Definitive spinal fusion was required in thirteen cases at a mean age of 14.5 years (range 12–23 years), due to progression of scoliosis in 9 cases (mean Cobb angle 55°), and the development of junctional kyphosis in 4 cases. In ten cases the correction obtained was maintained through skeletal maturity (mean Cobb angle at final follow-up 33°). These cases did not require definitive spinal fusion. The mean growth within the instrumented segment was 3.2 cm (42% of the expected growth). Progression of scoliosis was predicted by pre-operative apical convex rib-vertebra angle (RVA) (p=0.002). Excessive growth within the instrumented segment was predictive of junctional kyphosis but not of scoliosis progression. Age at operation and initial curve magnitude were not found to be significant predictive factors. 72% of overlapped ‘L’ rod construct (10 cases), and 33% of overlapped ‘U’ rod construct (3 cases) had documented curve progression within the adolescent growth spurt and required definitive spinal fusion.
A prospective study to evaluate the design, outcome and complications of the AcroFlex titanium/polyolefin artificial lumbar disc replacement. 11 subjects with single-level discographically proven discogenic pain of at least six months duration and refractory to conservative treatment underwent Total Disc Replacement (TDR) using the AcroFlex TDR. Surgery was performed by an anterior retroperitoneal approach. The following outcome measures were recorded pre-operatively, at 6 weeks and 3, 6, 12 and 24 months: Visual Analogue Score (VAS), Oswestry Disability Index (ODI), Low Back Outcome Score (LBOS), and SF-36. Physical examination and radiological assessment (plain radiographs, flexion/extension views, cine-radiography) were performed at the same time intervals. Complications and reoperations were recorded. 11 patients were enrolled since April 1998 (7 male / 4 female). The mean age was 41. 3 years. All patients have been followed for a minimum of two years. Surgery averaged 136 minutes with 143 mls blood loss. There were no operative complications. The average length of stay was 6. 1 days. The mean VAS reduced from 8. 8 to 4. 4 at two years. ODI improved from 51. 3 (mean) to 20. 9 (mean) at 24 months. The mean LBOS of 18. 4 improved to 47. 3 at two years. Patients showed improvement in all subsets of the SF-36. Radiological examination confirmed a mean flexion/extension arc of 6. 6 degrees with restoration of native disc height. Adverse events included one disc expulsion (under radiological observation), one autofusion (F/E views still confirm movement) and one catastrophic rubber failure requiring revision to combined anterior/posterior interbody fusion. As a result of this case all patients underwent ultra fine cut CT scans. An additional 4 cases showed small anterior tears in the rubber and are currently asymptomatic. The two-year outcome of the AcroFlex TDR is reported in 11 patients. Improvements in VAS, ODI, LBOS and all domains of the SF-36 were reported by 10 of 11 patients. Radiological outcome confirmed preservation of movement and restoration of disc height. Adverse events including disc expulsion, autofusion and rubber failure demand continued vigilance.
Motor vehicle accidents frequently cause injuries to the spine resulting in long term disability. The mechanisms of injury however, are poorly understood. Many of the currently available crash test dummies (e.g. EuroSid and Hybrid III) are deficient in consideration of the spine, lacking the correct biofidelic behaviour to accurately predict injury. We have developed a detailed mathematical model of the spine for the investigation of spinal kinematics and injury sustained during passenger vehicle impacts. The model uses finite element analysis. Surface geometry was reconstructed using digitised co-ordinates from 6 vertebrae (T10 to L3) The location, geometry and physical properties of all 6 ligaments and the intervertebral discs were added. The model was extrapolated to represent the thoracolumbar spine. An independently developed model of the cervical spine was added. The LS-DYNA finite element analysis code was used for simulation of a wide range of non-linear dynamic scenarios. Simplifications of the model included replacement of deformable materials with rigid materials, replacement of complex joints with non-linear springs, and substitution of detailed ligament representations with springs and dampers. The complete spine model was then embedded into a dummy model (Hybrid III) to generate a realistic ‘crash loading’ on the spine. The model has been validated against published data on stiffness, strength, range of motion, and known physical properties of individual functional spinal units. Further validation has been provided by data from volunteer and cadaveric testing. Loads representing a typical frontal impact were applied to the model. Ligamentous injury was predicted by monitoring forces and deflection within the model. The model accurately predicts bone stresses at which compressive wedge fractures, fractures of the pedicle and neural arch are known to occur. A validated finite element model comprising 20,000 elements has been developed for analysis of spinal injury. The model accurately predicts ligamentous and bony failure. We hope the model will provide the basis for the development of casualty reducing design strategies within the automotive industry.