and axial force ranged from -12 to 46 percent, -21 to 78 percent, and -17 to 50 percent. Differences in peak lateral moment, sagittal moment, and axial torque ranged from -45 to 78 percent, -86 to 327 percent, and -96 to 112 percent. These were normalized using specimen-specific data.

CONCLUSIONS

Considerable variations in physical properties and injury metrics between data obtained from literature-based regression equations and actual data for each specimen suggest the critical importance of specimen-specific data to accurately describe the biodynamic response and establish tolerance criteria. Because neck dynamics control head kinematics (and vice versa), these results emphasize the need to determine physical properties of each specimen following impact tests.

The continued burden of spine fractures after motor vehicle crashes

OBJECT

Spine fractures are a significant cause of morbidity and mortality after motor vehicle crashes (MVCs). Public health interventions, such as the National Highway Traffic Safety Administration's Federal Motor Vehicle Safety Standards, have led to an increase in automobiles with air bags and the increased use of seat belts to lessen injuries sustained from MVCs. The purpose of this study was to evaluate secular trends in the occurrence of spine fractures associated with MVCs and evaluate the association between air bag and seat belt use with spine fractures.

METHODS

Using the Crash Outcome Data Evaluation System, a database of the police reports of all MVCs in Wisconsin linked to hospital records, the authors studied the occurrence of spine fractures and seat belt and air bag use from 1994 to 2002. Demographic information and crash characteristics were obtained from the police reports. Injury characteristics were determined using International Classification of Disease, 9th Revision, Clinical Modification (ICD-9-CM) hospital discharge codes.

RESULTS

From 1994 to 2002, there were 29,860 hospital admissions associated with automobile or truck crashes. There were 20,276 drivers or front-seat passengers 16 years of age and older who were not missing ICD-9-CM discharge codes, seat belt or air bag data, and who had not been ejected from the vehicle. Of these, 2530 (12.5%) sustained a spine fracture. The occurrence of spine fractures increased over the study period, and the use of a seat belt plus air bag, and of air bags alone also increased during this period. However, the occurrence of severe spine fractures (Abbreviated Injury Scale Score > or =3) did not significantly increase over the study period. The use of both seat belt and air bag was associated with decreased odds of a spine fracture. Use of an air bag alone was associated with increased odds of a severe thoracic, but not cervical spine fracture.

CONCLUSIONS

Among drivers and front-seat passengers admitted to the hospital after MVCs, the occurrence of spine fractures increased from 1994 to 2002 despite concomitant increases in seat belt and air bag use. However, the occurrence of severe spine fractures did not increase over the study period. The use of both seat belt and air bag is protective against spine fractures. Although the overall increased occurrence of spine fractures may appear contrary to the increased use of seat belts and air bags in general, it is possible that improved imaging technology may be associated with an increase in the diagnosis of relatively minor fractures. However, given the significant protective effects of both seat belt and air bag use against spine fractures, resources should continue to be dedicated toward increasing their use to mitigate the effects of MVCs.

Head motions using nine accelerometer package and angular rate sensors

This study compared linear and angular accelerations and angular velocities of the head using two systems. The first sensor was a custom-developed pyramid nine accelerometer package (PNAP) in 3-2-2-2 configuration. The three corners of the base contained two biaxial accelerometers in the 2-2-2 array, and the vertex contained the tri-axial accelerometer. The second sensor was a recently available angular rate sensor. Both sensors were mounted on the periphery of the head of an intact post mortem human cadaver specimen (PMHS), exposed to impact loading. Using the dynamic equations of equilibrium and geometric properties of the head of the PMHS, linear location-specific acceleration data from the PNAP device were transformed to head angular accelerations and velocities and linear accelerations at its center of gravity. Using recorded angular velocity data from the rate sensor, angular and linear accelerations were obtained. A comparative evaluation of these data indicated that the angular rate sensor is preferable for rotational velocities and the PNAP device for angular accelerations. A combination of angular velocity data from the rate sensor and angular acceleration data from the PNAP device produced the most preferable temporal linear acceleration data at the center of gravity of the head. It may be prudent to use both sensors to obtain linear and angular acceleration and rotational velocity data from impact tests.

Regional brain strains and role of falx in lateral impact-induced head rotational acceleration

The objective of the present investigation is to determine localized brains strains in lateral impact using finite element modeling and evaluate the role of the falx. A two-dimensional finite element model was developed and validated with experimental data from literature. Motions and strains from the stress analysis matched well with experimental results. A parametric study was conducted by introducing flexible falx in the finite element model. For the model with the rigid falx, high strains were concentrated in the corpus callosum, whereas for the model with the flexible falx, high strains extended into the cerebral vertex. These preliminary findings indicate that the flexibility of falx has an effect on regional brain strains in lateral impact.

Obesity and risk for death due to motor vehicle crashes

OBJECTIVES

We examined the role of body mass index (BMI) and other factors in driver deaths within 30 days after motor vehicle crashes.

METHODS

We collected data for 22 107 drivers aged 16 years and older who were involved in motor vehicle crashes from the Crashworthiness Data System of the National Automotive Sampling System (1997-2001). We used logistic regression and adjusted for confounding factors to analyze associations between BMI and driver fatality and the associations between BMI and gender, age, seatbelt use, type of collision, airbag deployment, and change in velocity during a crash.

RESULTS

The fatality rate was 0.87% (95% confidence interval [CI]=0.50, 1.24) among men and 0.43% (95% CI=0.31, 0.56) among women involved as drivers in motor vehicle crashes. Risk for death increased significantly at both ends of the BMI continuum among men but not among women (P<.05). The association between BMI and male fatality increased significantly with a change in velocity and was modified by the type of collision, but it did not differ by age, seatbelt use, or airbag deployment.

CONCLUSIONS

The increased risk for death due to motor vehicle crashes among obese men may have important implications for traffic safety and motor vehicle design.

Force and acceleration corridors from lateral head impact

This study was conducted to provide force and acceleration corridors at different velocities describing the dynamic biomechanics of the lateral region of the human head. Temporo-parietal impact tests were conducted using specimens from ten unembalmed post-mortem human subjects. The specimens were isolated at the occipital condyle level, and pre-test x-ray and computed tomography images were obtained. They were prepared with multiple triaxial accelerometers and subjected to increasing velocities (up to 7.7 m/s) using free-fall techniques by impacting onto a force plate from which forces were recorded. A 40-durometer padding (50-mm thickness) material covering the force plate served as the impacting boundary condition. Computed tomography images obtained following the final impact test were used to identify pathology. Four specimens sustained skull fractures. Peak force, displacement, acceleration, energy, and head injury criterion variables were used to describe the dynamic biomechanics. Force and acceleration responses obtained from this experimental study along with other data will be of value in validating finite element models. The study underscored the need to enhance the sample size to derive probability-based human tolerance to side impacts.

A new biomechanically-based criterion for lateral skull fracture

This work develops a skull fracture criterion for lateral impact-induced head injury using postmortem human subject tests, anatomical test device measurements, statistical analyses, and finite element modeling. It is shown that skull fracture correlates with the tensile strain in the compact tables of the cranial bone as calculated by the finite element model and that the Skull Fracture Correlate (SFC), the average acceleration over the HIC time interval, is the best predictor of skull fracture. For 15% or less probability of skull fracture the lateral skull fracture criterion is SFC < 120 g, which is the same as the frontal criterion derived earlier. The biomechanical basis of SFC is established by its correlation with strain.

Injury biomechanics of C2 dens fractures

The objective of this study is to analyze the biomechanics of dens fractures of the second cervical vertebra in the adult population due to motor vehicle crashes. Case-by-case records from the Crash Injury Research and Engineering Network (CIREN) and National Automotive Sampling System (NASS) databases were used. Variables such as change in velocity, impact direction and body habitus were extracted. Results indicated that similarities exist in the two databases despite differences in sampling methods between the two sources (e.g., CIREN is not population based). Trauma is predominantly associated with the frontal mode of impact. Majority of injuries occur with change in velocities below current federal guideline thresholds. No specific bias exists with respect to variables such as age, height, weight, and gender. Because similar conclusions can be drawn with regard to vehicle model years, design changes during these years may have had little effect on this injury. To ameliorate trauma, emphasis should be placed on the frontal impact mode and entire adult population. Because of clinical implications in the fracture type (II being most critical) and lack of specific coding, CIREN data demonstrates the need to improve injury coding in the AIS and application in the NASS to enhance occupant safety and treatment in the field of automotive medicine.

Statistically and biomechanically based criterion for impact-induced skull fracture

This work developed a skull fracture criterion for impact-induced head injury, using post mortem human subject tests, anatomical test device measurements, statistical analyses, and finite element modeling. It is shown that skull fracture correlates with the tensile strain in the outer table of the cranial bone, and an index termed the Skull Fracture Correlate (SFC) predicts injury. SFC offers several advantages as a protection criterion. It accounts for compliance of the impact site; it is extensible to varying head mass; and it is easily implemented using current software. For a 15% or less probability of skull fracture the criterion is SFC < 120 g, with a 95% confidence band of 88 < SFC < 135 g.

Orbital blowout fractures: experimental evidence for the pure hydraulic theory

BACKGROUND

The mechanism of injury and the underlying biomechanics of orbital blowout fractures remain controversial. The "hydraulic" theory proposes that a generalized increased orbital content pressure results in direct compression and fracturing of the thin orbital bone.

OBJECTIVE

To examine the pure hydraulic mechanism of injury by eliminating the factor of globe-to-wall contact and its possible contribution to fracture thresholds and patterns.

MATERIALS AND METHODS

Five fresh human cadaver specimens were used for the study. In each cadaver head, 1 orbit was prepared to mimic the normal physiologic condition by increasing the hypotony of the cadaver globe to normal intraocular pressure (15-20 mm Hg) with intravitreous injection of isotonic sodium chloride solution (saline). The second orbit served as a "hydraulic control," whereby the globe and orbital contents were exenterated and replaced by a saline-filled balloon at physiologic intraocular pressure. A 1-kg pendulum measuring 2.5 cm in diameter was used to strike the cadaver heads. Drop heights ranged from 0.2 m to 1.1 m (1960 mJ to 10 780 mJ energy). Each head was struck twice, once to each orbit. Direct visualization, high-speed videography, and computed tomographic scans were used to determine injury patterns at various heights between the 2 orbits.

RESULTS

A fracture threshold was found at a drop height of 0.3 m (2940 mJ). Fracture severity and displacement increased with incremental increases in drop height (energy). Fracture displacement, with herniation of orbital contents, was obtained at heights above 0.5 m (4900 mJ). Isolated orbital floor fractures were obtained at lower heights, with medial wall fractures occurring in conjunction with floor fractures at higher energies (> or =6860 mJ). The globe intact side and balloon (hydraulic control) side showed nearly identical fracture patterns and levels of displacement at each drop height.

CONCLUSIONS

This study provides support for the "hydraulic" theory and evidence against the role of direct globe-to-wall contact in the pathogenesis of orbital blowout fractures. In addition, the orbital floor was found to have a lower threshold for fracture than the medial wall. Preliminary threshold values for fracture occurrence and soft tissue displacement were obtained.

Experimental trauma to the malar eminence: fracture biomechanics and injury patterns

OBJECTIVES

To document patterns of facial fractures after trauma to the malar eminence and to elucidate biomechanical factors relevant to the injury patterns.

STUDY DESIGN AND SETTING

Studies were conducted on 14 cadaver heads. Study variables included impact velocity, contact area, impact force, and zygomatic skin thickness. Bony fractures and clinical injury patterns were documented. A fracture severity rating scale was devised and statistically correlated to the study variables using regression ANOVA analysis.

RESULTS

A broad spectrum of facial fracture patterns was found. Skin thickness and surface area did not correlate with fracture severity (P = 0.67, P = 0.83, respectively). Impact force demonstrated a trend toward significance (P = 0.14). Velocity was most correlative with fracture severity (P = 0.07). A critical threshold velocity (3.5 m/s) was found to correlate with the most severe fracture patterns.

CONCLUSIONS

A broad spectrum of facial fracture patterns was demonstrated after experimental trauma to the malar eminence. Contact surface area and zygomatic skin thickness were not found to be significant factors in fracture severity. Velocity, rather than impact force, was most correlative with fracture severity. The most severe fracture patterns were elicited by velocities above 3.5 m/s.

Biomechanics of the intact and surgically repaired proximal interphalangeal joint collateral ligaments

Collateral ligament injuries to the proximal interphalangeal joint are common. When the collateral ligament is completely ruptured, surgical repair may be required. The strength of the lateral collateral ligaments of the proximal interphalangeal joint was examined using axial distraction on an electrohydraulic testing apparatus. Eighty-five fresh human adult cadaver fingers were assessed; 38 intact ligaments were first examined. The strength of the native ligament was 162.5 N. Forty-seven ligament repair preparations were tested: suture repair (27.8 N), pull-out wire repair (35.9 N), and repair using a Mitek suture anchor (38.4 N). The breaking strength of the intact ligaments was significantly greater than that of any repair. All repaired ligaments failed at the site of the repair. The ligaments repaired by the pull-out wire and Mitek anchor technique were significantly stronger than those repaired with the suture technique.

Cervical spine injuries from high-velocity forces: a pathoanatomic and radiologic study

The detailed analysis of the radiologic and pathoanatomic data from 10 human cadaver head-neck complexes defined the type and extent of expected cervical spine injuries after high-velocity flexion-compression loads to the cranium. All specimens demonstrated multiple injuries with both contiguous and noncontiguous patterns. Although all preparations showed evidence of axial compression, a multiplicity of other force vectors, including noncontiguous occurrences of flexion, extension, and shear, were documented. These findings indicate that the injury pattern is not a sequential process but a reaction to changes in the segmental interrelations of the various vertebral column components, including varying vector applications of injurious forces at the segmental level. The presence of moderate or severe spondylotic alterations restricted the distal transmission of injury forces with the principal injury patterns occurring at or proximal to the initial level of severe spondylotic involvement. These data emphasize the need for increased awareness of the presence of multiple cervical spine injuries, both contiguous and noncontiguous, and that separate levels of compromise may not share similar mechanisms of injury.

Comparison of nuclear magnetic resonance spectroscopy with dual-photon absorptiometry and dual-energy X-ray absorptiometry in the measurement of thoracic vertebral bone mineral density: compressive force versus bone mineral

31P nuclear magnetic resonance spectroscopy (NMRS) measurements were made on human T2 and T3 vertebral bodies. The bone mineral content (BMC) of isolated vertebral bodies minus the posterior elements and disks was measured using (1) NMRS on a 3.5 T, 85 mm bore GE Medical Systems NT-150 superconducting spectrometer, (2) a Lunar Corporation DPX-L dual-energy X-ray absorptiometry (DXA) scanner in an anterior-posterior (AP) orientation, (3) a Norland Corporation XR26 DXA scanner, also in an AP direction, and (4) a Norland Corporation model 2600 dual-photon absorptiometry (DPA) densitometer in both the AP and superior-inferior (SI) directions. Vertebral body volumes were measured using a water displacement technique to determine volume bone mineral densities (VBMD). They were then compressed to failure using an electrohydraulic testing device, followed by ashing in a muffle furnace at 700 degrees C for 18 h. Correlations of BMC between NMRS and DPA, DXA and ashing were excellent (0.96 < or = r < or = 0.99); in a one-way analysis of variance (ANOVA) test, means were not statistically different at a p level of 0.757. The correlations of VBMD between NMRS and the other methods were not as good (0.83 < or = r < or = 0.95); in a one-way ANOVA test, means were not statistically different at a p level of 0.089. BMC was a better predictor of ultimate compressive failure than VBMD for all six methods. For NMRS, the regression coefficient for BMC was r2 = 0.806, compared with r2 = 0.505 for VBMD. NMRS may prove an alternative to present methods of determining bone mineral.

Effects of anterior vertebral grafting on the traumatized lumbar spine after pedicle screw-plate fixation

This study was conducted to determine the effects of corpectomy and anterior strut grafting on the biomechanics of traumatized lumbar spine after pedicle screw-plate fixation. Eight lumbar spines were loaded until fracture (initial cycle) and then reloaded to the same deformation (injury cycle). After transpedicular fixation, spines were again loaded (fixation cycle). Partial corpectomy of the fractured body and anterior strut grafting were accomplished; the spine reloaded (strut cycle). Spine angles were measured and biomechanical strength and kinematic parameters analyzed. Load-deformation relationships were similar for fixation and strut cycles until maximum load; at failure, loads were higher for the former (P < 0.05), however. Alignment was improved by stabilization or stabilization plus anterior grafting (P < 0.05). Vertebral height was best maintained by grafting as an adjunct to pedicle fixation (P < 0.05). Kinematics were largely unaffected by grafting, except for reduced motion at the posterior vertebral targets between the fixated levels (P < 0.05). The strength of the fixated spine is relatively unchanged by corpectomy and anterior grafting; alignment may be improved in the latter group.

Biomechanical evaluation of Caspar cervical screws: comparative stability under cyclical loading

Anterior cervical instrumentation is used as an adjunct to bone fusion; however, definitive biomechanical data to support some applications and techniques are lacking. In the absence of supportive experimental data, posterior cortical penetration has been recommended with the Caspar system. Previously, we compared the axial pull-out strength of Caspar screws with and without posterior cortical penetration. This study compares the stability of unicortical versus bicortical screw penetration groups under cyclical loading simulating physiological flexion-extension. Caspar screws were placed in human cadaveric vertebrae with or without posterior cortical purchase. Each screw was separately tested, simulating flexion-extension to 200 cycles. Deformation time data allowed a direct comparison of screw "wobble" with and without posterior cortical purchase. The mean deformation differences between subcortical and bicortical groups were statistically significant and increased over time within both groups. Enhanced stability was noted with bicortical purchase throughout most of the examined range, becoming more pronounced over longer periods of cyclical loading. Significant (P < 0.05) increases in deformation over time were noted for both groups, suggesting potentially significant deterioration at the screw-bone interface, despite bicortical purchase. Such deterioration with repeated flexion-extension loading may be of concern in the use of Caspar plates in the presence of multicolumn instability.

Kinematics of the lumbar spine following pedicle screw plate fixation

This investigation was conducted to determine the kinematic response of the lumbar spine instrumented with transpedicular screws and plates. Seven unembalmed human cadaveric lumbar spines were used. Retroreflective targets were inserted into the bony landmarks of each vertebral body, facet column, and spinous process. The specimen was quasistatically loaded until failure (initial cycle) using an electrohydraulic testing device at a rate of 2.5 mm/sec. After radiography, the specimen was again loaded (injury cycle) to the failure compression determined in the previous cycle. Transpedicular screws then were inserted bilaterally at one level proximal and distal to injury. The stabilized cycle of loading was conducted using the procedure adopted in the injury cycle. Comparative analysis of the localized kinematic data between the stabilized and injured columns indicated a reduction in motion between fixated levels, increasing the rigidity of the column. At levels proximal and distal to fixation, however, motion increased, indicating added flexibility. These alterations in the motion, observed during single-cycle loading, may be further accentuated in vivo, leading to hypermobility and degeneration of the spine.