The Complex Management of a Traumatic Brain Injury and Aortic Injury After a Motor Vehicle Crash

2014 ◽  
Vol 21 (1) ◽  
pp. 9-13 ◽  
Author(s):  
Erin Mayo ◽  
Jodi Hackworth ◽  
Deborah Billmire
Keyword(s):  
Traumatic Brain Injury ◽  
Brain Injury ◽  
Motor Vehicle ◽  
Aortic Injury ◽  
Motor Vehicle Crash ◽  
Vehicle Crash

scholarly journals Cervical Spine Imaging and Injuries in Young Children With Non-Motor Vehicle Crash-Associated Traumatic Brain Injury

2018 ◽  
Vol Publish Ahead of Print ◽  
Author(s):  
M. Katherine Henry ◽  
Benjamin French ◽  
Chris Feudtner ◽  
Mark R. Zonfrillo ◽  
Daniel M. Lindberg ◽  
...  
Keyword(s):  
Traumatic Brain Injury ◽  
Cervical Spine ◽  
Brain Injury ◽  
Young Children ◽  
Motor Vehicle ◽  
Motor Vehicle Crash ◽  
Vehicle Crash ◽  
Spine Imaging

scholarly journals An Osteopathic Approach to Low Back Pain and Short Leg Syndrome in a Patient with Traumatic Brain Injury Following Motor Vehicle Crash: A Case Report

2018 ◽  
Vol 28 (3) ◽  
pp. 12-17
Author(s):  
Drew D. Lewis ◽  
Garth K. Summers
Keyword(s):  
Traumatic Brain Injury ◽  
Low Back Pain ◽  
Back Pain ◽  
Brain Injury ◽  
Motor Vehicle ◽  
Motor Vehicle Crash ◽  
Outpatient Rehabilitation ◽  
Low Back ◽  
Care Clinic ◽  
Heel Lift

Abstract A 16-year-old boy suffered a traumatic brain injury in a motor vehicle collision with resulting subdural hematoma, post-traumatic seizures, headaches, and cognitive dysfunction. In addition, he experienced severe acute low back, neck, and hip pain. The patient’s pediatrician identified him as likely to benefit from osteopathic manipulative medicine (OMM), and he was subsequently referred to the Des Moines University (DMU) specialty care clinic for further evaluation and management. The patient’s outpatient rehabilitation was impacted by multiple somatic dysfunctions and by onset of short leg syndrome. An OMM approach with direct techniques (muscle energy; low-velocity, moderate-amplitude; soft tissue), indirect techniques (counterstrain, Still, myofascial release), and cranial techniques were utilized to minimize his pain, maximize the neuromusculoskeletal recovery, and to assist in returning him to his prior level of functioning. The acute nature of the injury and apparent new-onset leg length discrepancy allowed for a rapid correction with a heel lift and an ongoing OMM approach to address somatic dysfunction associated with the condition. After 5 treatments with OMM and use of the heel lift, the patient’s low back pain substantially improved, and his headaches completely resolved.

scholarly journals Head Impact Injury Mitigation to Vehicle Occupants: An Investigation of Interior Padding and Head Form Modeling Options against Vehicle Crash

2021 ◽  
Author(s):  
Ermias G. Koricho ◽  
Elizabeth Dimsdale
Keyword(s):  
Traumatic Brain Injury ◽  
Brain Injury ◽  
Brain Injuries ◽  
Motor Vehicle ◽  
Impact Load ◽  
Age Groups ◽  
Vehicle Crash ◽  
Materials Modeling ◽  
Head Form ◽  
The Brain

Traumatic Brain Injuries (TBI) occur approximately 1.7 million times each year in the U.S., with motor vehicle crashes as the second leading cause of TBI-related hospitalizations, and the first leading cause of TBI-related deaths among specific age groups. Several studies have been conducted to better understand the impact on the brain in vehicle crash scenarios. However, the complexity of the head is challenging to replicate numerically the head response during vehicle crash and the resulting traumatic Brain Injury. Hence, this study aims to investigate the effect of vehicle structural padding and head form modeling representation on the head response and the resulting causation and Traumatic Brain Injury (TBI). In this study, a simplified and complex head forms with various geometries and materials including the skull, cerebrospinal fluid (CSF), neck, and muscle were considered to better understand and predict the behavior of each part and their effect on the response of the brain during an impact scenario. The effect of padding thickness was also considered to further analyze the interaction of vehicle structure and the head response. The numeral results revealed that the responses of the head skull and the brain under impact load were highly influenced by the padding thickness, head skull material modeling and assumptions, and neck compliance. Generally, the current work could be considered an alternative insight to understand the correlation between vehicle structural padding, head forms, and materials modeling techniques, and TBI resulted from a vehicle crash.

Motor vehicle crash brain injury in infants and toddlers: A suitable model for inflicted head injury?

2005 ◽  
Vol 29 (9) ◽  
pp. 953-967 ◽  
Author(s):  
Mahim Shah ◽  
Monica S. Vavilala ◽  
Kenneth W. Feldman ◽  
Daniel K. Hallam
Keyword(s):  
Brain Injury ◽  
Head Injury ◽  
Motor Vehicle ◽  
Motor Vehicle Crash ◽  
Suitable Model ◽  
Infants And Toddlers ◽  
Vehicle Crash

Combining Clinical Neuroimaging and Real-World Impact Data to Investigate Motor Vehicle Crash-Related Subarachnoid Hemorrhage

2012 ◽  
Author(s):  
Jillian E. Urban ◽  
Christopher T. Whitlow ◽  
Joseph A. Maldjian ◽  
Alexander K. Powers ◽  
Joel D. Stitzel
Keyword(s):  
Subarachnoid Hemorrhage ◽  
Brain Injury ◽  
Motor Vehicle ◽  
Head Injuries ◽  
Motor Vehicle Crash ◽  
Vehicle Crash ◽  
Vehicle Structure ◽  
Occupant Injury ◽  
Impact Data ◽  
The Relationship

Approximately 1.7 million people sustain a traumatic brain injury (TBI) each year, with motor vehicle crash (MVC) representing the leading cause for hospitalization. Subarachnoid hemorrhage (SAH) is the most common AIS 3+ injury resulting from MVC-related trauma. Little is known, however, about the relationship between specific crash parameters and resulting intracranial trauma. Yoganandan et al performed a study of 132 occupants with severe-to-fatal head injuries, showing that direct contact loading of the head results in a high percentage of occupants with brain injury with the most frequent contact being the pillars[1]. A study by Morris et al showed almost one-quarter of severe head injuries occur due to contact with an interior vehicle structure. Additionally, injuries that are more diffuse in nature occur with an interior contact within the vehicle[2]. In this study, SAH volume in addition to total injured volume of the brain was analyzed in order to better understand occupant injury, with the hypothesis that these traumatic neuroimaging findings would correlate with specific crash parameters.

Cerebrospinal Fluid Phospholipid Changes Following Traumatic Brain Injury

2008 ◽  
Vol 10 (2) ◽  
pp. 113-120 ◽  
Author(s):  
Alice E. Pasvogel ◽  
Petra Miketova ◽  
Ida M. (Ki) Moore
Keyword(s):  
Traumatic Brain Injury ◽  
Cerebrospinal Fluid ◽  
Brain Injury ◽  
High Performance ◽  
Motor Vehicle ◽  
Preliminary Evidence ◽  
Motor Vehicle Crash ◽  
Ventricular Catheter ◽  
Membrane Phospholipids ◽  
Mean Concentration

Traumatic brain injury (TBI) is a leading cause of morbidity and mortality, with approximately 1.4 million people suffering a TBI each year. With TBI, a cascade of events is initiated including the activation of phospholipases, which leads to the disruption of the lipid bilayer of the membrane of neurons and neuroglia. The purpose of this study is to describe phospholipid changes following TBI. A total of 39 cerebrospinal fluid samples were obtained from the ventricular catheter system of 10 participants who received a TBI as a result of a motor vehicle crash, being struck by a vehicle as a pedestrian, or a fall. Phospholipids were extracted from samples and measured by normal-phase high-performance liquid chromatography with ultraviolet detector at a wavelength of 206 nm. The highest mean concentration of lysophosphatidylcholine occurred on Day 1 after injury. The concentration of phosphatidylserine was variable, with the highest mean concentration occurring on Day 2 after injury. The highest mean concentrations of phosphatidylethanolamine, phosphatidylcholine, and sphingomyelin occurred on Day 4 after injury. Findings provide preliminary evidence for disruption of central nervous system membrane phospholipids following TBI.

Experimental Application of Global Positioning system To Locate Motor Vehicle Crashes: Impact on Time and Accuracy

1998 ◽  
Vol 1625 (1) ◽  
pp. 41-49 ◽  
Author(s):  
John S. Miller ◽  
Duane Karr
Keyword(s):  
Global Positioning System ◽  
Human Error ◽  
Motor Vehicle ◽  
Motor Vehicle Crash ◽  
Positioning System ◽  
Gps Receivers ◽  
Crash Data ◽  
Vehicle Crash ◽  
Global Positioning ◽  
Conventional Methods

Motor vehicle crash countermeasures often are selected after an extensive data analysis of the crash history of a roadway segment. The value of this analysis depends on the accuracy or precision with which the crash itself is located. yet this crash location only is as accurate as the estimate of the police officer. Global Positioning System (GPS) technology may have the potential to increase data accuracy and decrease the time spent to record crash locations. Over 10 months, 32 motor vehicle crash locations were determined by using both conventional methods and hand-held GPS receivers, and the timeliness and precision of the methods were compared. Local crash data analysts were asked how the improved precision affected their consideration of potential crash countermeasures with regard to five crashes selected from the sample. On average, measuring a crash location by using GPS receivers added up to 10 extra minutes, depending on the definition of the crash location, the technology employed, and how that technology was applied. The average difference between conventional methods of measuring the crash location and either GPS or a wheel ranged from 5 m (16 ft) to 39 m (130 ft), depending on how one defined the crash location. Although there are instances in which improved precision will affect the evaluation of crash countermeasures, survey respondents and the literature suggest that problems with conventional crash location methods often arise from human error, not a lack of precision inherent in the technology employed.

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