摩托车事故伤的伤情特点与影响因素

目的：探讨摩托车事故伤的伤情特点与影响因素。 资料来源：检索Medline1980—01／2005-12和EMCC1995-01／2005-12期间与摩托车事故伤相关的文献，检索词为“motorcycle，crash，injury，traffic accident”，并限定语言种类为英语，另一些文章和资料通过手工检索中文杂志和专著。 资料选择：根据可靠性、先进性和时效性的原则，对资料进行初审，选取该领域的研究原著，查找全文。排除重复性研究及综述类文章。 资料提炼：关于摩托车事故伤的伤情特点、发生机制和防护方法方面的文献，一共收集到87篇，排除了36篇，最终纳入51篇。 资料综合：①摩托车事故中影响死亡率的最重要伤型是头部伤，佩戴头盔有助于减小伤．亡率；胸部伤、腹部伤、以及骨盆环骨折伴长骨损伤是造成伤亡的第二大影响因素。②驾驶或搭乘摩托车而受伤者主要是年轻人．初学而无经验的驾驶员和男性驾驶员。引擎容量较大的摩托车．与重型车辆的碰撞、两车相向对撞等更容易引起致命的后果。酒后驾车和超速行驶是引起摩托车事故的常见因素。 结论：摩托车交通事故已成为当今世界日益严重的公共健康问题。深入了解摩托车伤的伤情特点和影响因素，可以改进病人的早期诊断和处理、减少治疗并发症的发生率。更先进、更有力的防护努力是急需的。需要实行更严格的头盔法规，有效增加头盔与主动防护设备的兼容性。需要实行更严格的强制措施，防止酒后驾车造成的交通事故。     

河北省丰润区道路交通伤调查与分析

目的:通过2007年12月—2008年12月道路交通伤的调查分析,找出交通伤的特点,以降低其伤残率和死亡率。方法:通过我院"120"1年间接诊的2507车次、到医院救治的2934例伤员、死亡53例的临床资料进行分析,对道路交通伤事故发生的时间、地点、路段进行调查,分析交通事故发生特点、伤员伤情特点、道路及车辆对交通事故伤的影响因素。结果:道路交通伤伤情重、多发复合伤多,伤残率、死亡率高。结论:道路交通伤院前抢救十分重要,在提高急救人员急救技术的同时还要加强驾驶员及相关人员的急救知识普及;到医院后应快速纠正休克,补充血容量,尽早分清危及生命的伤情主次,采取有效治疗措施,降低伤残率、死亡率。     

摩托车驾驶员人格与其驾驶行为和交通事故发生的关系

目的：通过问卷调查分析摩托车驾驶员的人格因素与驾驶行为、事故之间的相关性。 方法：于2004-09／10随机抽取重庆市区及郊县的摩托车驾驶员共800名进行问卷调查，均自愿参加调查。利用自编的摩托车驾驶员驾驶行为问卷（分为冲动行为、超速及违规行为、错误行为和警觉安全行为4个子因素）、中国人人格量表（可以测量中国人人格的7个维度及其相关的18个小因素）、修订的Zuekerman的感觉寻求量表以及个人资料表（包括性别、年龄、文化程度、婚姻状况、驾驶年限、每年驾驶的公里数、有无驾照和事故等）对摩托车驾驶员进行测试。 结果：剔除回答不完整或怀疑不真实的问卷，获得内容详实问卷621份，有效率为77．6％。①人格因素与驾驶行为的相关性：除活跃与错误行为、爽直与安全警觉行为、淡泊与超速及故意违规行为相关不显著外，其余人格因素和感觉寻求与四种驾驶行为均有显著相关性（r=-0．48～0．53，P〈0．05-0．01）。②人格对驾驶行为的预测作用：耐性、严谨、自制、利他、重感情等人格因素对驾驶行为有显著的预测作用（F=38．11-202．18，P〈0．01）。③碰撞事故中事故驾驶员和安全驾驶员的人格差异：摩托车事故驾驶员的自制、沉稳和宽和因子分均显著低于安全驾驶员（z=-3．87-2．16，P〈0．05-0．01），而严谨因子分却显著高于安全驾驶员（z=3．29，P〈0．01）。④非碰撞事故中事故驾驶员和安全驾驶员的人格差异：事故驾驶员的乐观、沉稳、宽和、机敏和淡泊因子分均显著低于安全驾驶员（z=-2．81～-2．31。P〈0．05～0．01）。 结论：摩托车驾驶员的人格与其驾驶行为和交通事故的发生有关，因此在提高摩托车驾驶员技能水平的同时，也要注意对其进行人格方面的教育。     

酒驾者团体心理干预对照研究

在世界范围内,除少数几个禁止酒精消费的国家外,酒后驾驶是导致道路交通伤害最主要的因素之一。我国每年由于酒后驾车引发的交通事故达数万起,而造成死亡的事故中50％以上都与酒后驾车有关。研究显示,道路交通伤害与驾驶员的心理素质、个性特征、应激事件有关。团体心理干预的重要功能在于通过团体成员之间的互动,相互影响,共同探讨酒驾时的不良认知与情绪,学习情绪管理技巧,发展完善自我,并建立成熟的应对方式。     

影响重型颅脑损伤患者功能预后的主要因素

目的:探讨影响重型颅脑损伤患者预后及功能恢复的主要因素。资料来源:应用计算机检索Pubmed1985-01/2004-10和ProQuest1995-01/2004-10期间的相关文章,检索词″Craniocerebral trauma,Glasgow outcomescale,severe,agefactor,timefactor,combinedinjury,hy-perthermia,hyperglycemia,intracranialpressure,cerebralperfusionpres-sure,hypoxia,anoxia,hypoxia-ischemiabrain,complications″,并限定文章语言种类为English。资料选择:筛除上述资料中非随机临床试验的、非重型颅脑损伤的、非以人类为对象的研究,剩余结果通过手工及光盘检索全文。资料提炼:共检索到73篇文献,涉及重型颅脑损伤预后与年龄、伤情、合并伤、受伤至得到确切救治时间、高热、高糖、氧代谢障碍、颅内压和脑灌注压、并发症之间的关系。纳入33篇,删除40篇为重复或综述文献。资料综合:归类并对照分析发现重型颅脑损伤预后与患者年龄存在正相关,但有可能存在一个年龄阈值;有合并伤者预后一般较差,但也有文献证明两者无明确相关关系;伤情越重预后越差,受伤至得到确切救治时间间隔延长,高热,高糖的出现会恶化预后,氧代谢障碍,增高的颅内压,降低的脑灌注压,有并发症发生也使重型颅脑损伤患者病死率增加,预后恶化。结论:目前的研究提示重型颅脑损伤患者的预后与上述因素均存在相关性,但具体的相关关系以及年龄、合并伤等相关因素的细节方面尚有待更大样本的深入研究。     

摩托车驾驶员人格与其驾驶行为和交通事故发生的关系

目的:通过问卷调查分析摩托车驾驶员的人格因素与驾驶行为、事故之间的相关性。方法:于2004-09/10随机抽取重庆市区及郊县的摩托车驾驶员共800名进行问卷调查,均自愿参加调查。利用自编的摩托车驾驶员驾驶行为问卷(分为冲动行为、超速及违规行为、错误行为和警觉安全行为4个子因素)、中国人人格量表(可以测量中国人人格的7个维度及其相关的18个小因素)、修订的Zuckerman的感觉寻求量表以及个人资料表(包括性别、年龄、文化程度、婚姻状况、驾驶年限、每年驾驶的公里数、有无驾照和事故等)对摩托车驾驶员进行测试。结果:剔除回答不完整或怀疑不真实的问卷,获得内容详实问卷621份,有效率为77.6%。①人格因素与驾驶行为的相关性:除活跃与错误行为、爽直与安全警觉行为、淡泊与超速及故意违规行为相关不显著外,其余人格因素和感觉寻求与四种驾驶行为均有显著相关性(r=-0.48～0.53,P<0.05～0.01)。②人格对驾驶行为的预测作用:耐性、严谨、自制、利他、重感情等人格因素对驾驶行为有显著的预测作用(F=38.11～202.18,P<0.01)。③碰撞事故中事故驾驶员和安全驾驶员的人格差异:摩托车事故驾驶员的自制、沉稳和宽和因子分均显著低于安全驾驶员(t=-3.87～2.16,P<0.05～0.01),而严谨因子分却显著高于安全驾驶员(t=3.29,P<0.01)。④非碰撞事故中事故驾驶员和安全驾驶员的人格差异:事故驾驶员的乐观、沉稳、宽和、机敏和淡泊因子分均显著低于安全驾驶员(t=-2.81～-2.31,P<0.05～0.01)。结论:摩托车驾驶员的人格与其驾驶行为和交通事故的发生有关,因此在提高摩托车驾驶员技能水平的同时,也要注意对其进行人格方面的教育。     

青少年吸烟行为的心理及行为特征

目的:分析青少年吸烟行为的发展特点,探讨青少年吸烟行为的影响因素及预防和干预措施,以期为中国深入开展该领域的研究奠定基础。资料来源:应用计算机检索ProQuestPsychologyJournal1993-01/2005-07关于青少年吸烟的文章,检索词“adolescent,smokingbehavior”并限定文章的语种类为English。同时利用计算机检索中国期刊全文数据库1995-01/2005-07的相关文章,限定文章语言种类为中文,检索词“青少年吸烟”。资料选择:对资料进行初审,纳入标准:青少年吸烟的发展特点、影响因素和预防干预措施。排除标准:排除重复性研究。资料提炼:共收集到符合上述要求的文献20篇,排除9篇重复性研究。11篇符合纳入标准:其中6篇关于青少年吸烟行为的综述,5篇关于青少年吸烟行为的调查研究。资料综合:青少年吸烟行为的影响因素主要有生物因素、心理因素和社会因素。具体来说,心理因素包括动机、人格、信念和态度以及自我效能感等因素。社会因素包括同伴因素、家庭因素、学校因素以及烟草广告等因素。为了延缓和减少青少年的吸烟行为,可以国外的4种干预模式和国内的“远离香烟”方案有效结合起来。结论:青少年吸烟行为有其年龄特点和性别特点,吸烟行为的影响因素也是多方面的,各个因素之间相互影响,共同构成一个综合体。为了延缓或减少青少年的吸烟行为,应该针对吸烟行为的不同特点和不同影响因素,采取不同的预防和干预措施。     

创伤后的应激障碍及其预测因素

背景:1980年美国精神疾病诊断与统计手册第3版首次采用创伤后应激障碍这一诊断。目前已在全球范围内引起广泛关注,但是对于创伤后应激障碍的早期预防和干预还存在不足。目的:回顾创伤后应激障碍的预测因素、早期筛查工具以及干预措施的研究进展,帮助心理工作者在创伤事件发生后早期发现创伤后应激障碍的高危易感者,早期实施有效干预,减少创伤后应激障碍的发生。资料来源:应用计算机检索Elsevier电子期刊全文数据库1993-01/2004-12关于创伤后应激障碍的文章,检索词:“posttraumaticstressdisorder,PTSD,predictors,intervention”,并限定文章的语言种类为Eng-lish。同时利用计算机检索中国期刊全文数据库1994-01/2004-12期间的相关文章,限定文章语言种类为中文,检索词“创伤后应激障碍”,同时在图书馆手工查阅相关资料。资料选择:对资料进行初审,纳入标准:①关于预测创伤后应激障碍发生因素、早期筛查、早期干预等方面;②对具体事件的回顾调查研究。排除:重复性研究内容。资料提炼:共收集到符合上述要求的文献40篇,排除14篇重复性研究。26篇符合纳入标准:其中3篇关于创伤后应激障碍的发展趋势,19篇关于创伤后应激障碍早期预测因素,2篇关于筛查量表,2篇关于应激事件的干预研究。资料综合:预测伤后应激障碍     

脑血流自动调节测定的应用

目的:总结并分析脑血流自动调节的生理机制及其在脑卒中后的病理生理变化,探讨脑血流自动调节的测定原理及其在神经科的应用。资料来源:应用计算机检索Medline1959-01/2004-12关于脑血流自动调节的文章。检索词“cerebralautoregulation”并限定文章的语种类为English。同时利用计算机检索中国期刊全文数据库1994-01/2004-12的相关文章,限定文章语言种类为中文,检索词“脑血流自动调节”。资料选择:对资料进行初审,纳入标准:①关于脑血流自动调节的定义、生理机制、影响因素和测定。②对具体事件的回顾调查研究。排除标准:排除重复性研究。资料提炼:共收集到符合上述要求的文献49篇,排除21篇重复性研究。28篇符合纳入标准:其中16篇关于脑血流自动调节的定义及生理机制,5篇关于卒中后脑血流自动调节变化,7篇关于脑血流自动调节的具体案例。资料综合:脑血流自动调节是指当血压在一定范围内变动时,脑血管能维持脑血流量相对恒定的能力。脑血流自动调节受多种生理因素影响,卒中后可以观察到脑动脉的自动调节功能下降。结论:脑血流自动调节对于维持脑血流恒定是至关重要的,它受多种因素影响,对脑血流自动调节的测定可能有助于卒中的风险研究。     

脑实质出血患者预后的多因素评估

目的:复习估测脑出血患者预后的因素。资料来源:计算机检索Medline1990-01/2004-10的相关文章,检索词“intracerebralhemorrhage,prognosis。并计算机检索中国生物医学文献数据库1990/2003的相关文章,检索词“脑出血,预后”。资料选择:初审资料,筛除有关创伤性脑出血、原发性脑室出血、新生儿脑出血、手术治疗的文章。资料提炼:共收集38篇相关文章,采用20篇。余18篇因与被采用文章有重复而被排除。资料综合:20篇文章共论述17个估测因素。结论:通过这诸多因素,可较全面地估测脑出血患者的预后。     

Trends in Arkansas motorcycle trauma after helmet law repeal

OBJECTIVES: This study aimed to assess the impact of the 1997 Arkansas helmet law repeal on motorcycle registrations, crash and fatality risks, and alcohol involvement in motorcycle crashes. METHODS: Annual motorcycle registration data for the years 1990 through 2001 were obtained from the Arkansas Department of Finance and Administration. These motorcycle registration data were complemented by the motorcycle crash data from the Arkansas State Police Highway Safety Office and motorcycle fatality data for the state of Arkansas from the Fatality Analysis Reporting System. The impact of the repeal on crash rates, helmet usage, and alcohol involvement was assessed through comparisons of data from before (1993 to 1996) and after (1998 to 2001) the repeal. RESULTS: After the repeal, an increase in motorcycle registrations correlated with a marked rise in the total number of crashes and fatalities; however, fatalities per crash remained virtually the same. The proportion of motorcycle fatalities that were not wearing a helmet increased from 47.0% (47/100) before the repeal to 78.2% (104/133) after the repeal (P = 0.001). The overall percentage of fatal motorcycle crashes involving alcohol use remained unchanged after the repeal (37.6% [29/77] to 38.5% [40/104], P = 0.91), but the percentage of fatal crashes involving drinking nonhelmeted drivers increased from 14.2% (11/77) to 33.6% (35/104) (P = 0.003). Inebriated motorcyclists killed in crashes were overwhelmingly non-helmeted (87.5%, 35/40) after the repeal, up from 37.9% (11/29) before the repeal (P < 0.001). CONCLUSIONS: These findings suggest that the repeal of the mandatory helmet law in Arkansas has had a significant adverse effect on road safety.     

Preventive effects of motorcycle helmets on intracranial injury and mortality from severe road traffic injuries

Introduction

Road traffic injuries caused by motorcycle crashes are one of the major public health burdens leading to high mortality, functional disability, and high medical costs. The helmet is crucial protective equipment for motorcyclists. This study aimed to measure the protective effect of motorcycle helmets on clinical outcomes and to compare the effects of high- and low-speed motorcycle crashes.

Risk Factors for Riding and Crashing a Motorcycle Unhelmeted

Background: Currently, less than half of all U.S. states require helmets for motorcycle operators. Although research has demonstrated the effectiveness of helmets, less is known about the characteristics of individuals who choose to ride motorcycles unhelmeted. Objectives: The specific aims of this study were to identify risk factors leading to riding and crashing a motorcycle without a helmet and to compare outcomes of helmeted vs. unhelmeted motorcyclists involved in a motorcycle crash. Methods: This 13-year (1994–2006) retrospective study of adult motorcycle crashes admitted to a Level II trauma center compares helmeted to unhelmeted motorcyclists. Results: There were 1738 motorcyclists admitted, including 978 (56%) helmeted (38 years old, 87% male) and 760 (44%) unhelmeted (38 years old, 85% male). Unhelmeted riders had a higher Injury Severity Score (16 vs. 13, p < 0.001), lower Glasgow Coma Scale score (13 vs. 14, p < 0.001), and more hypotension (6% vs. 4%, p = 0.03). Unhelmeted riders had worse outcomes, including higher rate of severe disability (16% vs. 10%, p < 0.001), more days in the hospital (7 vs. 6, p < 0.001) and intensive care unit (2 vs. 1, p < 0.001), incurred higher hospital charges ($44,744 vs. $31,369, p < 0.001), and had higher mortality (6% vs. 2%, p < 0.001). Independent predictors of riding without a helmet included alcohol intoxication, riding as a passenger, and lack of health insurance. Conclusions: Unhelmeted motorcyclists sustain more severe injuries and adverse outcomes. Motorcyclists who are intoxicated, uninsured, or passengers are less likely to wear a helmet. Education and prevention strategies should be targeted at these high-risk populations.     

Should it be the law in Wisconsin that all motorcyclists are required to wear helmets?

Motorcycle crashes are associated with a high incidence of head injuries and fatalities. Helmets have been shown to decrease the risk and occurrence of both head injuries and fatalities in motorcycle crashes, along with a decrease in hospitalizations and healthcare costs. Many states have laws in place requiring all motorcyclists to wear helmets and have shown that laws directly affect these outcomes. Wisconsin is a state in which there is a law regarding helmet use; however, there are contingents. It is required only in those who are younger than 18 years and those with an instructional permit.     

Factors Associated with Helmet Use among Motorcycle Users in Karachi, Pakistan

Objectives:  Wearing a helmet is the single most effective measure for preventing head injuries in motorcycle users. The authors undertook this study to estimate compliance and determine reasons for noncompliance with helmet use among motorcyclists in their community.
Methods:  This was a cross-sectional survey of motorcyclists in three large randomly selected public-access parking spaces across Karachi, Pakistan's largest city. Questions covered personal demographics, frequency of helmet use, reasons for use or nonuse, and knowledge of local helmet laws. Analysis was based on frequencies and group comparisons using chi-square test or independent sample t-test.
Results:  Of the 300 (100% male) subjects, 169 (56%) reported using helmets regularly. Users listed injury prevention (78%) as the major reason for compliance, while nonusers listed physical discomfort (44%) and limited vision (25%) as the leading reasons for noncompliance. In univariate analysis, helmet users were significantly better educated than nonusers and were more likely to believe that helmets are protective (p = 0.002) and that passengers should also wear helmets (p < 0.001). The significance of these variables persisted in multivariate analysis. Several other variables (such as mean age, marital status, and knowledge of helmet laws) did not differ between users and nonusers.
Conclusions:  Helmets are underused by motorcyclists in the authors' community. This study underscores the need for improved helmet design, public understanding, intense public education, and rigorous law enforcement in raising compliance with helmet use and minimizing the risk of preventable trauma.     

Most head injury related motorcycle crash deaths are related to poor riding practices

Objective: To report the characteristics of head injury related motorcycle crash deaths. Methods: Motorcycle crash deaths with head injury (Abbreviated Injury Severity score ≥ 2) between 1 January 1998 and 31 December 1999 were identified from the Western Australia State Coronial Database. Demographics, incident and death locations, type of incident and role of unsafe riding behaviour were examined. Results: There were 39 deaths analysed (35 motorcycle riders and four pillion passengers). The median age was 29 years (range 9–64 years), with 22 deaths (56.4%) in the range 15–29 years and 92.3% of those killed being male. Twenty‐one motorcycle crashes were single‐vehicle crashes (53.8%). There were 25 deaths at scene (64.1%). Ethanol was implicated in 12 cases (30.8%) and other drugs were implicated in 11 cases (28.2%). Speeding was implicated in 12 cases (30.8%) and a lack of appropriate safety equipment was implicated in five cases (12.8%). One or more of the unsafe practices above was identified in 23 cases (59%). Overall, there was no difference in the rate of unsafe practices in single‐vehicle incidents compared with incidents involving another vehicle (P = 0.342). Ethanol was associated with 10 single motorcycle incidents (47.6%) compared with two (11.1%) involving another vehicle (P = 0.018). Unsafe practices were involved in 76% of at‐scene deaths, compared with 28.6% in those surviving to hospital (P = 0.007). Conclusion: A large proportion of head injury related motorcycle crash deaths are related to the unsafe behaviour of motorcyclists. A preventative campaign focusing on young male motorcycle riders and unsafe driving behaviour may reduce this death toll.     

Promoting the use of bicycle helmets during primary care visits

PURPOSE: The purpose of this article is to communicate ways in which the nurse practitioner (NP) working with the pediatric population can incorporate bicycle helmet use education into the primary care setting. DATA SOURCES: Review of literature on bicycle helmets, safety, and head injury, retrieved from scientific journals and reliable Internet sources. CONCLUSIONS: Bicycling has become a popular sport for both children and adults. Despite excellent benefits, bicycling can pose hazards to riders when safety measures are not practiced. Head injury has been cited as the leading cause of death in bicycle-related injuries. The simplest and single most effective device available to reduce head injury and death is the bicycle helmet. IMPLICATIONS FOR PRACTICE: NPs working with the pediatric population can have a profound impact on safety and health through promoting bicycle helmet use to both the child and accompanying parent during children's primary care visits. NPs can also become involved beyond the institution and act as role models for children, form coalitions, and serve as community advocates for new or stronger helmet legislation and enforcement of bicycle helmet laws.     

Person-vehicle-environment interactions predicting crash-related injury among older drivers

OBJECTIVE: The object of this research was to identify interactions among person, vehicle, and environment factors associated with crashes and injuries among older drivers. METHOD: We quantified risk factors and interactions for 5,744 drivers. RESULTS: Women had a high crash risk during mornings (8:00 a.m.-1:00 p.m.; odds ratio [OR] = 1.73, confidence interval [CI] = 1.40-2.14) or afternoons (2:00 p.m.-8:00 p.m.; OR = 1.74, CI = 1.41-2.15); alcohol-related crashes were the least likely to occur during mornings (OR = 0.19, CI = 0.12-0.31). The greatest crash risk with another vehicle occurred during afternoons (OR = 3.89, CI = 2.41-5.05). Injury had interactions with fixed-object crashes (OR = 427, CI = 182.9-998.24), no seatbelt (OR = 5.69, CI = 3.90-8.29), female gender (OR = 1.54, CI = 1.67-1.92), and mornings (OR = 1.40, CI = 1.01-1.94). CONCLUSION: An opportunity for crash and injury prevention research and shaping longer-range evaluation policies emerged.     

Road traffic accident mortality in Singapore

The aim of this study was to identify factors that contribute to road traffic accident mortality and the patterns of injuries sustained by these victims, with a view to identifying areas for future intervention. All road traffic accident deaths that occurred in Singapore over a period of 1 year were reviewed. A total of 226 deaths occurred: 82.3% of the victims were male. The median age was 31 years. Blood alcohol was detected in 42 (18.7%) victims. In general, head (86.7%), followed by thoracic (67.7%) and abdominal (31.4%) injuries, were the most common injuries. Severe lower extremity trauma was most common among pedestrians and pedal cyclists (20.6% and 11.0%, respectively). The mean Injury Severity Score was 38.7. The relative risk of mortality between motorcyclists and motorcar drivers was 18.8:1. Suggestions for future prevention and intervention include stricter enforcement of speed limits, more severe penalties for drunk driving, helmet use among pedal cyclists, and the introduction of pre-hospital advanced airway management.     

Cervical spine injury in rollover crashes: Anthropometry,excursion, roof deformation,and ATD prediction

While rollover crashes are rare, approximately one third of vehicle occupant fatalities occur in rollover crashes. Most severe-to-fatal injuries resulting from rollover crashes occur in the head or neck region, due to head and neck interaction with the roof during the crash. While many studies have used anthropomorphic test devices (ATDs) to predict head and neck injury, the biofidelity of ATDs in rollover has not been established. This study aims to build on previous research to compare the dynamic response and injuries sustained by four post mortem human surrogates (PMHS) to those predicted by six different ATDs in full-scale rollover crash tests. Additionally, this study evaluates injuries sustained by PMHS relative to possible contributing factors including occupant kinematics, occupant anthropometry, and vehicle roof deformation. While the vehicle kinematics and roof deformation were comparable for all tests, three out of the four PMHS sustained cervical spine injury, but only the tallest specimen sustained cervical spine fracture. Neck flexion at the time of head-to-roof contact appears to have affected cervical spine injury risk in these cases. Despite the injuries sustained in the PMHS, none of the six ATDs measured forces or accelerations that exceeded injury assessment reference values (IARVs), which adds to recent literature illustrating substantial differences between ATDs and PMHS in a rollover-like scenario.