Back Clinic Personal Injury Chiropractic Team. Injuries from an accident can not only cause physical harm to you or a loved one, being involved in a personal injury case can often be a complicated and stressful situation to handle. These types of circumstances are unfortunately fairly common and when the individual is faced with pain and discomfort as a result of trauma from an accident or an underlying condition that has been aggravated by the injury, finding the right treatment for their specific issue can be another challenge on its own.
Dr. Alex Jimenez’s compilation of personal injury articles highlights a variety of personal injury cases, including automobile accidents resulting in whiplash, while also summarizing various effective treatments, such as chiropractic care. For more information, please feel free to contact us at (915) 850-0900 or text to call Dr. Jimenez personally at (915) 540-8444.
Fractures of the cervical spinous processes are considered to be rare injuries. Isolated spinous process fractures are even rarer instances, some of which are rare injuries in rare case reports. Approximately xixteen percent of isolated process fractures of the cervical spine involve more than one level. Isolated cervical spinous process fractures are in fact, commonly referred to as clay-shoveler’s fractures.
The term “fracture” can be employed in medical scenarios that deal with a broken bone. This can vary from acute breaks to small fractures, or anything which will impact the integrity and stability of the bone.
Bone fractures could result from numerous distinct situations. Women in particular that suffer from osteoporosis or other conditions, or older people, may lose strength in their bones, making them more fragile and vulnerable to breaks and cracks, even with minimal impact. As the bones have not fully grown, young children are also vulnerable to bone fractures, particularly because they frequently participate in activities that heighten the risk of injury.
However, falls, automobile accidents, and also a number of other dangers can lead to bone fractures, and depending on the severity, these may often require a range of short and long-term treatment options.
What is a Clay Shoveler’s Fracture?
A clay shoveler’s fracture is an avulsion fracture of the spinous process. It happens with flexion of the head, like that reported with automobile accidents, diving, or even wrestling injuries. It also occurs with repeated stress caused by the pulling of the trapezius and rhomboid muscles on the cervical and thoracic spinous processes. Repetitive and forceful muscle contraction breaks the spinous process and pulls the avulsion segment away from the original spinous process.
A clay shovelers fracture commonly occurs from the cervical and upper thoracic spinous processes C6, C7, and T1. The avulsion and fractures are caused by damage or injury from direct blows to the base of the neck. This is usually a stable fracture and doesn’t create any additional deficits.
X-ray examination of the spine can help diagnose a clay-shoveler’s fracture. On the lateral side (side view) x-rays, an oblique radiolucent fracture line could be seen through the base of the spinous process. It’s more likely to maintain the trunk or distal tip of the lower cervical and upper thoracic spinous process. Serrated edges or rough margins are generally seen with the fractures, which distinguishes it from nonunion of this secondary growth centre of the process. Additionally, bones from the head and neck would not be displaced or have the serrated margins. The distal portion of the fractured spinous process is often displaced downward (caudally or poor). This is due to the pull on the avulsion segment of bone.
Chiropractic Care for Clay Shoveler’s Fractures
Chiropractors can help alleviate some of the long-term and immediate concerns associated with bone fractures, such as clay shoveler’s fractures. A chiropractor may not perform treatment procedures to the fracture until the damage or injury has started to heal and inflammation is reduced. A chiropractor can help with compression techniques which are beneficial in maintaining the bone in place for healing. A chiropractor may also advocate wellness techniques, such as appropriate diet, and this will optimize the body’s ability to restore its original health and wellness. Chiropractors may also educate a patient on a variety of exercises and stretches to reduce the likelihood of complications and which, if done properly and at fixed intervals, will promote quicker recovery.
The advantages of seeing a chiropractor for wellness and health are many and well documented, but chiropractors are particularly effective as first line and treatment practitioners for bone fractures of any sort. When many kinds of fractures and acute breaks may require immediate therapy, a chiropractor can help rebuild strength and ensure proper recovery, which makes the chiropractic procedure an excellent cure and ensuring long-term good health.
The scope of our information is limited to chiropractic and spinal injuries and conditions. To discuss options on the subject matter, please feel free to ask Dr. Jimenez or contact us at 915-850-0900 .�
By Dr. Alex Jimenez
Additional Topics: Automobile Accident Injuries
Whiplash, among other automobile accident injuries, are frequently reported by victims of an auto collision, regardless of the severity and grade of the accident. The sheer force of an impact can cause damage or injury to the cervical spine, as well as to the rest of the spine. Whiplash is generally the result of an abrupt, back-and-forth jolt of the head and neck in any direction. Fortunately, a variety of treatments are available to treat automobile accident injuries.
Fractures in the cervical spine may occur with severe or repetitive trauma. Clay shoveler’s fracture is an avulsion fracture of the spinous process. It happens with abrupt flexion of the head, most commonly from a variety of accidents. It also occurs with stress caused by the pulling of the muscles around the thoracic and cervical spinous processes. The process breaks up and pulls on the avulsion segment from the original spinous procedure.
Clay shoveler’s fracture most frequently results in the lower cervical and upper thoracic spinous processes, namely C6, C7, and T1. Fractures and spinal avulsion can also be brought on by damage or injury as in direct blows to the neck’s base. This is a fracture that is stable and doesn’t produce any neurologic deficits. This part of the bone isn’t near nerve roots or the spinal cord, although patient’s are alarmed when they hear the term fracture or fracture in the neck.
Clay shovelers fracture derives its name from a common event among clay miners in Australia during the 1930s. The workers were digging deep ditches and tossing clay 10-15 feet above their heads with long handled shovels. Instead of having the clay come off the shovel, it would stick. The sticking clay produces a contraction of the trapezius and rhomboid muscles in reaction from the weighted shovel. The muscles react forcefully and immediately, contracting to stabilize the spine and shoulders. The Australian clay shoveler’s will hear a pop and feel a sharp contrast between the shoulder blades. They would feel sharp pain, making them unable to continue working because every time the trapezius or rhomboid muscles could contract. The mechanism of injury is believed to be caused by powerful and abrupt muscle contraction transmitting pressure via the ligaments. The enormous force is concentrated round the spinous processes and creates an avulsion fracture over the cervical and upper thoracic spine’s spinous processes.
Plain Film X-rays and Examination
Regarding lateral (side view) x-rays, a triangular radiolucent fracture line can be seen via the base of the spinous procedure. It is more likely to maintain the distal or trunk tip of the lower cervical and upper thoracic spinous procedure. Rough margins or serrated edges are commonly seen with the acute fractures, which differentiates it from this secondary expansion center of the process.The distal part of the fractured spinous process is frequently displaced down (caudally or inferior). This is due to the pull on the segment of bone.
Frontal x-rays (anterior to posterior) may demonstrate the look of two spinous processes at a single vertebrae, which can be called the “double spinous process sign.” Especially when the cervicothoracic junction is visualized on the view this signal is helpful for determining a clay shoveler’s fracture. An MRI (magnetic resonance imaging) or CT (computed tomography) is not typically required. A bone density scan could be indicated in a person who has undergone prior avulsion, thoracic, or lumbar spinal compression fractures. A bone density scan can evaluate and measure lumbar and cervical spine t-scores; which gauges relative risk of spinal compression fractures if bone density is in question.
Symptoms of Clay Shoveler’s Fracture
Clay shoveler’s fracture can occur with almost any repetitive and forceful activity utilizing the trapezius and rhomboid muscles. It might occur with automobile accident injuries for traumatic blows to both sides and top of the spinous procedure. Generally, pain is associated immediately after the injury and can be described as a burning or “knife-like” traumatic pain. Other symptoms include muscular stiffness and pain which increases with repeated action, similar to muscle strain at the top back joints or muscle strains. The broken spine is very tender, as are the muscles.
Treatment of Cervical Spine Avulsion Fractures
Most cases resolve in a few weeks. Pain or aggravation to the area could be associated with the tendon and muscle junctions that insert on the spinous process or avulsion segment. Some patients do not require treatment apart from remainder or NSAIDS (non steroidal anti medication). Others may benefit from pain medicine or muscle relaxers.
Medications could be applied at the neck and upper back into the muscles to ease soreness and possible rhomboid muscle strains. Bones and ribs shouldn’t be influenced or produce back pain. Some individuals require physical therapy or massage therapy, including chiropractic care, to help decrease muscle pain and stiffness. Ice, heat ultrasound, mild stretching, and range of motion exercises can help relieve neck and upper back pain. Some individuals respond to course IV cold laser treatments (low level laser treatment) to help reduce pain and inflammation in the muscles and tendons. Others might benefit from muscle treatments like Active Release Technique or Graston Technique to break up scar tissue or adhesions associated with years of repetitive activities. Patients may expect some discomfort for several weeks during the healing process.
Symptoms may worsen at the the front of the body with arms and the head, such as driving or working in the computer. With time and some therapy, symptoms will decline with time. Exercise and strenuous activity might need to be avoided for 1-2 months post injury. For patient’s having a history of stress fractures or avulsion fractures, a bone density scan could be indicated. Some kinds of fractures need immediate attention and could be unstable. Fractures must be assessed to make sure they are stable and tracked by an orthopedic surgeon.
The scope of our information is limited to chiropractic and spinal injuries and conditions. To discuss options on the subject matter, please feel free to ask Dr. Jimenez or contact us at 915-850-0900 .�
By Dr. Alex Jimenez
Additional Topics: Automobile Accident Injuries
Whiplash, among other automobile accident injuries, are frequently reported by victims of an auto collision, regardless of the severity and grade of the accident. The sheer force of an impact can cause damage or injury to the cervical spine, as well as to the rest of the spine. Whiplash is generally the result of an abrupt, back-and-forth jolt of the head and neck in any direction. Fortunately, a variety of treatments are available to treat automobile accident injuries.
Clay-shoveler’s fracture is a breakage of the vertebrae in the spine as a consequence of stress in the neck or upper back. It is often described as a steady fracture during the process of a vertebra happening at C7 or C6, classically at some of the cervical or thoracic vertebrae.
Clay-shoveler’s fracture usually occurs in laborers who engage in tasks involving lifting weights with the arms stretched. Examples of these actions include physical activities like shoveling soil, rubble or snow up and over the head backwards, using a pickax or scythe, and pulling out roots.
Back in Australia in the 1930s, men digging deep ditches tossed clay 10 to 15 feet above their heads using long handled shovels. Rather than separating, the clay would stick to the spade; the employee would hear a pop followed by a sudden pain between the shoulder blades, making them unable to continue working.
Mechanism of Injury: Clay Shoveler’s Fracture
The mechanism of injury is thought to be secondary to reflex and muscle strain through the supraspinous ligaments with force transmission.
The spinous process is pulled on by the enormous force. The fracture is diagnosed by plain film examination. The shear power of the muscles (trapezius and rhomboid muscles) yanking on the spine at the bottom of the neck actually tears from the bone of the spine.
Symptoms of clay-shoveler’s fracture include burning, “knife- like” pain in the level of the fractured spine between the top shoulder blades. The pain may increase with repeated action that strains the muscles of the upper back. The broken spine and muscles that are nearby are exquisitely tender. Often these injuries found incidentally years later when the cervical spine is imaged for other explanations and only are unrecognised in the time.
Acutely, they tend to be associated with:
Motor vehicle accidents
sudden muscle contraction
Blows into the spine
Radiographic Features
The fracture is seen on lateral radiographs as an oblique through the spinous process, usually of C7. There’s usually substantial displacement. Other radiographic characteristics of the fracture include ghost signals on an AP view (i.e. double spinous process of C6 or C7 caused by displaced fractured spinous process).
Clay Shoveler’s Fracture
Atypical Clay Shoveler’s Fracture
While the extreme pain slowly subsides in days to weeks, the region may intermittently develop burning pain with certain activities that involve prolonged extending of their arms (such as computer function).
No therapy is required for most patients. Physical therapy, pain drugs, and massage can be of help. Surgical removal of the suggestion of the spine is performed for anyone who have pain.
The scope of our information is limited to chiropractic and spinal injuries and conditions. To discuss options on the subject matter, please feel free to ask Dr. Jimenez or contact us at 915-850-0900 .�
By Dr. Alex Jimenez
Additional Topics: Automobile Accident Injuries
Whiplash, among other automobile accident injuries, are frequently reported by victims of an auto collision, regardless of the severity and grade of the accident. The sheer force of an impact can cause damage or injury to the cervical spine, as well as to the rest of the spine. Whiplash is generally the result of an abrupt, back-and-forth jolt of the head and neck in any direction. Fortunately, a variety of treatments are available to treat automobile accident injuries.
In the prior composing we created the foundation of the significance of tire pressures. Specifically, we demonstrated that a third of the vehicles on the street and additional only a third of those vehicles have an underinflated tire and a warning light, respectively.
We also know a 20% decrease in pressure results in substandard performance, these are the factors we’re likely to explore.
Underinflated tires have a different profile and contact patch with the road.
Where the tire meets the roadway is known as the contact patch. Maximizing the touch patch affords the motorist the most performance, specifically steering and braking. What happens if we reduce the contact patch? Under inflation does that.
The contact patch is what connects the vehicle to street, when a tire is properly inflated ( other variables being ignored), the scooter can provide 100 percent of the contact patch (and also the friction between the tire and the roadway) to steering, braking or a combination of both. If the pressure drops performance is also reduced and the contact patch is reduced – but by how much? There are schools of thought on this and a ton of research, for our argument we’ll say tires will have a reduction in performance.
Analyzing an Automobile Accident
But what does this actually mean in the real world? Let say a car traveling at 20 miles with tires was successful and needed to swerve to prevent a collision. The same vehicle with underinflated tires could successfully avoid the same collision at no longer than 17 mph. Let us increase the rates, 55 mph properly inflated collision avoidance becomes collision avoidance.
How about braking? If a vehicle with properly inflated tires could stop in 200 feet (roughly 70 mph), then the identical vehicle with under inflated tires will require 230 feet.
Rollovers turned into another related concern. Aside from the contact patch, appropriate inflation also affects rigidity and stability. In simple terms as a bicycle is asked to alter direction (steer), then an underinflated tire will bend enough to allow the sidewall touch the roadway surface and lift the touch patch from the roadway. In extreme instances, the tire will separate out of the rim allowing the rim to dig in the roadway surface. The photo below depicts a sidewall that is currently experiencing this condition.
The tires in this photo are still able to perform well, in part due to the very little side wall and lack of extreme under pressures. Increasing the sidewall, very similar to SUV or a truck, magnifies the bend and distortion.
The last thing to touch on is that the increase of blowouts. Underinflated tires put pressure inside the tire on the tire structure and boost heat. These variables can, and do, raise the probability of a tire failure by causing or exacerbating the layers of material inside the tire.
Proper tire inflation is among the single most significant routine maintenance activity, and ironically, one of the most ignored tasks and when contemplating causality, the tire pressure ought to be assessed to help rebuild the whole picture of this accident. Tire pressure should be taken into consideration when determining is the arbiter of the culpable party and slide and distances marks.
The scope of our information is limited to chiropractic and spinal injuries and conditions. To discuss options on the subject matter, please feel free to ask Dr. Jimenez or contact us at 915-850-0900 .�
Additional Topics: Auto Injuries
Whiplash is a commonly reported injury after an individual has been involved in an automobile accident. During an auto accident, the sheer force of the impact often causes the head and neck of the victim to jerk abruptly, back-and-forth, causing damage to the complex structures surrounding the cervical spine. Chiropractic care is a safe and effective, alternative treatment option utilized to help decrease the symptoms of whiplash.
There’s a lot of information about tires, far beyond the reviews and recommendations on a variety of websites. Here we’ll talk about, from a post-collision perspective, car specifications, standard tire information, and how tire pressure monitoring systems (TPMS) work. We will then analyze how tire pressures relate to automotive collisions.
Vehicle Specifications
Vehicles offered in the United States have a placard in the driver’s door jamb or internal door. This placard contains some advice we need to explore the tires including the vehicle manufacturer recommended load rating tire size, and tire pressure. Here’s an example:
(there’s a second placard particularly for tires but this should be supported contrary to the above mentioned placard as the next one does not include any vehicle identifying information such as a VIN. In this picture the last six digits of the VIN have been omitted.)
Tire Size
The majority of modern tires have writing on the sidewall which explains the tires measurements as well as other critical characteristics. What does it imply? Sizes for front and back are recorded. The 265 is the width, in millimeters, of the face. The next number, 70, is that the height of the tire sidewall for a percentage of the tread face (in this instance 70 percent of those 265). The “R” creates the tire structure a radial. Finally, the 17 is sized diameter in inches.
Tire Pressure
Notice that the listed tire pressure is assumed to be chilly. Tires have to sit at least eight hours from direct sunlight before they are deemed enough. Gases expand as they are heated and also the minimal cold pressure is put so that the scooter will be at the optimal pressure once at operating temperature; accordingly, if a bicycle is at or below the minimum and is at operating temperature, the strain was lower when the tire was cold.
Tire Pressure Monitoring System (TPMS)
The TPMS became a mandated normal after the fallout of the Ford Explorer & Firestone bicycle event. The federal government needed a system that would alert drivers to “non” tire pressure(s). There are two types of systems. The first type is called “direct measurement” and it uses a detector inside each tire which relays the strain. The second kind is known as “indirect dimension” and it utilizes the anti-lock brake method to determine if a tire is spinning faster than others. A bicycle with air pressure that is less will have a diameter that is smaller and will spin faster; this difference can be calculated by the brake system.
The gap in either system comes when we examine how this system decides to warn the motorist. Because the pressures at a tire can differ for a few reasons (we only discussed how temperature is one of these) that the TPMS doesn’t search for a single pressure, but rather an array or minimum strain. The setup within the computer of the vehicle only illuminates the warning light when a tire’s pressure is outside the specifications that are preselected.
Many studies by the national authorities, independent organizations, and tire producers all support substandard performance of tires where the tires are below the recommended pressure. The research have three points of discussion.
71 percent of drivers check tire pressure less than a month.
More than 1/3 of passenger cars surveyed had at least one tire at or below 20 percent of their placard.
Only 36 percent of vehicles tested would find a warning light at 20 percent or more below the placard.
The first point is not a surprise. The absence of frequent tire pressure maintenance is part of why the federal government mandated the TPMS system. The next point is also not surprising. If the majority (71\%) does not regularly check tire pressure, it should be anticipated tires are below the recommended pressure. The point is that the one we want to concentrate on. We want to focus on this fact since the majority of passenger car worries are 30 PSI; 20 percent less is 24 PSI.
If 100 passenger vehicles were on the road, 36 of these would have a minumum of one tire at 20\% below the placard pressure. Of those 36 vehicles, just 13 of them would have a warning light. (For the record it’s not much better for your light truck / SUV category.)
So now we know a third of those vehicles on the street have an underinflated tire and additional only a third of those vehicles have a warning light. The question is does 6 PSI thing? Yes, it does. Testing done by Goodyear and the NHTSA supported decrease in managing a reduction in pressure results in greater stopping distances, increase in blowouts, lower fuel economy, and tire wear.
Putting it All Together
The National Highway Transportation Safety Administration (NHTSA) also regularly studies tire related accidents. 1 study found approximately 9 percent of all collisions are tire related. In 2012, out of the 5.6 million authorities reported accidents, 504,000 were related.
For simplicity, we will assume each the accidents involved one car making the total 5.6 million. 725,000 would possess the warning lighting if we utilize the proportions more than 2 million would have at least one tire that is underinflated, in the table. Increasing the amount of vehicles only increases the statistics.
When deciding causality, you will find 504,000 tire related collisions as reported previously and also this misunderstood and often overlooked fact is omitted when attempting to determine the culpable party. It’s because of this that upkeep that tire pressures should be ascertained immediately post-accident rather than only focus on skid marks (though they are equally important in the equation important) because demonstrative evidence when trying to reconstruct accidents in the pursuit of discovering causality.
In Part 2 we will discuss how these variables affect tire performance that further provides demonstrative evidence to the accident reconstructionist, accident investigator and lawyer.
The scope of our information is limited to chiropractic and spinal injuries and conditions. To discuss options on the subject matter, please feel free to ask Dr. Jimenez or contact us at 915-850-0900 .
Whiplash is a commonly reported injury after an individual has been involved in an automobile accident. During an auto accident, the sheer force of the impact often causes the head and neck of the victim to jerk abruptly, back-and-forth, causing damage to the complex structures surrounding the cervical spine. Chiropractic care is a safe and effective, alternative treatment option utilized to help decrease the symptoms of whiplash.
Why do they deploy in some instances and not others?
The module monitors various vehicle systems and contains a threshold for deployment; in simpler terms, this usually means the collision must meet specific settings to deploy an airbag. The idea is exactly the same while the system of every automobile brand is specifically different from the next.
If the collision, as computed by the module, is intense enough, it’ll deploy the appropriate airbag(s). The module has the final say when an airbag is deployed, this is software & hardware dependent.
The module can understand, through onboard accelerometers, changes in the vehicles direction and speed. The module constantly calculates these changes and when it “sees” a switch beyond preset thresholds it begins to track, quite tightly, the fluctuations (this is called algorithm enablement). If it establishes that the changes meet the standards for airbag deployment, it’ll deploy the appropriate airbag(s).
Many vehicles also have failsafe sensors mounted in the car that are designed as a secondary mechanical and/or diagnostic triggering system. These detectors are mounted under the radiator, when crushed or damaged, they force an airbag deployment, generally on the vehicle’s front.
People also often ask whether the vehicle detects if a chair is occupied, in order to deploy an airbag. The driver�s seat is obvious, beyond this, the front passenger seat has a pressure sensor in it which can tell when a predetermined amount of weight is on it, and the rest of the seats use the seatbelt latch (vehicle specific). When you’re driving a vehicle, the module also monitors the status of the pressure sensors and seatbelts, it then uses this data to make the best choice possible about which airbags to deploy and when.
Collision Report Explanations and What to Expect
I’m frequently asked about a specialists report, but the most frequent subset questions are on the lack of aid for findings from the report. Since it is of private & professional interest I have chosen to tackle this question.
“I got this collision pro’s report but there does not seem to be any explanation for his findings, is this normal?”
Yes and No. Yes, this occurs; no, it’s not standard. All professional disciplines of post primary education are based in criteria that were scholarly & accredited.
Collison reconstruction specialists are no different. While not necessary part of an graduate or undergraduate curriculum, the training and instruction they have is based on exactly the identical licensed & scholarly training and education – because of the correlation, the exact same standard ought to be applied to collision reconstruction professionals. Scholarly research relies on procedures of peer reviewed and investigation, testing, and scrutiny before being approved.
When an expert offers an opinion without saying supporting scholarly documentation it’s not useless, but rather it stands alone; it’s simply his opinion. Conversely, as soon as an expert offers and opinion with proper supporting documentation that was scholarly, expertise, all the work, and research is provided with his opinion.
Additional and Minimal Costs in Auto Accidents
Often times an appraisal for repairs is used to justify “low speed” by citing minimum costs. There are a few points regarding so the question is These to consider:
Is the recorded price on the appraisal an accurate reflection of damage?
The long answer begins with understanding who did the assessment and what is there background? Normally, appraisers are trained by the insurer — as such, decreasing the costs and expenses of repair is at the interests of the insurance company. Secondly, a vehicle is not disassembled to learn if there is any damage, especially in low speed collisions by most appraisers.
The next issue is when replacement parts are required where do they come from? Original Equipment Manufacturer (OEM) components cost considerably more than Equal or Like Quality (ELQ) components, like ELQ components are the preferred choice of insurance businesses. It would cost the industry millions more when making repairs to use OEM parts as opposed to ELQ parts. Along this exact same line, paint’s quality also varies. Paint manufacturers provide paint systems that are very durable and will meet with the OEM specifications paints they also offer more economically tightly or paint which is not quite as durable color matched to the first, and as anticipated, it costs less.
The last problem to discuss is occupation downtime. The longer there is a vehicle in for repairs the more it costs the insurance provider in fees. While a shop can, and will, have a minimum quantity of time to fix the vehicle the insurance company is going to maintain them on this time frame and constantly press to be completed. This drive can make an environment where the repair facility will sacrifice quality of workmanship to finish for a profit margin that is much better.
The above factors greatly dictate the final amount making it overly subjective for a trusted stage to confirm the threshold of harm; in different terms, using “low cost” as a justification for no harm is not appropriate as no causality relationship is different. If a breakdown of the repair invoice is supplied, you efficiently show the bias towards reducing the cost of the repair and can objectively cost the repair components.
The scope of our information is limited to chiropractic and spinal injuries and conditions. To discuss options on the subject matter, please feel free to ask Dr. Jimenez or contact us at 915-850-0900 .�
Additional Topics: Weakened Ligaments After Whiplash
Whiplash is a commonly reported injury after an individual has been involved in an automobile accident. During an auto accident, the sheer force of the impact often causes the head and neck of the victim to jerk abruptly, back-and-forth, causing damage to the complex structures surrounding the cervical spine. Chiropractic care is a safe and effective, alternative treatment option utilized to help decrease the symptoms of whiplash.
In the last two writings we explored how low speed collisions can have substantial energy transfers with minimal (if any) damage. Here we will discuss the myth of “no damage = no injury” from a vehicle appearance / design point of view and how it relates to injury in a collision.
So as to get into this subject, we need a little history lesson first. With vehicle style being the topic of focus, the industry exploded after World War II. The jet age influenced bumpers, headlights and taillight’s fins. Something else happened too, for the first time in the automobile’s history, vehicles were more than “around town” horse-less buggies; the power of their engines and speeds potential dawned a whole new arena — security. In the 1960’s vehicle aesthetics began to compromise with safety. Automotive designers started to consider topics like; occupant restraints structural integrity, and crash worthiness.
The industry faced slow growth and change into the 1980’s, each revision or change did bring with it progress and progress but not enough at any one time to be a huge leap forward. The changes which were necessary, were too experimental, too cost prohibitive, or just too market risky. Then in the 1980’s a revolution in business started to take hold — the computer. The personal computer allowed for design changes to be done with efficiency. Once plugged in and switched on the days spend calculating double function and variables became complicated than a few clicks.
The computer made it possible for car manufacturers to reduce years of conventional design and research practices into only a month or two and at the same time it allowed for much more cost effective experimentation and new process development.
No Vehicle Damage Doesn’t Guarantee No Injuries
Now that We’ve completed history 101 let Us discuss the topic of Stage – “no damage = no injury”
Vehicle layout, as an approach or concept, has undergone a considerable overhaul in recent years. The change has influenced the use of bumper covers. The long standing tradition in design is to make them of a alloy and to put the outside or separate from the body. (Consider all those classics in “American Graffiti”). The bumper was designed to function as a compliment to the vehicle’s appearance. The safety perspective was non-existent with respect as they were no longer than a sacrificial lamb to save the body.
In the early 1970’s federal mandates designed to make vehicles safer forced the producers to engineer larger and much more structurally sound designs. The most noted changes where the moving of bumper away from the body itself to an essential part of the car’s body. This “afterthought” look borrowed from the truck world was the standard until the late 1980’s. Three things changed in the 1980’s: First, bumpers began to move to behind urethane bumper covers in usage.
This gave a look to vehicles and assisted with aerodynamics. Because aesthetics were no more part of the equation, bumpers became stronger and included the use of energy absorbing material between the bumper structure and the bumper cover. Finally, automotive paints had also advanced, including the ability to resist cracking & flaking, and paint had become elastic.
These changes also had another positive side effect; because of the elastic properties of urethane and the paint, minor collisions, even those which damaged the bumper behind them, no longer seemed as serious. Often times a bumper cover needed more than some paint and prep, where past designs necessitated changing the bumper.
The largest change between older design and the new one, is the inherent elasticity of the new bumper covers. These covers can, and do, rebound into the design they have been formed in and the use of paint that is elastic means the paint is likely to rebound as well. The assessment of speed from damage is currently poorer while signs of impact are evident. Obviously when a steel bumper is distorted it remains that way leaving no room for underestimation.
Notice how we have not discussed these design changes have gained energy transfer; and this isn’t any mistake. There are no groundbreaking points. Changes in vehicle design is not going to ease violation of laws of physics. All these design changes is make the energy transfer in a low speed crash less costly and less apparent.
Evaluating Vehicle Damage
However, there are Just demonstrable measures that can be taken to assess the effects of energy transfer in no apparent damage collisions:
Remove the cover of the bumper and inspect the materials below the “skin” of the bumper for internal damage
Check the angle of the passenger seat. The factory at a angle and when the occupant is thrown backwards, often the seat angle changes rendering evidence of force transfer sets seats
Have the swivel tested with a laser apparatus most repair shops use to make sure the frame of the car is “plumb.” Even a 1-degree variation will be evident and often the chassis gets distorted and that requires energy transfer.
The scope of our information is limited to chiropractic and spinal injuries and conditions. To discuss options on the subject matter, please feel free to ask Dr. Jimenez or contact us at 915-850-0900 .�
Additional Topics: Weakened Ligaments After Whiplash
Whiplash is a commonly reported injury after an individual has been involved in an automobile accident. During an auto accident, the sheer force of the impact often causes the head and neck of the victim to jerk abruptly, back-and-forth, causing damage to the complex structures surrounding the cervical spine. Chiropractic care is a safe and effective, alternative treatment option utilized to help decrease the symptoms of whiplash.
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