Bicycle helmet effectiveness is not overstated

Head injuries related to bicycle collisions and helmet use - an observational study

OBJECTIVES

In Denmark, the use of bicycles is widespread, and head injuries are often seen in cyclists involved in collisions. Despite the well-known effects of using a helmet to reduce head injuries, using helmets is not mandatory in Denmark. The primary objective of this study was to provide data regarding injury outcomes and helmet usage.

METHODS

Participants were bicyclists who sustained head injuries in bicycle collisions and were assessed by the Copenhagen Emergency Medical Services between 1 January 2016; and 15 June 2019. Patients with suspected head injury were identified in an electronic prehospital patient record. Data were linked to the Danish National Patient Registry to retrieve the diagnosis and were categorized into head injury or no head injury based on the diagnosis. Adjusted logistic regression analyses were reported with odds ratios and corresponding confidence intervals to assess the risk of head injury while adjusting for risk factors like age, sex, alcohol consumption, occurrence during weekends and traumatic brain injury.

RESULTS

A total of 407 patients were included in this study. Within this entity, 247 (61%) had sustained a head injury. The use of a helmet was reported in one-third of the included patients. Among the head-injured patients, 13% sustained moderate to severe head injuries. Patients with suspected alcohol involvement were significantly less likely to report the use of a helmet. Helmet use reduced the risk of head injury with an odds ratio of 0.52, (95% CI 0.31 - 0.86). In high-energy trauma, the use of a helmet showed a significant reduction in the risk of sustaining a head injury with an odds ratio of 0.28, (95% CI 0.12 - 0.80).

CONCLUSIONS

In this study, using a helmet was associated with a significantly decreased risk of head injury; this association was even more significant in high-energy trauma.

Effectiveness of road safety interventions: An evidence and gap map

Background

Road Traffic injuries (RTI) are among the top ten leading causes of death in the world resulting in 1.35 million deaths every year, about 93% of which occur in low- and middle-income countries (LMICs). Despite several global resolutions to reduce traffic injuries, they have continued to grow in many countries. Many high-income countries have successfully reduced RTI by using a public health approach and implementing evidence-based interventions. As many LMICs develop their highway infrastructure, adopting a similar scientific approach towards road safety is crucial. The evidence also needs to be evaluated to assess external validity because measures that have worked in high-income countries may not translate equally well to other contexts. An evidence gap map for RTI is the first step towards understanding what evidence is available, from where, and the key gaps in knowledge.

Objectives

The objective of this evidence gap map (EGM) is to identify existing evidence from all effectiveness studies and systematic reviews related to road safety interventions. In addition, the EGM identifies gaps in evidence where new primary studies and systematic reviews could add value. This will help direct future research and discussions based on systematic evidence towards the approaches and interventions which are most effective in the road safety sector. This could enable the generation of evidence for informing policy at global, regional or national levels.

Search Methods

The EGM includes systematic reviews and impact evaluations assessing the effect of interventions for RTI reported in academic databases, organization websites, and grey literature sources. The studies were searched up to December 2019.

Selection Criteria

The interventions were divided into five broad categories: (a) human factors (e.g., enforcement or road user education), (b) road design, infrastructure and traffic control, (c) legal and institutional framework, (d) post-crash pre-hospital care, and (e) vehicle factors (except car design for occupant protection) and protective devices. Included studies reported two primary outcomes: fatal crashes and non-fatal injury crashes; and four intermediate outcomes: change in use of seat belts, change in use of helmets, change in speed, and change in alcohol/drug use. Studies were excluded if they did not report injury or fatality as one of the outcomes.

Data Collection and Analysis

The EGM is presented in the form of a matrix with two primary dimensions: interventions (rows) and outcomes (columns). Additional dimensions are country income groups, region, quality level for systematic reviews, type of study design used (e.g., case-control), type of road user studied (e.g., pedestrian, cyclists), age groups, and road type. The EGM is available online where the matrix of interventions and outcomes can be filtered by one or more dimensions. The webpage includes a bibliography of the selected studies and titles and abstracts available for preview. Quality appraisal for systematic reviews was conducted using a critical appraisal tool for systematic reviews, AMSTAR 2.

Main Results

The EGM identified 1859 studies of which 322 were systematic reviews, 7 were protocol studies and 1530 were impact evaluations. Some studies included more than one intervention, outcome, study method, or study region. The studies were distributed among intervention categories as: human factors (n = 771), road design, infrastructure and traffic control (n = 661), legal and institutional framework (n = 424), post-crash pre-hospital care (n = 118) and vehicle factors and protective devices (n = 111). Fatal crashes as outcomes were reported in 1414 records and non-fatal injury crashes in 1252 records. Among the four intermediate outcomes, speed was most commonly reported (n = 298) followed by alcohol (n = 206), use of seatbelts (n = 167), and use of helmets (n = 66). Ninety-six percent of the studies were reported from high-income countries (HIC), 4.5% from upper-middle-income countries, and only 1.4% from lower-middle and low-income countries. There were 25 systematic reviews of high quality, 4 of moderate quality, and 293 of low quality.

Authors' Conclusions

The EGM shows that the distribution of available road safety evidence is skewed across the world. A vast majority of the literature is from HICs. In contrast, only a small fraction of the literature reports on the many LMICs that are fast expanding their road infrastructure, experiencing rapid changes in traffic patterns, and witnessing growth in road injuries. This bias in literature explains why many interventions that are of high importance in the context of LMICs remain poorly studied. Besides, many interventions that have been tested only in HICs may not work equally effectively in LMICs. Another important finding was that a large majority of systematic reviews are of low quality. The scarcity of evidence on many important interventions and lack of good quality evidence-synthesis have significant implications for future road safety research and practice in LMICs. The EGM presented here will help identify priority areas for researchers, while directing practitioners and policy makers towards proven interventions.

Hospital Admissions Associated With Head and Neck Injuries From Olympic-style Sports and Activities Between 2010 and 2022

The objective of this study was to evaluate which Olympic-style sports and activities are most likely to result in hospitalizations relating to head and neck injuries. This was a cross-sectional study using the National Electronic Injury Surveillance System (NEISS) database. Subjects with head and neck injuries from selected Olympic-style sports and activities between 2010 and 2022 were included. Independent variables were demographics and injury characteristics (injury location and sport). The primary outcome variable was hospitalization (yes/no). Survey-weighted descriptive, bivariate, and logistic regression statistics were computed to measure the association between demographic/injury variables and hospitalization. There were 175,995 subjects (national estimate, 5,922,584) meeting inclusion criteria. After adjusting for demographic and injury characteristics, head injuries (odds ratio [OR] = 2.17; 95% CI, 1.83-2.56; P<0.001) demonstrated higher odds of hospitalization compared with facial injuries. Injuries from cycling (OR = 2.52; 95% CI, 2.16-2.95; P<0.001), mountain biking (OR = 2.56; 95% CI, 1.80-3.65; P<0.001), and horseback riding (OR = 4.01; 95% CI, 2.76-5.83; P<0.001) demonstrated higher odds of hospitalization relative to baseball injuries. In conclusion, head and neck injuries associated with high velocity Olympic-style sports and activities such as cycling, mountain biking, and horseback riding had the highest odds of hospitalization.

Effectiveness of bicycle helmets and injury prevention: a systematic review of meta-analyses

To mitigate the risk of injuries, many countries recommend bicycle helmets. The current paper seeks to examine the effectiveness of bicycle helmets by performing a systematic review focusing on meta-analyses. First, the current paper explores the findings of studies that employ meta-analyses using bicycle crash data. Second, the results are discussed considering the findings from research analyzing bicycle helmet effectiveness in a laboratory using simulation, and then are complemented with key methodological papers that address cycling and the overall factors contributing to the injury severity. The examined literature confirms that wearing a helmet while cycling is beneficial, regardless of age, crash severity, or crash type. The relative benefit is found to be higher in high-risk situations and when cycling on shared roads and particularly preventing severe head injuries. The results from the studies performed in laboratories also suggest that the shape and size of the head itself play a role in the protective effects of helmets. However, concerns regarding the equitability of the test conditions were found as all reviewed studies used a fifty-percentile male head and body forms. Lastly, the paper discusses the literature findings in a broader societal context.

Helmet Use in Preventing Head Injuries in Bicycling, Snow Sports, and Other Recreational Activities and Sports

Bicycling, snow sports, and other recreational activities and sports are important activities to keep children and youth active as part of a healthy lifestyle. These activities can be associated with serious and fatal head and facial injuries. Helmets, when worn correctly, are effective in decreasing head injuries and fatalities related to these activities. Legislation for helmet use is effective in increasing helmet use in children and, ultimately, in decreasing deaths and head and facial injuries. A multipronged strategy employing legislation, enforcement of laws, and medical clinicians and community programs is important for increasing helmet use to decrease deaths and injuries from recreational sports.

Do Mountain Bikers Know When They Have Had a Concussion and, Do They Know to Stop Riding?

OBJECTIVE

To establish the prevalence of concussions in mountain bikers and to determine factors that increase their risk of concussion. Secondary objectives include determination of whether mountain bikers have undiagnosed concussions, continue to ride after experiencing concussion symptoms, and if they knowingly ride with a broken helmet.

DESIGN

Retrospective survey.

SETTING

Seven-day mountain bike stage race.

PARTICIPANTS

Two hundred nineteen mountain bikers.

MAIN OUTCOME MEASURES

Number of rider concussions diagnosed, number of riders experiencing concussion symptoms without diagnosed concussions, number of riders who continue to ride after experiencing a concussion symptom, and number of riders who rode with a broken helmet.

INDEPENDENT VARIABLES

The independent variables studied included age, gender, nationality, number of times riding in past year, style of riding (cross-country, downhill, or freeride), years mountain biking, years mountain bike racing, whether they are a sponsored cyclist, and whether they also ride a road bike.

RESULTS

Fifteen of 219 mountain bikers (6.9%) had a diagnosed concussion after being hit in the head while mountain biking within the past year, with older riders having a decreased risk [odds ratio (OR), 0.91; P = 0.04], and sponsored riders having a 5-fold increased risk compared with nonsponsored riders (OR, 4.20; P = 0.05). Twenty-eight riders (12.8%) experienced a concussion symptom without being diagnosed with a concussion and 67.5% of the riders who experienced a concussion symptom continued to ride afterward. Overall, 29.2% of riders reported riding with a broken helmet.

CONCLUSIONS

The yearly prevalence of diagnosed concussions in mountain bikers is 6.9%. More than one-third of mountain bikers do not recognize when they have had a concussion and continue riding after experiencing concussion symptoms or with a broken helmet. These behaviors increase their risk of worsening concussion symptoms and acquiring a second injury.

Hearing hoofbeats? Think head and neck trauma: a 10-year NTDB analysis of equestrian-related trauma in the USA

Objective

There is a paucity of evidence about traumatic injuries and their sequelae sustained due to equestrian injuries nationally.

Methods

Retrospective study analyzing National Trauma Data Bank data from 2007 to 2016. Variables collected included age, sex, race, payer status, Injury Severity Score (ISS), hospital length of stay, Glasgow Coma Scale, systolic blood pressure (SBP) at presentation, discharge disposition, and mortality. Patient data were analyzed by anatomic region.

Results

The most frequent type of injury was in the thorax, but head and neck injuries produced the highest mortality. Increased ISS and an SBP of less than 90 mm Hg were also significant predictors of mortality.

Conclusions

The risk of hospital admission from equestrian injuries is higher than football, motor vehicle racing, and skiing. Preventive measures and campaigns should be instituted to highlight safety practices and the use of personal protective equipment while on horseback either for sports, leisure, or work.

Level of evidence

Level IV. Retrospective study.

A price-performance analysis of the protective capabilities of wholesale bicycle helmets

OBJECTIVE

Although bicycle helmets are an effective countermeasure against head injury, many cyclists do not wear one. One avenue for facilitating widespread helmet use is through community-driven helmet safety initiatives, which often give away or subsidize wholesale helmet models that are manufactured at a low price point. However, the impact performance of such helmets during real-world accident conditions has yet to be explored. The present study seeks to investigate trends between wholesale bicycle helmet price and protective capabilities.

METHODS

Nine common wholesale helmet models (price range $3.65-$12.95) were evaluated according to the bicycle Summation of Tests for the Analysis of Risk (STAR) methodology, which analyzes helmet performance in 24 oblique impact tests reflecting common cyclist head impact conditions. Resulting head peak linear acceleration (PLA) and peak rotational velocity (PRV) were collected and used to predict risk of concussion. Concussion risks were then combined using the STAR algorithm in order to summarize each model's risks into a single, weighted metric.

RESULTS

Large ranges in kinematic results led to large variations in concussion risks between helmets, and in turn, large variations in STAR values (13.5-26.2). Wholesale helmet price was not significantly associated with STAR, although incorporating 30 previous bicycle helmet STAR results produced a weak negative correlation between price and STAR overall. Nonetheless, the best-performing wholesale helmet produced one of the lowest overall STAR values for a price of $6.45. Helmet style was instead a superior predictor of STAR, with multi-sport style helmets producing significantly higher linear accelerations and resulting STAR values than bike style helmets.

CONCLUSIONS

These results show that the impact performance of wholesale helmets ranges considerably despite their low price-points. Results can also guide helmet safety promotion organizers toward distributing wholesale bicycle helmet models associated with lower overall concussion risks.

Comparing the risky behaviours of shared and private e-scooter and bicycle riders in downtown Brisbane, Australia

Electric scooter (e-scooter) use has increased internationally, with concerns about injuries to riders and pedestrians, and reports of non-use of helmets, excessive speed, drink-riding and underage riding. E-scooter regulations vary widely among jurisdictions, with likely effects on the extent and nature of safety issues. This study was conducted in downtown Brisbane, Australia, where e-scooters must be ridden on the footpath, bicycles are allowed on the road and the footpath, and helmet use is mandatory for bicycle and e-scooter riders of all ages. It examined involvement in illegal and risky behaviours, and interactions with pedestrians. Shared and private e-scooters, and shared and private bicycles were compared to assess the relative influences of type of vehicle and shared use. Observations at six sites in downtown Brisbane in February 2019 recorded 711 shared e-scooters, 90 private e-scooters, 274 shared bicycles and 2788 private bicycles. Illegal riding (not wearing a helmet, riding on the road, or carrying a passenger) was more prevalent among shared than private e-scooters (49.6 % vs. 12.2 %). Non-use of helmets was more common among riders of shared e-scooters (38.6 %, OR = 20.995, p < .001) and shared bicycles (18.8 %, OR = 10.994, p < .001) than private bicycles (1.5 %); occurred more often on the footpath than the road (20.1 % vs. 1.8 %, OR = 3.004, p < .001); and occurred more between 2 and 4 pm than between 7 and 9a.m. (21.3 % vs. 5.5 %, OR = 1.711, p < .01). More than 90 % of e-scooters, about half of shared bicycles and about a quarter of private bicycles were ridden on the footpath, with about 40 % within 1 m of at least one pedestrian. When there were pedestrians within 1 m, conflict rates ranged from zero to 1.5 % and no collisions were observed. At least for helmet non-use, the results suggest that risky behaviours are more prevalent among users of shared schemes, and that this difference is accentuated for e-scooters. Interactions with pedestrians are common but conflicts rarely occur in footpath riding. Further observational and survey studies are recommended to better understand the factors influencing the perceptions and behaviours of shared and private e-scooters and pedestrians. The knowledge gained from these studies needs to be integrated with injury outcome data to determine the appropriateness of rules for maximum speeds and locations of riding in terms of both rider and pedestrian safety.

Injury from electric scooters in Copenhagen: a retrospective cohort study

OBJECTIVE

To analyse injuries related to manual and electric scooter use from January 2016 up to and including July 2019.

SETTING

Electric scooter rental services were launched in Denmark in January 2019. The services were provided by private companies. Although rules for handling and riding scooters have been established, no reports either before or after introduction of electric scooters anticipated the full extent of use, and injuries to riders and pedestrians.

PARTICIPANTS

All patient records mentioning manual or electric scooters. Records were reviewed, and data were stratified according to two groups: manual and electric scooters.

INTERVENTIONS

A predefined survey was completed in all cases where 'scooter' was present. This contained variables such as type of scooter, type of participant, mechanism of injury, acuity, intoxication, referral to treatment facility.

OUTCOME MEASURES

Among incidents involving scooters, summary statistics on continuous and categorical variables of interest were reported.

RESULTS

468 scooter-related injuries were recorded. We found that manual scooter riders were more likely to be children under the age of 15; fall alone-involving no other party; sustain contusions, sprains and lacerations; and bruise either their fingers or toes. Riders of electric scooters were likely to be 18-25 years, sustain facial bruising and lacerations requiring sutures, and be under the influence of alcohol or drugs. Non-riders of electric scooters were mostly elderly people who tripped over scooters, consequently sustaining moderate to severe injuries.

CONCLUSION

There were two different types of population sustaining injuries from manual and electric scooters, respectively. The proportion of non-riders injured by electric scooters were surprisingly large (17%), and while electric scooters are here to stay, several apparently preventable injuries occur as a result of reckless driving and discarded electric scooters. Current rules for usage might not prevent unnecessary accidents and secure traffic safety and the lives of older individuals.

Helmet use and bicycle-related trauma injury outcomes

Background: It is essential to identify factors that predict helmet use, so as to mitigate the injury and mortality from bicycle accidents.Objective: To examine the relationship between helmet use and the bicycle-related trauma injury outcomes among bicyclists with head/neck injury in the US.Methods: Data from the 2002-2012 National Trauma Data Bank were used, including all trauma bicycle riders involved in bicycle-related accidents whose primary reason for the hospital or Intensive Care Unit stay was head or neck injury. Using multiple logistic regression, the association between helmet use, Injury severity score (ISS), length of stay in hospital (HLOS) and Intensive Care Unit (ICULOS), and mortality was examined.Results: Of the 76,032 bicyclists with head/neck injury, 22% worn helmets. The lowest was among Blacks, Hispanics, and <17 years old. Wearing a helmet significantly reduces injury severity, HLOS, ICULOS, and mortality (i.e total and in-hospital). Males had a severe injury, longer HLOS, ICULOS, and higher mortality than female. Blacks and Hispanics had longer HLOS and ICULOS and higher total mortality than Whites, but had a similar chance for in-hospital mortality.Conclusions: More effort is needed to enhance helmet use among at-risk bicycle riders, which may reduce injury severity, HLOS, ICULOS, and mortality.

Mountain Biking Injuries

With the increasing popularity of mountain biking, also known as off-road cycling, and the riders pushing the sport into extremes, there has been a corresponding increase in injury. Almost two thirds of acute injuries involve the upper extremities, and a similar proportion of overuse injuries affect the lower extremities. Mountain biking appears to be a high-risk sport for severe spine injuries. New trends of injury patterns are observed with popularity of mountain bike trail parks and freeride cycling. Using protective gear, improving technical proficiency, and physical fitness may somewhat decrease the risk of injuries. Simple modifications in bicycle-rider interface areas and with the bicycle (bike fit) also may decrease some overuse injuries. Bike fit provides the clinician with postural correction during the sport. In this review, we also discuss the importance of race-day management strategies and monitoring the injury trends.