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Abstract Background Head injuries are the most common cause of death in some motorized vehicles for which helmet use can significantly decrease the risk. Our objective was to determine rural adolescents’ attitudes regarding helmets and their use while riding ATVs, motorcycles and dirt bikes. Methods A convenience sample of 2022 Iowa FFA (formerly Future Farmers of America) Leadership Conference attendees were surveyed. After compilation, data were imported into the statistical program, R ( https://www.R-project.org/ ). Descriptive statistics, contingency table, logistic regression and non-parametric alternatives to ANOVA analyses were performed. Results 1331 adolescents (13–18 years) participated. One half lived on a farm, 21% lived in the country/not on a farm and 28% were from towns. Nearly two-thirds (65%) owned an ATV with 77% of all having ridden one in the past year. Farm residents had the highest ATV ownership (78%) and having ridden (80%) proportions, both p

When vehicles with traditional passive suspension systems are driving on complex pavement, the large vibration of the body will result in relatively negative effects on ride comfort, vehicle handling, and stability of passengers and goods. Body attitude tracking control based on tandem active–passive suspension can improve vehicle attitude stability and passability by enabling the body attitude to track an ideal position. In addition, the performance limitations of the actuator are considered in the design of the attitude tracking control algorithms. The attitude tracking performances are investigated in both simulations and real car tests. Two control algorithms which adopt linear quadratic regulator (LQR) and model predictive control (MPC) algorithms, are compared and analyzed in terms of theory and control performance. The simulations and real car tests results show that both attitude tracking control algorithms can effectively track the ideal body attitude with acceptable errors under different pavements, and the control effect of MPC is slightly better than that of LQR. In this way, attitude tracking of car body shows a lot of potential when a vehicle is in harsh environments. [ABSTRACT FROM AUTHOR]

Background: Head injuries are the most common cause of death in some motorized vehicles for which helmet use can significantly decrease the risk. Our objective was to determine rural adolescents' attitudes regarding helmets and their use while riding ATVs, motorcycles and dirt bikes. Methods: A convenience sample of 2022 Iowa FFA (formerly Future Farmers of America) Leadership Conference attendees were surveyed. After compilation, data were imported into the statistical program, R (https://www.R-project.org/). Descriptive statistics, contingency table, logistic regression and non-parametric alternatives to ANOVA analyses were performed. Results: 1331 adolescents (13–18 years) participated. One half lived on a farm, 21% lived in the country/not on a farm and 28% were from towns. Nearly two-thirds (65%) owned an ATV with 77% of all having ridden one in the past year. Farm residents had the highest ATV ownership (78%) and having ridden (80%) proportions, both p < 0.001. Overall, ownership and ridership for motorcycles (22% and 30%, respectively) and dirt bikes (29% and 39%, respectively) was significantly less than ATVs, all p < 0.001. Of ATV riders, those living on farms or in the country/not on a farm rode them more frequently than those from towns, p < 0.001. Higher percentages always/mostly wore helmets when riding dirt bikes (51%) and motorcycles (57%) relative to ATVs (21%), p < 0.001. Those from farms had lower proportions wearing helmets versus those living elsewhere for all vehicles. Helmet use importance ratings (1–10, 10 high) were not different for motorcycles (mean 8.6, median 10) and dirt bikes (mean 8.3, median 10), but much lower for ATVs (mean 6.1, median 6). Females, non-owners, and helmet law supporters all had higher helmet use importance ratings. Males, those from farms, and owners and riders of the vehicles all had lower proportions that supported helmet laws. Support for helmet laws was significantly lower for ATVs (30.7%) than dirt bikes (56.3%) or motorcycles (72.3%), both p < 0.001. Those whose families had strict ATV "No Helmet, No Riding" rules had much higher helmet use and helmet importance ratings. Conclusions: Our study indicates that the safety culture surrounding helmet use is relatively poor among rural adolescents, especially on farms, and deserves targeted interventions. [ABSTRACT FROM AUTHOR]

Problem. The creation of transport vehicles for operation in difficult road conditions requires solving a complex of problems related to the fulfilment of the necessary requirements for speed and traction characteristics, in particular, shifting modes, overcoming climbs, manoeuvrability and increased speed with its stepless change, anti-skid properties. Such requirements are achieved thanks to constructive solutions in transmissions of various types. Goal. The aim is an attempt to create a fullflow continuously variable transmission with hydrostatic transmission and motor-wheels instead of a step-mechanical one to improve the technical characteristics of the all-terrain vehicle and the technological possibilities of manufacturing the transmission by the block method when using standard components. Methodology. Based on the analysis of the technical characteristics of the analogue allterrain vehicle with a mechanical multi-gear transmission and a review of achievements in modern hydrostatic transmission with hydraulic motor-wheels, static calculations were carried out to assess the possibility of creating a stepless full-flow hydro volume transmission and building its hydraulic schematic diagram. Calculations are based on mathematical models created on the basis of the laws of mechanics and hydraulics. The results. According to the results of the calculations, it has been shown that it is fundamentally possible to create a stepless hydrostatic transmission for an all-terrain vehicle with the specified traction and speed characteristics. Further research is proposed on the analysis of the dynamics of the hydrostatic transmission of the all-terrain vehicle and the creation of a corresponding experimental model of the vehicle. Originality. For the analogue all-terrain vehicle, the hydraulic motor-wheels required for the working volume were selected, which provide the parameters of traction and speed characteristics and allow creating an original transmission without the use of reducers and gearboxes. Practical meaning. The obtained results are planned to be considered as recommended for carrying out a functional and cost analysis in the design and determination of technological possibilities in the manufacture of a hydrostatic transmission of an all-terrain vehicle. It is also proposed to consider the method of calculating the hydrostatic transmission of an all-terrain vehicle in the educational process for master's students of industrial mechanical engineering when studying the disciplines related to the design of hydraulic drives and their tests.

Purpose: All-terrain vehicles (ATVs) pose a significant risk for morbidity and mortality amongst children. We hypothesize that current vague legislation regarding helmet use impacts injury patterns and outcomes in pediatric ATV accidents. Methods: The institutional trauma registry was queried for pediatric patients involved in ATV accidents from 2006 to 2019. Patient demographics and helmet wearing status were identified in addition to patient outcomes, such as injury pattern, injury severity score, mortality, length of stay, and discharge disposition. These elements were analyzed for statistical significance. Results: 720 patients presented during the study period, which were predominantly male (71%, n = 511) and less than 16 years old (76%, n = 543). Most patients were not wearing a helmet (82%, n = 589) at time of injury. Notably, there were 7 fatalities. A lack of helmet use is positively associated with head injury (42% vs 23%, P < .01), intracranial hemorrhage (15% vs 7%, P = .03), and associated with lower Glasgow Coma Scale (13.9 vs 14.4, P < .01). Children 16 years and older were least likely to wear a helmet and most likely to incur injuries. Patients over 16 years had longer lengths of stay, higher mortality, and higher need for rehabilitation. Conclusion: Not wearing a helmet is directly correlated with injury severity and concerning rates of head injury. Children 16 years and older are at greatest risk for injury, but younger children are still at risk. Stricter state laws regarding helmet use are necessary to reduce pediatric ATV-related injury burden. [ABSTRACT FROM AUTHOR]

Climate change and air pollution are two significant challenges facing our society and represent a major driver for new developments in the transport sector. As a consequence, automotive manufacturers have focused on the electrification of vehicle propulsion systems and offer a wide range of hybrid and full-electric vehicles in different classes. However, in the world's most densely populated metropolitan areas, small and lightweight vehicles are key for the mobility of millions. Traditionally these vehicles have provided cost-effective transportation which is difficult to preserve with vehicle electrification. Many of these light vehicles, such as scooters and all-terrain vehicles, use internal combustion engines in combination with a continuously variable rubber belt transmission which provides a simple, comfortable and cost-effective transmission technology but with poor efficiency and high maintenance costs. In this contribution, a novel full hybrid powertrain concept is proposed that offers a similar driving experience to conventional continuously variable transmissions while providing significantly improved performance and fuel economy combined with low system complexity. In its basic configuration, the hybrid powertrain can operate without active actuators and even with mechanical throttle control of the internal combustion engine. This minimalist approach reduces system costs and helps to create a competitive solution for price-sensitive markets. The hybrid system is based on a planetary gear set that combines the internal combustion engine and an electric motor. It is complemented by a centrifugal clutch and one-way clutch, resulting in different operating modes for low and high speeds as well as for electric driving. This paper describes the mechanical design and control approach of the proposed hybrid powertrain layout. In order to evaluate the basic functionalities, a prototype vehicle was built and tested. This contribution shows the integration of the hybrid powertrain concept in a prototype vehicle and proves the fulfilment of all required full hybrid functionalities. [ABSTRACT FROM AUTHOR]

This work deals with the explicit dynamic frontal crash analysis of the roll cage of an All-Terrain Vehicle. The crash testing analysis is done to ensure the safety of the driver during an accident in a catastrophic event. A roll cage model of the All-Terrain Vehicle is developed as per the rules laid down by BAJA SAE INDIA for m-BAJA vehicles using SolidWorks. Thereafter, the dynamic frontal crash analysis is performed by making a collision with a rigid wall, keeping a uniform velocity of the roll cage is 40 km/h. The analysis is carried out in HyperWorks software using Radioss solver. The work established the driver safety for the proposed roll cage by analyzing the stress development, and the total deformation after the collision. It is found that Von Mises stresses of the roll cage model except a joint of Side Impact Member is lower than the permissible limit.

Vehicle comfort has become a buzzword in the automobile sector and continuous research is going on in this domain. Every automobile manufacturer would like to take the lead in vehicle comfort so as to attract more customers. Noise, vibration and harshness (NVH) testing is very important for improving the driving comfort of a vehicle. Driving comfort is directly related to the driving ability and health of the driver. Many international organisations have laid down guidelines for measuring driving comfort and categorise it in a range from comfortable to extremely uncomfortable. The present study adopts an experimental approach to determine the driving comfort in all-terrain vehicles (ATVs) by measuring frequency-weighted root-mean-square (RMS) accelerations at all the driver contact points in three mutually perpendicular directions as per the guidelines laid down in ISO 2631-1:1997 and ISO 5349-1:2001. The low-amplitude high-frequency engine vibrations are attenuated by performing transfer path analysis (TPA) of the vehicle roll cage before and after design modifications. The performance of the engine isolator mount is evaluated by carrying out transfer function analysis (TFA) of the active and passive engine mount vibrations. A novel hybrid approach comprising the TPA and TFA methods is used to attenuate the engine vibrations. The test result shows the effectiveness of the design modifications at the footrest, whereas there is moderate to low effectiveness at the steering and seat, respectively. [ABSTRACT FROM AUTHOR]

This paper presents a method for the identification of control-related signal paths dedicated to a semi-active suspension with MR (magnetorheological) dampers, which are installed in place of standard shock absorbers. The main challenge comes from the fact that the semi-active suspension needs to be simultaneously subjected to road-induced excitation and electric currents supplied to the suspension MR dampers, while a response signal needs to be decomposed into road-related and control-related components. During experiments, the front wheels of an all-terrain vehicle were subjected to sinusoidal vibration excitation at a frequency equal to 12 Hz using a dedicated diagnostic station and specialised mechanical exciters. The harmonic type of road-related excitation allowed for its straightforward filtering from identification signals. Additionally, front suspension MR dampers were controlled using a wideband random signal with a 25 Hz bandwidth, different realisations, and several configurations, which differed in the average values and deviations of control currents. The simultaneous control of the right and left suspension MR dampers made it necessary to decompose the vehicle vibration response, i.e., the front vehicle body acceleration signal, into components related to the forces generated by different MR dampers. Measurement signals used for identification were taken from numerous sensors available in the vehicle, e.g., accelerometers, suspension force and deflection sensors, and sensors of electric currents, which control the instantaneous damping parameters of MR dampers. The final identification was carried out for control-related models evaluated in the frequency domain and revealed several resonances of the vehicle response and their dependence on the configurations of control currents. In addition, the parameters of the vehicle model with MR dampers and the diagnostic station were estimated based on the identification results. The analysis of the simulation results of the implemented vehicle model carried out in the frequency domain showed the influence of the vehicle load on the absolute values and phase shifts of control-related signal paths. The potential future application of the identified models lies in the synthesis and implementation of adaptive suspension control algorithms such as FxLMS (filtered-x least mean square). Adaptive vehicle suspensions are especially preferred for their ability to quickly adapt to varying road conditions and vehicle parameters. [ABSTRACT FROM AUTHOR]

The pursuit of ungulates as game animals, whether for recreation, cultural tradition, or meat, is a dominant activity on public and private lands in North America and much of the world. Strategic regulation of hunting is key for managing game population abundance, age and sex structure, and distribution, with harvest rates a function of both hunter success and participation. Hunter satisfaction is often linked to success and ultimately with hunter recruitment and retention, a growing concern for wildlife agencies. Yet knowledge is lacking about what hunter characteristics or behaviors are linked with success, and how these may differ among common hunt types. We used survey and spatial data from hunters (n = 416) during a 6‐year observational study in northeastern Oregon, USA to characterize hunter traits associated with success for 3 hunt types for antlered males: rifle deer (Odocoileus spp.), archery elk (Cervus canadensis), and rifle elk. We modeled the success for rifle deer and rifle elk hunters using logistic regression models in a Bayesian hierarchical approach. Annual success rates were highly variable, ranging from 4 to 76% for rifle deer and 20 to 56% for rifle elk hunters, and from 0 to 14% for archery elk. Age distributions of hunters were similar across hunt types (x̅ $\mathop{x}\limits^{̅}$ = 47.2 years), and male hunters were ~8 times as common as females (n = 370 vs. n = 46, respectively). Success rates for men and women, however, were comparable within hunt types. Successful hunters spent more hours per day outside camp (x̅ $\mathop{x}\limits^{̅}$ = 7.4 vs. 6.4 for unsuccessful hunters) and expended a slightly larger percentage of their hunting effort on foot (x̅ $\mathop{x}\limits^{̅}$ = 87.8%) than did unsuccessful hunters (x̅ $\mathop{x}\limits^{̅}$ = 84.6%). The best model predicting success of rifle deer hunters was based on hours per day spent outside camp during the hunting hours, with each additional hour increasing odds of success by 26%. For rifle elk hunters, the best model included time outside camp and a binary covariate for scouting. The odds of success increased by 418% for hunters who scouted versus those who did not, and by 18% with each additional hour per day spent hunting outside of camp. Summed model weights indicated that hours per day outside camp and scouting were most informative, and that use of an all‐terrain vehicle, age, and experience were unrelated to hunter success. Both models performed reasonably well (correct classification rates of 0.74 and 0.70 for rifle deer and rifle elk models, respectively). Our study augmented the relatively limited published information about behavioral factors associated with successful harvest of deer and elk, and we recommend additional research to better unravel the nexus of success and hunter characteristics and behavior to help sustain recreational hunting and big game populations. [ABSTRACT FROM AUTHOR]

Vector control is an important tool for plague management in native wildlife such as prairie dogs (Cynomys spp.) and black‐footed ferrets (Mustela nigripes). Given the success of previous prototype high‐pressure air (HPA) dusters, we developed a low‐pressure air (LPA) duster that can be mounted on and powered via all‐terrain vehicle (ATV). We describe the duster prototype and compare performance to commercially available dusters and previous high‐pressure air dusters. In 2021, we infused 0.05% deltamethrin (dust) into black‐tailed prairie dogs burrows (C. ludovicianus) in Larimer County, Colorado. We then captured prairie dogs and compared flea abundance and prevalence on a site dusted with prototype LPA dusters to a non‐dusted site. The mean amount of dust (g) dispensed per burrow was higher using the LPA duster (x¯ $\bar{x}$ = 6.37, 95% CI = 6.24–6.50) from ATVs when compared to HPA prototypes (x¯ $\bar{x}$ = 5.39, 95% CI = 5.27–5.52, P ≤ 0.01) and the commercial dusters used previously (x¯ $\bar{x}$ = 5.29, 95% CI = 5.05–5.50). Low‐pressure air and HPA dusters had shorter operating time than the commercial dusters (1 second per burrow versus x¯ $\bar{x}$ = 7.69, 95% CI = 7.42–7.95, P ≤ 0.01). Mean flea abundance and prevalence of flea infestation in 2021 was lower on the site dusted with prototype LPA dusters (x¯ $\bar{x}$ = 0.13 fleas, 95% CI = 0.00–0.31, prevalence = 0.065) than on a non‐dusted site (x¯ $\bar{x}$ = 8.61 fleas, 95% CI = 6.05–11.17, P ≤ 0.01, prevalence = 1.0). The LPA dusters offer several advantages over previous duster designs, including continuously generated low‐pressure compressed air, a durable build, and efficient operation from ATVs. Future work should focus on calibration at higher doses of dust and assessment of larger air tanks and more durable fuse systems. Accurate and efficient equipment along with quality control monitoring are vital to the ongoing success of vector control as a plague management tool. [ABSTRACT FROM AUTHOR]

Abstract Background Quadbikes or all-terrain vehicles are known for their propensity for crashes resulting in injury, disability, and death. The control of these needless losses resulting from quadbike crashes has become an essential contributor to sustainable development goals. Understanding the risk factors for such injuries is essential for developing preventive policies and strategies. The aim of this review was to identify the risk factors associated with quadbike crashes at multiple levels through a systematic review of a wide range of study designs. Methods The study incorporated a mixed-method systematic review approach and followed the PRISMA 2020 guidelines for reporting systematic reviews, including a peer reviewed protocol. This systematic review included observational studies investigating the risk factors associated with quadbike crashes, injuries, or deaths. Seven electronic databases were searched from inception to October 2021. Studies were screened and extracted by three researchers. Quality appraisal was conducted using the Mixed Methods Appraisal Tool (MMAT). Due to extensive heterogeneity, meta-analysis was not conducted. All the risk factors have been presented in a narrative synthesis for discussion following the guidelines for Synthesis without Meta-analysis (SWiM). Results Thirty-nine studies combining an aggregate of 65,170 participants were included in this systematic review. The results indicate that modifiable risk factors, such as the increasing age of driving initiation, reducing substance use, and the use of organized riding parks, could reduce quadbike injuries. Riding practices such as avoiding passengers, avoiding nighttime riding, and using helmets could significantly reduce crashes and injuries among riders. Vehicle modifications such as increasing the wheelbase and limiting engine displacement could also help reduce crash incidence. Traditional interventional methods, such as legislation and training, had a weak influence on reducing quadbike injuries. Conclusion Multiple risk factors are associated with quadbike injuries, with most of them modifiable. Strengthening policies and awareness to minimize risk factors would help in reducing accidents associated with quadbikes. PROSPERO registration number CRD42020170245

Abstract Objective: To assess Australian quad‐related deaths during the 2011–20 period in relation to introduction of the Consumer Goods (Quad Bikes) Safety Standard 2019. Methods: All Australian quad‐related deaths retrieved through the National Coronial Information System. Results: There were 155 cases, with 116 occurring on a farm and 39 in a non‐farm context. Deaths were evenly split between work (52%) and non‐work activities, however, 66% of all farm incidents involved work. Rollovers were responsible for 59% of cases and occurred largely on farms (86%), whilst working (69%). Head injury (32%) and asphyxiation (29%) were primary causes of death. Helmet use was low (

Background: Quadbikes or all-terrain vehicles are known for their propensity for crashes resulting in injury, disability, and death. The control of these needless losses resulting from quadbike crashes has become an essential contributor to sustainable development goals. Understanding the risk factors for such injuries is essential for developing preventive policies and strategies. The aim of this review was to identify the risk factors associated with quadbike crashes at multiple levels through a systematic review of a wide range of study designs. Methods: The study incorporated a mixed-method systematic review approach and followed the PRISMA 2020 guidelines for reporting systematic reviews, including a peer reviewed protocol. This systematic review included observational studies investigating the risk factors associated with quadbike crashes, injuries, or deaths. Seven electronic databases were searched from inception to October 2021. Studies were screened and extracted by three researchers. Quality appraisal was conducted using the Mixed Methods Appraisal Tool (MMAT). Due to extensive heterogeneity, meta-analysis was not conducted. All the risk factors have been presented in a narrative synthesis for discussion following the guidelines for Synthesis without Meta-analysis (SWiM). Results: Thirty-nine studies combining an aggregate of 65,170 participants were included in this systematic review. The results indicate that modifiable risk factors, such as the increasing age of driving initiation, reducing substance use, and the use of organized riding parks, could reduce quadbike injuries. Riding practices such as avoiding passengers, avoiding nighttime riding, and using helmets could significantly reduce crashes and injuries among riders. Vehicle modifications such as increasing the wheelbase and limiting engine displacement could also help reduce crash incidence. Traditional interventional methods, such as legislation and training, had a weak influence on reducing quadbike injuries. Conclusion: Multiple risk factors are associated with quadbike injuries, with most of them modifiable. Strengthening policies and awareness to minimize risk factors would help in reducing accidents associated with quadbikes. PROSPERO registration number CRD42020170245 [ABSTRACT FROM AUTHOR]

Introduction: Deaths and injuries from all-terrain vehicle (ATV) crashes result in approximately700 deaths each year and more than 100,000 emergency department (ED) visits. Commonmisconceptions about ATV crashes are a significant barrier to injury prevention efforts, as is the lackof key information about where and how crashes occur. The purpose of this study was to determineATV crash patterns within a state, and to compare and contrast characteristics of these crashes as afunction of crash-site rurality.Methods: We performed descriptive, comparative, and regression analyses using a statewide off-roadvehicle crash and injury database (2002-2013). Comparisons were performed by rurality as defined usingthe Rural Urban Commuting Area (RUCA) coding system, and we used geographic information system(GIS) software to map crash patterns at the zip code and county levels.Results: ATV crashes occurred throughout the state; 46% occurred in urban and 54% in rural zip codeareas. Comparisons of rider and crash characteristics by rurality showed similarities by sex, age, seatingposition, on vs. off the road, and crash mechanism. Conversely, helmet use was significantly loweramong victims of isolated rural crashes as compared to other victims (p=0.004). Crashes in isolatedrural and small rural areas accounted for only 39% of all crashes but resulted in 62% of fatalities. In bothrural and urban areas, less than one-quarter of roadway injuries were traffic related. Relative crash ratesvaried by county, and unique patterns were observed for crashes involving youth and roadway riders.During the study period, 10% and 50% of all crashes occurred in 2% and 20% of the state’s counties,respectively.Conclusion: This study suggests that ATV crashes are a public health concern for both rural and urbancommunities. However, isolated rural ATV crash victims were less likely to be helmeted, and rural victimswere over-represented among fatalities. Traffic was not the major factor in roadway crashes in eitherrural or urban areas. Unique crash patterns for different riding populations suggest that injury preventionexperts and public policy makers should consider the potential impact of geographical location whendeveloping injury prevention interventions. [West J Emerg Med. 2017;18(5)913-922.]

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All-terrain vehicles (ATVs) have become increasingly popular since their introduction to the United States in the 1970s. In general, people view ATVs as an innocent source of recreation for adults and children. Most individuals are unaware that ATV riding results in significant morbidity and mortality within the pediatric population. Children younger than age 16 years represent one-third of ATV-related injuries and one-fifth of ATV-related fatalities in the United States. Additionally, injuries children suffer are often more severe than those experienced by adults. Despite ongoing prevention efforts via legislation and education, ATVs remain a significant hazard to children and adolescents. Nurses are wellpositioned to participate in the prevention of pediatric ATV trauma, and hopefully, with a better understanding of the risk factors and outcomes associated with ATV accidents, they will be inspired to join the effort to combat this safety issue. [ABSTRACT FROM AUTHOR]

Abstract Background Helmets prevent head trauma in both all-terrain vehicle (ATV) and bicycle crashes. This pilot study’s objective was to compare family helmet use and participant attitudes regarding helmets for ATVs versus bicycles. Methods A convenience sampling of adults attending a 2017 university-sponsored health fair who had at least one child

When seeking to explain the many accidents involving children on quad bikes, it is critical to understand the norms and risk perceptions of their parents, because parents are responsible for their children’s safety. This study explored attitudes and behavior among parents of rural children using quad bikes and their experiences of incidents and injuries. Information obtained from two focus group discussions, one with young adults and one with parents, and an in-depth interview with a quad bike distributor was used to develop an interview guide. The guide was used in telephone interviews with Swedish parents (n = 41) and some children ages 5 to 14 (n = 9) between autumn 2015 and spring 2016. Analysis of the results revealed eight themes: (1) how quad bikes are used, (2) risk awareness, (3) safety information could help other parents, (4) parents’ perception of children’s abilities, (5) children’s learning, (6) children`s perspective, (7) rules and responsibilities, and (8) risk acceptance. Major findings were that parents were aware of the risks and had a strong commitment to children’s safety, but also showed risk acceptance. To increase the safety of quad bike use, recommendations to organizations and authorities are presented, such as an age limit for drivers of all adult-size quad bikes and safety labeling of quad bikes, with information clarifying the rules for specific vehicles. [ABSTRACT FROM AUTHOR]

All-terrain vehicle (ATV) crashes are one of the leading causes of death and injury in agriculture across the United States. Use of ATVs is highly prevalent in rural areas and has seen an increase in their application for a variety of agricultural work tasks. Empirical research on the use of these vehicles for agricultural tasks and associated injuries is limited, especially in the United States. Moreover, little is known about the risk factors associated with ATV-related injuries while doing farm work. A comprehensive review was conducted to evaluate the current injury burden of ATV use in agriculture, the need for future research, and possible solutions related to agricultural ATV safety. Potential injury prevention approaches are evaluated based on the hierarchy of control, including elimination or substitution (using side-by-side vehicles instead of ATVs or modifying ATV design), engineering control (operator protection devices), administrative authority (regulations and standards in the United States and around the world), training, and use of personal protective equipment. In addition, vehicle nomenclature, risk factors, and crash mechanisms are reviewed. Recommendations to decrease the likelihood of ATV crashes and injuries are provided. [ABSTRACT FROM AUTHOR]

The purpose of this study was to evaluate trends in agricultural mortality before and after implementation of safety initiatives. Retrospective review of Kansas mortality data from agriculture-related injuries from 1979 to 2018. The 39-year period was stratified into four periods to compare mechanisms of injury and fatality rates between study periods. There were 780 agricultural-related deaths. Mean age significantly increased between study Period I to Period IV from 46.4 to 55.3 years (P = 0.013). Tractors remain the primary cause of farm-vehicle mortality overall; however, tractor-related deaths significantly decreased during the study periods from 75.6% to 44.3% (P < 0.001). Tractor rollover mortality also decreased from 50.8% to 25.6% (P = 0.036). ATV-related deaths significantly increased from study Period II to III (5.1% to 23.9%, P < 0.001), but decreased from Period III to IV (23.9% to 17.0%). Tractor-related fatalities are decreasing, but tractors still remain the most dangerous piece of farm equipment. ATV-related fatalities are a continued concern. Continued rural education and emphasis on the use of rollover protection structures is a critical focus in the effort to prevent fatal farming injuries. [ABSTRACT FROM AUTHOR]

This paper describes the design and optimisation of rear wheel assembly for an all-terrain vehicle. The components of rear wheel assembly are designed with an optimised design intent with light weight material selection. The designed assembly is then discretised using finite element modelling through Hexa-dominant 3D mesh. The upright knuckle and the hub are assessed for their integrity check and the performance of full assembly is verified through simulation. From the post-processed stress results, factor of safety for the designed parts is presented. The presented work can be expanded to optimise the upright and the hub based the resolved gradient stress plots from the finite element analysis. [ABSTRACT FROM AUTHOR]

All-terrain vehicles (ATVs) are the second most common source of injury, following tractors, in U.S. agriculture. Rollovers are the leading cause of death in farm ATV incidents, constituting about 85% of ATV-related deaths. There is neither a significant practical solution for ATV rollover crashes in the U.S. nor standards and rules for implementing such a solution. Behavior-based control methods have been used for several decades but have reached their limit of success. Hence, engineering controls are needed to significantly decrease the severity of injuries in ATV rollover incidents (as in tractor incidents). In this study, engineering technologies to protect the operator in agricultural ATV crashes were reviewed. The discussion includes improving crash testing and stability ratings, evaluating static stability of ATVs, dynamic handling tests of ATVs, using automatic systems to notify first responders of a crash, and testing and applying operator protection devices. The available standards, rules, and recommendations related to these technologies around the world are also discussed. [ABSTRACT FROM AUTHOR]

The off-road vehicles are a necessary in today’s world for rescuing operations, military, racing and farming applications creating a huge demand for the AllTerrain Vehicle in the automobile market. The market size is estimated to be worth about $ 9.2bn (₹594Cr) by 2020. The drive-train of an All-Terrain Vehicle(ATV) is one of the major component in propelling the vehicle. Continuously Variable Transmission(CVT) coupled to a constant reduction gearbox, provides ease of driveability and the required high torque and top speed. In case of an ATV, high torque and high-top speed is the requirement, since it should be able to negotiate various terrains such as bumps, hill-climb, etc. Several authors have discussed, methods in designing CVT components of commercial vehicles which run on tarmac, and only few researchers have discussed methods to develop a CVT for an ATV requiring high velocity and high torque. The aim is to develop a lightweight, compact CVT system with high torque and top speed without any compromise on reliability. The force balance method is used to develop the analytical model. This model is used to design the various components of the CVT operating with gear ratios between 4:1 to 0.7:1. The structural analysis of all the CVT components are carried out. The designed and fabricated CVT components were then assembled on the ATV and performance studies were done by testing in various terrain conditions such as bumps, drops, slush and pulling weight from zero speed. All the components performed well, with no failures in all these conditions.

This study investigates children <18 years old with nonfatal all-terrain vehicle (ATV)–related head and neck injuries treated in United States emergency departments by analyzing data from the National Electronic Injury Surveillance System from 1990 to 2014. An estimated 279 391 children received emergency treatment during the 25-year study period. The number of injuries remained relatively constant from 1990 to 1997, increased by 142.9% from 1997 to 2007, and then decreased by 37.4% from 2007 to 2014. The most common diagnoses were concussion/closed head injury (32.6%) and fracture (32.6%); 15.4% of children were admitted. The most common injury mechanisms include ejection (30.0%), crash (18.8%), and rollover (15.8%). Patients who were injured on a street/highway were 1.49 times (95% confidence interval = 1.11-1.99) more likely to be admitted than patients injured at other locations. Although the number of nonfatal ATV–related head and neck injuries decreased during the latter part of the study period, they remain common and can have serious medical outcomes. [ABSTRACT FROM AUTHOR]

Purpose: To evaluate thoracolumbar spine injury patterns, demographics, and clinical characteristics in pediatric patients following all-terrain vehicle-related trauma.Methods: A retrospective review of patients 0-17 years old admitted to a level I trauma center following an ATV-related incident from 2004 to 2013 was performed. Thoracolumbar spine injury patterns, accident mechanism, driver/passenger status, and demographic and clinical data were compared between patients with and without a spine injury.Results: Of 456 pediatric patients involved in ATV-related trauma, 36 sustained one or more thoracolumbar spine injuries (7.9%). These patients tended to be older, taller, heavier, and had a higher BMI. ATV rollover was the major statistically significant mechanism of injury to cause spine fractures (61%). Patients with spine injuries had twice the hospital length of stay compared with those without (4 days vs. 2 days, P = 0.003). Nonstructural spine injuries (A0) were the most common type of injury (49.1%), followed by wedge-compression fractures (A1) (41.1%). In patients with a thoracolumbar spine injury, there was a mean of 3.11 spine injuries per child. Four (10%) patients with thoracolumbar spine fractures also sustained a cervical spine fracture.Conclusion: Once a thoracolumbar spine injury has been detected in a patient, the entire spinal column should be scrutinized because there is a high likelihood for additional injuries throughout the spine. Younger pediatric patients (≤ 8 years old) exhibit a spine fracture pattern distinct from that of older children who have a mature osseous-ligamentous complex. [ABSTRACT FROM AUTHOR]

Quad bikes are light-weight vehicles which are used for transportation of personnel, equipment, and material in forestry operations such as planning, logging, planting, and fire-fighting. With increased quad bike usage, serious injuries have become an increasing concern. The most common forms of severe incidents occur when a quad bike loses stability, causing injuries as it rolls over the rider trapped beneath. The risk of injuries during a rollover incident can be decreased by equipping the vehicle with rollover protection systems (ROPS), but since ROPS tend to decrease the stability of quad bikes, their use can be a trade-off between the risk of overturning and the outcome of any such incident. In this study, we examine the effects of approach angle, trailer load, ROPS and different hardware configurations on a quad bike's static stability. We found that approach angle and trailer configurations influenced the vehicle's stability, although the effect was difficult to quantify in a static environment. Furthermore, the quad bike's stability was negatively influenced by equipping it with a heavy (44 kg) ROPS. It reduced the static stability by an average of 5.1°, while a light (14.7 kg) prototype ROPS only reduced the vehicle's static stability by an average of 1.0°. The negative impact a ROPS has on a quad bike's lateral stability could be effectively counteracted by increasing the quad bike's track width. Increasing track width by less than 2% (20 mm) compensated for any negative impact that the light prototype ROPS had on the quad bike's lateral stability. [ABSTRACT FROM AUTHOR]

Background: Helmets prevent head trauma in both all-terrain vehicle (ATV) and bicycle crashes. This pilot study's objective was to compare family helmet use and participant attitudes regarding helmets for ATVs versus bicycles. Methods: A convenience sampling of adults attending a 2017 university-sponsored health fair who had at least one child < 18 years living at home were surveyed. Demographics, frequency of helmet use, and information about factors influencing helmet use were collected. Descriptive (frequencies) and bivariate (Fisher's exact test) analyses were performed. Qualitative themes of written responses were also examined. Results: Subjects (N = 98) were 26–57 years old (mean 40 years). Three-quarters (76%) were female. The percentage always wearing a helmet riding bicycles was 63% (subjects), 58% (spouses/partners), and 51% (children), compared to 11, 14 and 37% on ATVs, respectively. Moreover, the percentage never wearing a helmet while on an ATV was 68% for subjects, 71% for spouses, and 47% for children. Despite helmet use differences between bicycles and ATVs, the importance of children wearing a helmet on these vehicles was rated highly and equally important, 9.28 and 9.58 on a 1–10 scale, respectively. Higher proportions of subjects' oldest children wore a bike helmet 100% of the time if at least one parent always wore a helmet (81%), compared to children whose parents both wore helmets < 100% of the time or didn't ride (21%) (p < 0.0001). The proportion of children wearing ATV and bicycle helmets less than 100% of the time was significantly higher if parents reported barriers to effectively enforcing helmet use than if they did not (p = 0.04 and p = 0.004, respectively). Many reported a "strict no helmet, no bike/ATV riding rule" as being most effective in getting their children to always wear a helmet. Conclusions: This study is the first to explore family helmet use while riding bicycles vs ATVs. Although parent's belief in the importance of helmet use was high for both, helmet use was greater when riding bicycles. Further research is needed to better understand the social and environmental influences that shape parental helmet attitudes and practices in order to improve safety interventions for increasing pediatric helmet use. [ABSTRACT FROM AUTHOR]

Background: Quad bikes are a prominent cause of morbidity and mortality in Australia in both agriculture and recreation. This study describes the clinical and epidemiological characteristics of quad bike injuries at the Royal Darwin Hospital (RDH). Methods: A retrospective review of the RDH Trauma Registry for all quad bike mechanism of injury from 1 January 2006 to 31 December 2015 was conducted. We analysed patient demographics, remoteness of injury, injury circumstances, patterns and severity of injury, surgical intervention, length of stay and outcome. Results: In total, 186 persons were injured, of whom 81% (n = 150) were male. There was an increase in quad bike incidents during the 10‐year study period, and the greatest increase was seen in the 16–30 years age group. When helmet use was recorded, it was low at 36% (n = 47). Alcohol involvement was 40% (n = 74). Cases with alcohol involvement were 10 times less likely to have worn a helmet than those cases without alcohol involvement (95% confidence interval 3.8–29). The median Injury Severity Score was 8 (interquartile range 4–10). The median hospital length of hospital stay was 4 days (interquartile range 3–7). The majority, 57% (n = 106), did not require surgical intervention. The fatality rate was <5%. Conclusion: Quad bike incidents presenting to RDH are increasing. This likely corresponds to the increased number of quad bikes in circulation, and has resulted in an increased demand on health care. Alcohol use and a lack of safety equipment continue to be potentially correctable factors. [ABSTRACT FROM AUTHOR]

The article discusses a study about the aspects of designing and development of the front wheel hub of an all-terrain vehicle (ATV). Highlights include the material selection for the hub from two different types of material, improvement in the design of the hub with the help of various analyses of the hub, and the use of aluminum composites in automobile and aerospace industries for various high-performing components.

ABSTRACT Rails (Family: Rallidae) are among the most difficult birds to detect. Although methods have been developed to optimize detection during the breeding season, there is no current suitable survey method for the nonbreeding season. Low detection of rails and lack of suitable methods limit monitoring efforts and examination of important questions related to rail conservation and habitat management during the nonbreeding season. We present a new survey method along with suggestions for its effective use in moist‐soil wetlands. We conducted nocturnal surveys during the autumns 2012–2015 in Missouri, USA, to detect sora (Porzana carolina) using hierarchical generalized distance sampling along transects that we traveled while riding all‐terrain vehicles at night. We evaluated assumptions of our survey method by examining the response by radiomarked sora to survey vehicles and comparing survey counts between surveys on the same night. These surveys produced sora density estimates with error that can be used to address conservation and management questions such as habitat use and migratory timing. Published 2017. This article is a U.S. Government work and is in the public domain in the USA.

We compared risk factors and outcomes of children injured from all-terrain vehicle (ATV) injuries to those injured from motor vehicle collisions (MVC). We reviewed records of patients ≤18 years of age admitted to a trauma center with ATV- or MVC-related injuries between January 1, 2000, and December 31, 2015. Demographics were compared using logistic regression. Rates of injuries were compared using χ2 tests. Of 6293 patients, 1140 (18%) ATV and 5153 (82%) MVC events were identified. In multivariable analysis (adjusted odds ratio [aOR], 95% confidence interval [CI]), patients with ATV-related injuries occurred more at older age (≥12 years; aOR = 4.29, 95% CI = 3.20-5.77), in rural counties (aOR = 3.72, 95% CI = 2.62-5.28), in regions with lower median household income (aOR = 1.37, 95% CI = 1.03-1.83), and in the spring (aOR = 2.44, 95% CI = 1.87-3.18), and summer (aOR = 2.50, 95% CI = 1.93-3.25) compared with winter. ATV-related injuries occurred less frequently among females (aOR = 0.76, 95% CI = 0.65-0.89). Upper extremity injuries were associated with ATV-related injuries (P ≤.001). Findings may facilitate identification of at-risk groups for targeted interventions. [ABSTRACT FROM AUTHOR]

Worldwide, the number of quad bike-related injuries and fatalities has increased over the last 30 years and, although quad bike safety has become increasingly important over the last decade, greater understanding of the risks associated with these vehicles is required. This study aimed to improve understanding of the interrelationships between risk perception, risk management, and the use of safety technologies in quad bike operation. A total of 70 quad bike riders were interviewed in two sets of interviews: one targeting riders visiting two forestry fairs, and the other targeting riders with quad bikes equipped with ROPS. The interviews showed that the quad bike riders had a tendency for externalization of risk. This result possibly derives from the articulation and allocation of blame; the majority of respondents saw the problem of quad bike safety as a result of faulty rider behavior, thus shifting focus away from the technology as well as from themselves. This also applies to many of the interviewed ROPS owners, as one of their prime motivators in acquiring ROPS was to improve the safety of others rather than their own safety. [ABSTRACT FROM AUTHOR]

All-terrain vehicles have a remarkable capacity to handle a variety of irregular pavements, demonstrating its great potential in military domain as well as in the field of sports, entertainment, and so on. For all-terrain vehicles, the ride comfort is the core skill and one of the most important performance parameters. Little researches have been done into the ride comfort of all-terrain vehicle, particularly into the comprehensive ride comfort test and evaluation system. Combing the all-terrain vehicle vibration characteristics with the standards of ISO 2631, ISO 5349, and so on, a hardware testing system was developed for evaluating the all-terrain vehicle ride comfort. At the same time, a software analysis system was also built under the help of the hardware test system, which has been used to test and analyze many all-terrain vehicles. According to the test results and drivers' subjective evaluation, the test system was proved to be reliable, convenient, and able to effectively evaluate the all-terrain vehicle ride comfort, providing the theoretical basis for improving the ride comfort of all-terrain vehicles. [ABSTRACT FROM AUTHOR]

Purpose: To evaluate chest injury patterns in pediatric patients involved in all-terrain vehicle (ATV) accidents.Methods: Retrospective review of patients 0-18 years old admitted to a level I trauma institute following an ATV-related incident from 2004 to 2013 was performed. Chest injury type, accident mechanism, driver/passenger status, and demographic and clinical data were compared between patients with and without chest injury.Results: Chest injury was present in 102 (22%) of total 455 patients. The most common chest injuries were pulmonary contusion (61%), pneumothorax (45%), and rib fracture (34%). There were no cardiac, esophageal, or tracheobronchial injuries. Pulmonary lacerations, hemothoraces, and scapular fractures were predominantly not detected on radiography and recognized on CT only (86-92%). Patients with chest injury had longer median hospital stays (3 days vs 2 days, p = 0.0054). There was no significant difference in admission to intensive care after controlling for injury severity scores in patients with chest injury compared to those without (17 vs 9). Eight patients with chest injury died (8%) compared to 2 patients without chest injury (0.6%) (p = 0.0002).Conclusions: Chest injuries are common in children following ATV accidents and may be a marker of more severe trauma. Increased public awareness of these potentially devastating injuries and continuing safety efforts are needed. [ABSTRACT FROM AUTHOR]

Safety laws are among the most successful means of reducing injuries, but their effectiveness is strongly influenced by the level of enforcement. To characterize enforcement of off-road vehicle (ORV) laws statewide, analyses of citations were performed using Iowa Court Information System data. From 2005-2015, 5173 individuals were charged with 5643 citations issued. Citations averaged <5/county/year, decreased dramatically over time, and varied by county when normalized to registered all-terrain vehicles (ATVs). Over 90% of operators cited were male and Caucasian. One-fifth were <18 years old. The top five violations were: operation on a highway/snowmobile trail (51%), registration/identification number not documented/displayed (19%), prohibited use in a park/preserve (5.5%), and operation with more persons than the vehicle is designed to carry (4.4%). The Department of Natural Resources issued the highest percentage of citations, followed in decreasing order by Sheriff, Police, State Patrol, and Conservation officers. Significant differences were identified when citations were compared by sex, age, race, enforcement agency, disposition (guilty vs. not guilty), and when comparing counties with or without an ORV park. These characteristics suggest limited and variable enforcement of laws statewide that may reduce their potential to prevent deaths and injuries, and that improved strategies to support ORV law enforcement are needed. [ABSTRACT FROM AUTHOR]

Background: Since their introduction to USA markets in the late 20th century, all-terrain vehicles (ATVs) have been a significant source of trauma. Many paediatric studies have demonstrated the disproportionate rate in which minors are affected by ATV-related trauma, but no studies have been performed on a large sample size spanning all age and geographic ranges. This study is the first to analyze ATV-related fracture rates, patterns, and associated risks across all ages nationwide.Methods& Statistical Analysis: The National Electronic Injury Surveillance System (NEISS) was queried for ATV-related trauma for the years 2002-2015. The data were analyzed by age, sex, race, alcohol usage, helmet usage, type of injury, fracture location, and disposition from the emergency department (ED). Continuous data were analyzed using the t-test (2 groups) or ANOVA (≥3 groups). Discrete data were analyzed using χ2 tests. SUDAAN 10™ software was used to account for the stratified and weighted nature of the data. Significance was set at p < 0.05.Results: There were an estimated 1,862,342 ED visits for ATV-related injuries from 2002 to 2015; 482,501 (25.9%) sustained fractures with a mean age of 27.5 years. Among those with fractures, 75.7% were male, 28.5% resulted in hospital admission, 43.9% occurred at home, and 57.5% were unhelmeted. Anatomically, 51.8% involved the upper extremity, 23.6% involved the lower extremity, 6.4% involved the spine, 8.5% involved the skull/face, and 9.7% involved the ribs/sternum. Alcohol use was most frequently associated with skull (13.2%) and cervical spine (13.0%) fractures. Patients with skull or facial fractures were unhelmeted 88% of the time, and 87% of skull fractures were associated with brain injury. ATV-related fractures peaked in 2007 at 44,283 and trended downward through 2014.Conclusion: This study is the first of its kind to analyze ATV-related trauma over all age groups throughout the entire USA. It can serve as a reference for clinical decision-making and future studies. It also reinforces the need for ATV regulation advocacy, specifically helmet use. [ABSTRACT FROM AUTHOR]