Full-face Helmets Research Articles

Importance of Indonesian National Standard (SNI) Helmet Usage in Preventing Maxillofacial Injury among Motorbike Drivers in Indonesia: A review

Traffic accidents are one of the main etiological factors of maxillofacial injuries, with an incidence of around 34.42% to 80.14% of all bone and soft tissue injuries in the facial area. Legal institutions have made it mandatory to use protective equipment when driving, including wearing a helmet for motorcyclists. Indonesia has created special standards for helmets, the Indonesian National Standard (SNI) that should be worn when riding a motorbike. This review aims to determine the benefits of using a helmet, especially with SNI standards in preventing maxillofacial injuries. Legal institutions have made it mandatory to use protective equipment when driving, including wearing a helmet for motorcyclists. Good helmets have the Significances Helmets Standard, such as the Indonesian National Standard (SNI). It is used according to standard procedures, including attaching a strap, being healthy, and not riding when drunk and sleepy. Indonesian National Standard (SNI) helmets are technically designed to meet safety standards and protect motorcyclists' heads when involved in an accident. Many studies consistently show the benefits of using a helmet to prevent head injuries and reduce the death rate and severity of injuries in motorcyclists. The findings of this study may be related to previous studies in which riders wearing full-face helmets experienced an increased incidence of mid-face injuries. Good regulation for SNI helmet usage in Indonesia is mandatory to avoid and minimize incidents, morbidity, and mortality of maxillofacial fracture injury in Indonesia.

Profile of Facial Trauma Victims of Motorcycle Accidents: A Prospective Study.

To outline the profile of patients with facial trauma, victims of motorcycle accidents, treated at the Hospital da Restauração, Recife/PE, Brazil, from December 2020 to July 2021. The collection was carried out through questionnaire and analysis of medical records. Data were analyzed descriptively, as well as Pearson's chi-square test or Fisher's exact test. Among the patients, 88.6% were male, 47.5% were between 18 and 29 years old, and 59.6% lived in rural areas; 72.15% of the victims used the motorcycle for work and 43.52% were working at the time of the accident. Most victims did not have a national motorcycle license (62%) and were not wearing a helmet at the time of the accident (60%), with 37.6% wearing a full-face helmet, 16.5% an open helmet, and 5.9% an articulated full-face helmet. Soft tissue injuries were the most prevalent. Zygomatic complex fractures were the most common facial fractures and were significantly associated with helmet use and type. Most victims of motorcycle accidents are young adult men, without a regular driver's license and residing in rural areas. Preventive and educational actions and continuous traffic inspections are necessary to minimize these accidents.

IJCM_142A: Perceptions and practices regarding the use of helmets among college students of Mangalore city- A cross sectional study

Background: Road traffic injuries remain a significant public health concern, contributing to a rising number of fatalities and hospitalizations, in India. Despite the proven effectiveness of helmets, cultural and practical barriers persist, especially among the youth in India. Objectives: To assess the perceptions and practices regarding the use of helmets among different college students of Mangalore city. Methodology: This cross-sectional study was conducted in Mangalore, Karnataka, focusing college students from selected institutions. Convenience sampling was employed, with a calculated sample size of 270, and data was collected from 273 participants. Statistical analyses, including chi-square tests and percentages, were performed using SPSS version 11.5. Results: Of the 272 respondents (97.84% response rate), 85.66% were two- wheeler users, with 56.6% regularly using helmets. Full-face helmets were the most common choice, and 43.9% began using helmets following the implementation of helmet laws. Main reasons for non-compliance included concerns about excessive heat, impact on appearance, and handling difficulties. Awareness of penalties for law violation varied, with 53% aware for riders and 33% for pillion riders. While 41.5% deemed the penalty appropriate, 65% believed no one should be exempt from the law. Surprisingly, 45.16% advocated for the abolishment of the law. Conclusion: The study found that helmet usage is primarily driven by safety concerns, but a significant portion only started using them after legislation enforcement. Barriers to compliance included heat discomfort and aesthetic concerns. Despite awareness, a significant proportion expressed a desire for helmet laws’ abolishment, highlighting a complex relationship between awareness and compliance.

The influence of helmet certification in motorcycle helmets protective performance

The convenience of online shopping has increased access to a vast array of helmet options and deals for motorcyclists. However, the e-commerce enables an influx of unverified and potentially hazardous helmets lacking the rigorous quality control into the market, hence, placing unaware bargain seekers at risk. The non-certified variants questions in terms of impact protection abilities because they visually look similar to certified helmets. This study compared certified full face and open face helmets against their non-certified counterparts by analysing injury predictor metrics. Using a test rig simulating 5.58 ± 0.29 m/s impacts, an anthropomorphic test device wearing both helmet types and certification statuses measured peak resultant linear and angular accelerations, head injury criterion alongside brain injury criteria scores. The data revealed comparable side and rear impact performance between non-certified and certified helmets. However, frontal impacts exposed deficiencies without certification. The non-certified full face helmets registered over twice the peak linear acceleration of certified while open face types still exceeded certified by 40% in frontal impacts. Additionally, non-certified full face helmets indicated up to 100% predicted concussion risks in side and frontal crashes based on the angular accelerations. The poorer frontal impact and elevated injury odds demonstrate certification's key safety advantages that certification should not be ignored while it still providing more protection than no helmet. However, individual needs to carefully select helmets due to performance differences of helmets. Riders should ultimately prioritize proven protection given the severe consequences of head trauma though non-certified may suffice for some low-risk environments.

Evaluation of full-face, open-face, and airbag-equipped helmets for facial impact protection

ObjectiveTwo-wheeler riders frequently sustain injuries to the head and face in real-world crashes, including traumatic brain injury, basilar skull fracture, and facial fracture. Different types of helmets exist today, which are recognized as preventing head injuries in general; however, their efficacy and limitations in facial impact protection are underexplored. Biofidelic surrogate test devices and assessment criteria are lacking in current helmet standards. This study addresses these gaps by applying a new, more biofidelic test method to evaluate conventional full-face helmets and a novel airbag-equipped helmet design. Ultimately, this study aims to contribute to better helmet design and testing standards. MethodsFacial impact tests at two locations, mid-face and lower face, were conducted with a complete THOR dummy. Forces applied to the face and at the junction of the head and neck were measured. Brain strain was predicted by a finite element head model taking both linear and rotational head kinematics as input. Four helmet types were evaluated: full-face motorcycle and bike helmets, a novel design called a face airbag (an inflatable structure integrated into an open-face motorcycle helmet), and an open-face motorcycle helmet. The unpaired, two-sided student’s t-test was performed between the open-face helmet and the others, which featured face-protective designs. ResultsA substantial reduction in brain strain and facial forces was found with the full-face motorcycle helmet and face airbag. Upper neck tensile forces increased slightly with both full-face motorcycle (14.4%, p >.05) and bike helmets (21.7%, p =.039). The full-face bike helmet reduced the brain strain and facial forces for lower-face impacts, but not for mid-face impacts. The motorcycle helmet reduced mid-face impact forces while slightly increasing forces in the lower face. Significance of resultsThe chin guards of full-face helmets and the face airbag protect by reducing facial load and brain strain for lower face impact; however, the full-face helmets’ influence on neck tension and increased risk for basilar skull fracture need further investigation. The motorcycle helmet’s visor re-directed mid-face impact forces to the forehead and lower face via the helmet’s upper rim and chin guard: a thus-far undescribed protective mechanism. Given the significance of the visor for facial protection, an impact test procedure should be included in helmet standards, and the use of helmet visors promoted. A simplified, yet biofidelic, facial impact test method should be included in future helmet standards to ensure a minimum level of protection performance.

Application of Indonesian National Standard (SNI) on Helmets of Two-Wheeled Motor Vehicle Riders: Consumer Rights and Obligations of Business Actors

This paper discusses the application of the Indonesian National Standard (SNI) on two-wheeled motorized vehicle helmets and its implications for consumer rights and obligations of business actors. Based on the Regulation of the Minister of Industry of the Republic of Indonesia Number: 79/M-IND/PER/9/2015, SNI for helmets of two-wheeled motorized vehicle riders is compulsorily enforced. Business actors who produce and/or import helmets must meet SNI requirements and have a product certificate using the SNI mark installed on the product. Consumers have rights protected by the Consumer Protection Law, including the right to comfort, security, and safety in consuming goods and/or services. They have the right to true, clear and honest information about helmet products, and have the right to raise opinions and complaints. If the helmet product does not comply with the agreement, the consumer is entitled to compensation and compensation. On the other hand, business actors have an obligation to provide true, clear, and honest information about the condition and guarantee of helmet products. They must treat consumers properly and honestly, as well as provide compensation, indemnity and replacement if the helmet product does not comply with the agreement. The Indonesian National Standard (SNI) for helmets of two-wheeled motorized vehicle riders, such as Helm SNI 1911:2007, specifies technical requirements related to materials, designs, and features that must be met by helmets. These requirements include materials that are strong, do not change by temperature changes, and do not cause irritation to the skin. The helmet design must also meet certain criteria, including height, ventilation, and bearing. Full face helmets and open face helmets have different technical requirements, such as ear protection, neck covers, shields, or chin caps for full face helmets, and hoods, protective linings, straps and more for open face helmets.In conclusion, this paper underlines the importance of applying SNI to two-wheeled motorized vehicle helmets to maintain product quality, safety, and comfort. Consumers have rights that must be protected, while business actors have the obligation to meet SNI requirements and provide good service to consumers. With SNI, it is hoped that two-wheeled motorized vehicle helmets on the market can meet the standards that have been set, so as to provide better protection for riders.

Effect of use and type of helmet on occurrence of traumatic brain injuries in motorcycle riders in Korea: a retrospective cohort study.

The purpose of this study was to investigate (1) the association among helmet wearing, incidence rate of traumatic brain injury (TBI), and in-hospital mortality; TBI was diagnosed when the head Abbreviated Injury Scale (AIS) was ≥1, and as severe TBI when head AIS was ≥3; and (2) the association between helmet type and incidence rate of TBI, severe TBI, and in-hospital mortality of motorcycle accidents based on the newly revised Emergency Department-based Injury In-depth Surveillance (EDIIS) data. Data collected from EDIIS between January 1, 2020 and December 31, 2020 were analyzed. The final study population comprised 1,910 patients, who were divided into two groups: helmet wearing group and unhelmeted group. In addition, the correlation between helmet type and motorcycle accident was determined in 596 patients who knew the exact type of helmet they wore. A total of 710 patients who wore helmet but did not know the type were excluded from this analysis. Multivariate logistic regression was performed in both the groups to investigate the factors affecting the primary (occurrence of TBIs) and secondary outcomes (severe TBI and in-hospital mortality). The prevalence of Injury Severity Scores, TBIs, and severe TBIs as well as in-hospital mortality were the highest in the unhelmeted group. Additionally, the results from the group that wore and knew the type of helmet worn indicated that wearing a full-face helmet decreased the incidence of TBIs in comparison to a half-face helmet. The wearing of a helmet in motorcycle accidents is very important as it plays a role in reducing the occurrence of TBIs and severe TBIs and in-hospital mortality. The use of a full-face helmet lowered the incidence of TBIs.

Effect of different helmet types in head injuries: a case–control study in northern Ghana

BackgroundMotorcycle helmet use is low in Ghana and many helmets are non-standard. There are limited data on the effectiveness of the different helmet types in use in the real-world circumstances...

Effect of wearing helmet on traffic noise-induced health issues of motorcycle riders

IntroductionTransportation noise is a major source of concern in urban areas. Motorcycle riders, on the other hand, are the most exposed to traffic noise while riding. This study was carried out on 363 respondents (no-helmet: 121 respondents, half-face helmet: 121 respondents, and full-face helmet: 121 respondents) who were exposed to traffic noise while riding their motorcycles on the same noisy route, having the same exposure hours. The purpose of this study was to determine whether wearing a helmet protects against various traffic noise-induced psychophysiological health issues. It also tried to determine whether the riders were more affected than the pillion riders as a result of traffic noise exposure. MethodThe psychophysiological factors of the respondents, such as annoyance, tiredness, depression, headache, and sleeping problem, were obtained using a standard questionnaire in accordance with ISO 15666, Beck et al. (1961), and Eriksen et al. (1999), respectively. The effect of wearing a helmet on traffic noise-induced psychophysiological reactions was investigated using structural equation modelling. ResultsSEM route analysis revealed these significant relationships: (i) helmet use and gender (p-value: 0.017), (ii)) helmet use and marital status (p-value: 0.043), (iii) riders/pillion-riders and annoyance (p-value: < 0.001), (iv) riders/pillion-riders and gender (p-value: < 0.001). It was also observed that motorcyclists suffer from higher traffic noise-related health issues than pillion riders. SEM analysis further revealed that use of helmet can negatively affect the traffic noise induced annoyance, tiredness, depression, headache, and sleeping problem. Paired test data shows that there are significant differences in traffic noise induced annoyance level, tiredness, headache, depression, sleeping problems, and equivalent noise level. ConclusionThe use of a full-face helmet protects motorcyclists against a variety of traffic noise-related health problems. Practical implicationsThis study presents a thorough overview of the benefits of wearing a helmet against traffic noise pollution.

Effect of Full-Face and Half-Face Helmet on Functional Vision and Visual Reaction Time.

Motorcycle helmets are one of the most important protective gears in the automotive industry. However, some riders think they hinder their vision, which leads to helmet non-compliance. Hence, thorough research is required to evaluate the same. To assess the effect of full-face and half-face helmets on functional vision and visual reaction time (VRT). Comparative experimental crossover study. The subjects aged between 18 and 35 years and who gave written consent to participate were included. Functional vision and VRT were assessed with and without the helmets. Helmets tested included a full-face helmet and a half-face helmet. A total of 52 subjects aged 20 ± 1.5 years, participated in the study. Of those, 16 were males and 36 were females. The mean stereopsis without any helmet was 44.42 ± 6.3 arcs of second that reduced to 60.57 ± 13.34 arcs of second with a full-face helmet and to 60.38 ± 14.27 arcs of second with a half-face helmet. Repeated-measure analysis of variance showed a significant reduction in stereopsis in both types of helmets (P < 0.05) as compared to without a helmet. However, contrast sensitivity, VRT, and visual field did not show any significant difference (p > 0.05) when compared to the baseline or within the helmet types. The visor significantly affects the stereopsis while viewing through it. The study did not find the exact cause of this reduction, and hence, further evaluation is recommended.

&lt;strong&gt;Mandibular trauma severity differences on motorcycle riders using half-face helmet and without helmet based on mandible injury severity score&lt;/strong&gt;

ABSTRACTIntroduction: The popular half-face helmet places the mandible at high risk of fracture during a motorcycle accident. The anatomical shape and position of the mandible make it more frequent to fracture. The purpose of this study was to compare the severity of mandibular trauma in motorcyclists using half face helmets and without using a helmet based on the Mandible Injury Severity Score (MISS). Methods: This research was a prospective cross-sectional study on 60 research subjects at the Emergency Unit of Hasan Sadikin Hospital, Bandung, between July 2019 - February 2020. The data were analyzed with the Mann-Whitney test to see the severity of mandibular trauma using a half face helmet and without a helmet based on MISS (Mandible Injury Severity Score). Results: Of 60 subjects of motorcycle accidents, 58.3% were &lt;25 years old, 38 (63.3%) used half face helmets and 22 (36.7%) non-helmets, 83.3% of the patients were drivers, and 11.7% were passengers. Most fracture sites are parasymphysis, corpus, condylus, symphysis, and subcondylar. 48.3% of subjects had malocclusion, 56.5 with mild displacement, and 43,3% with moderate removal. The average MISS score for half face helmet users was 5.71 and compared to 7.45 for non-helmets. Based on the Mann Whitney test results, the MISS value was not significantly different. Conclusion: Riders who wore half face helmets and those who didn’t wear helmets have the same risk of mandibular trauma based on the MISS. Motorcycle users should use a full face helmet to prevent mandibular fractures during traffic accidents.Keywords: MISS, trauma of mandible, half face helmet, traffic accidents.

Effect of different helmets against ground impact based on the in-depth reconstruction of electric two-wheeler accidents

Skull fracture and brain injury are frequent head injuries in electric two-wheeler (ETW) accidents, and the type of helmet and impact conditions affect the effectiveness of the helmet in protecting the rider’s head. The purpose of this study was to conduct in-depth reconstructions of rider’s head-to-ground impacts in ten ETW accidents by using a multi-body system combined with a finite element approach and to evaluate the effect of two typical full-face helmets (FFH) and one half-coverage helmet (HCH) through head accelerations and intracranial biomechanics injury metrics in ground impacts. The results showed that all three helmets reduced the risk of skull fracture in most cases, however, FFH performed better due to its wider protection area. In addition, three helmets showed varying degrees of overall reduction in measuring all indicators of brain injury. Although the effectiveness of the helmets on angular acceleration was largely influenced by the angle and location of impact, it was certain that wearing an FFH was more likely to reduce rotational head movements than an HCH, and that the FFH also offered the better advantage in reducing diffuse axonal injury (DAI) risk due to its better resistance to ejection in a crash.

Exploring the comfort of head personal protective equipment for Chinese firefighters: an interview study

Head personal protective equipment (HPPE), such as helmets and masks, is protective equipment worn by firefighters to protect their head, neck and face when they are performing tasks. As a wearable device, HPPE significantly affects firefighters’ occupational safety and health along with job performance. This study aims to explore the influential factors of HPPE comfort and collect corresponding functional requirements. A semi-structured interview was conducted among five focus groups comprising 31 Chinese firefighters. Through a qualitative analysis of the interview results, eight dimensions of HPPE comfort were proposed: perceived change, movement, attachment, harm, emotion, anxiety, thermal comfort and comfort of vision and hearing. The aspects of weight and size matching are the important reasons behind the comfort problems of the current HPPE. Four aspects of functional requirements were summarized: communication tools, goggles, full-face helmets and lighting. The study findings will provide references for improving HPPE design.

Relationship between the use and types of helmets with facial injuries - a prospective study.

many studies have demonstrated the benefits of helmet to prevent and reduce severity of injuries in motorcyclists. the aim of the present study was to evaluate a possible relationship between the use of different types of helmets and the occurrence of facial injuries among victims of motorcycle accidents, seen at Hospital da Restauração, Recife/PE, Brazil. demographic and trauma data were collected from hospitalized motorcycle accident victims with facial injuries from December 2020 to July 2021. Pearsons chi-square test was used to assess association between two categorical variables using a margin of error of 5%. among the participants, the average age was 33.46 years. The age group between 18 and 29 years was the most prevalent. Most participants were male. 60.0% of motorcyclists used helmets at the time of the accident and of this percentage 37.6% used fixed full-face helmet, 16.5% open-face helmet and the other 5.9% articulated full-face helmet. 62.7% of participants had facial fractures. Among the fractures, those of the zygomatic-orbital complex were the most common fracture and were significantly associated with the use of helmets, especially with open-face helmet. the use of helmets was associated with a lower number of facial fractures among patients who were victims of motorcycle accidents. Fracture of the zygomatic-orbital complex was related to the absence of a helmet at the time of the accident, as well as the use of open-face helmets.

The Effects of Wearing Helmets on Reaction of Motorcycle Riders

In Taiwan, motorcycles are the most commonly used means of transportation and also have the highest accident rate. Because motorcycles are less stable and provide less protection than cars, motorcycle riders are vulnerable in traffic accidents. Furthermore, head trauma is often fatal, causing a great loss to society. Although helmets provide protection to the head, they also affect the visual field of motorcycle riders. However, the literature mostly focuses on the protective effect of helmets after a collision and rarely considers the influence of helmets prior to collisions. In the study design, participants wore three different types of helmet and watched a pre-recorded video of an actual street with pre-placed warning triangles at a speed of 60 km/h. Participants were asked to press a button when they saw a warning triangle. The time between participants seeing the warning triangle and arriving at the warning triangle was calculated. This time is referred to as the “early reaction time.” The number of missed presses and false presses was also recorded. The results of the study show that: (1) Of the three types of helmet, wearing half helmets produced the longest early reaction times, followed by 3/4 helmets, with full face helmets with the shortest early reaction times. (2) Early reaction times when wearing a half helmet were the same as early reaction times when not wearing a helmet. (3) The results for the total number of missed and false presses when wearing the three types of helmet were the same as for the results of the early reaction time analysis. (4) Sex and age had no effect on early reaction times. The experimental results can be used as a reference for helmet design and academic research.

Patterns of risk-taking behaviors among motorcyclists at signalized intersections in Taiwan

Motorcyclists1 are the fastest-moving vulnerable road users, which made them overrepresented in road injuries and fatalities. In Taiwan, motorcyclists account for approximately 60% of total road fatalities each year, but little is known about the prevalence of risk-taking behaviors among motorcyclists. In the present study, a roadside observation was carried out to examine their unsafe riding behaviors, such as secondary task engagement, helmet non-use, and traffic violations. 4030 motorcyclists were observed at three signalized intersections in Tainan, Taiwan: 593 in a residential district, 1034 in a business park, and 2403 in the city center. 7.3% of them were engaged in at least one secondary task, with phone use (3.5%) being the most common one, followed by chatting with others (1.6%). Although nearly all riders were helmeted (98.9%), the majority of the riders used non-standard helmets: 65.2% wore an open-face helmet, 21.0% half helmet, and only 12.6% full-face helmet. 5.9% of all motorcyclists were observed breaking at least one traffic rule at the intersections, and the violations that occurred the most often were turn signal neglect (2.8%) and red-light running (2.6%). These risky riding behaviors were also associated with contextual variables and rider characteristics. The likelihood of distracted riding increased at a red light, in the city center, when riders were younger, male, delivery workers, and riding with an adult passenger. Traffic violations were more frequent in the city center, in the afternoon, and on a two-lane road. Furthermore, risk-taking behaviors were more prevalent in un-helmeted riders. Observations in different weather conditions, more traffic contexts, and locations are recommended for future studies to further understand their impact on motorcyclists' adaptive riding behaviors.

Changing Trends in the Pattern of Maxillofacial Injuries in Helmeted Motorcycle Accident Patients when Compared to Non-helmeted Motorcycle Accident Patients.

Motorcycle accidents are the most predominant type of road traffic injuries in India. This prospective study aimed to evaluate the patterns of maxillofacial injuries in the three types of helmeted and non-helmeted individuals. All the patients reporting to the maxillofacial trauma unit of Sanjay Gandhi hospital with maxillofacial injuries were considered. The patients were analyzed for helmet wearing status, type of helmet worn-full-face, open-face and half-helmet, strap and visor fixation status, fit of the helmet, ownership of the helmet, helmet standardization, obeying traffic rules, alcohol consumption status, speed of the vehicle, volume of the engine, licensure of the driver, hard- and soft-tissue maxillofacial injuries were recorded. A total of 741 patients participated in the study for a period of 10months, majority being males and of a mean age of 31years. Most common injuries to the face in the open- and half-helmet group were lacerations of the chin and mandibular fractures. Patients who wore ISI standard full-face helmets with strap and visor fixed experienced least injuries to the face. This study concluded that out of the three commonly used helmets, half-helmets provided the least protection against maxillofacial injuries during a crash, followed by the open-face helmets. The highest protection was provided by the full-face helmets with ISI standardization when secured properly with strap and visor.

RE-DESIGN OF A MOTORCYCLE HELMET FOR USE IN URBAN TRAFFIC: CONCEPTUAL DESIGN AND TESTING

AbstractThis paper presents the re-design approach of an urban motorcycle helmet to prevent users bypassing the strap fastening system. Related studies show that although a full-face helmet provides the maximum protection to a rider, in practice, full-face helmeted riders in urban traffic tend to improperly fasten it. On that notion, the design goal was to conceive a helmet that combines the advantages of different helmet types while responding to urban driving needs. During design ideation possible solutions were examined focusing on different ways of accessing and fixating the helmet on a rider’s head, without using a strap fastening system. Preliminary concept development produced three design concepts, that were evaluated using two sets of prototypes: (a) the 3D printing method under a 1:2 scale was used to detect any design faults, while the 3D modeled concepts were evaluated in four different crash impacts regarding total deformation and von-Mises stress, and (b) 1:1 models of the three concepts were used by experienced riders to assess possible usability issues during helmet placement/removal. Results of the two-phase evaluation of the three concepts and design issues for further development of them are discussed.

Analysis of Different Safety Devices in the Prevention of Motorcycle-Related Craniofacial Trauma - A Retrospective Study.

Introduction:Motorcycle accidents are one of the most frequent causes of trauma. Safety devices and helmets can influence the severity of injuries. Our retrospective study wants to evaluate the different effectiveness of Open-face and Full-face helmets in the prevention of craniofacial trauma.Materials and Methods:The sample consists of 440 patients admitted to two Level I Trauma Centres in Northern Italy, between January 2002 and February 2019, because of motorcycle-related craniofacial trauma. For each patient personal data were collected, as well as type and site of fractures, type of helmet, if worn, Comprehensive Facial Injury (CFI) score and Abbreviated Injury Score (AIS-Head) for head injuries. Inferential statistical analysis was then conducted.Results:Two hundred and eighty-eight patients wore Open-face helmets (69.7%) and 125 patients wore Full-face ones (30.3%). Mean CFI score (Standard deviation - SD) observed in patients with Open-face helmets was 7.0 (SD: 6.8) and surgery was required in 149 cases (51.7%); while it was 4.9 (SD: 6.0) in patients with Full-face helmets for whom surgery was required in 43 cases (34.4%) (P < 0.0001 and P = 0.002, respectively). Multivariate analysis shows that severity of facial trauma is a significant risk factor for head injury severity with OR 1.90 (95% confidence interval: 1.43 - 2.51) and P < 0.0001.Discussion:Full-face helmets are definitely considered to be more protective for facial trauma, which is also a significant risk factor for the severity of head injuries. The type of helmet chosen influences the need of surgical treatment in case of craniofacial trauma.

The effectiveness of different types of motorcycle helmets – A scoping review

BackgroundProtective helmets may reduce the risk of death and head injury in motorcycle collisions. However, there remains a large gap in knowledge regarding the effectiveness of different types of helmets in preventing injuries. ObjectiveTo explore and evaluate the effectiveness of different types of motorcycle helmets; that is the association between different helmet types and the incidence and severity of head, neck, and facial injuries among motorcyclists. Also, to explore the effect of different helmet types on riders. MethodsA systematic search of different scientific databases was conducted from 1965 to April 2019. A scoping review was performed on the included articles. Eligible articles were included regarding defined criteria. Study characteristics, helmet types, fixation status, retention system, the prevention of injury or reduction of its severity were extracted. ResultsA total of 137 studies were included. There was very limited evidence for the better protection of full-face helmets from head and facial injury compared to open-face and half-coverage helmets. There was however scarce evidence for the superiority of a certain helmet type over others in terms of protection from neck injury. The retention system and the fixation status of helmets were two important factors affecting the risk of head and brain injury in motorcyclists. Helmets could also affect and limit the riders in terms of vision, hearing, and ventilation. Multiple solutions have been discussed to mitigate these effects. ConclusionFull-face helmets may protect head and face in motorcycle riders more than open-face and half-coverage helmets, but there is not enough evidence for better neck protection among these three helmet types. Helmets can affect the rider’s vision, hearing, and ventilation. When designing a helmet, all of these factors should be taken into account.