Purpose. Missed additional canals are one of the most important reasons for RCT failures in molar teeth. This study aimed to determine the prevalence and distribution of middle mesial canals in mandibular first molars of the Kerman population. Materials and Methods. A retrospective study was performed on de-identified cone beam image sets from 3 private radiology centers in Kerman. A total of 100 mandibular first molars from 62 patients (mean age 32 years) were included. Information regarding the patient’s age and gender, the location of teeth, and the presence or absence of a MMC and also a second distal canal in MMC cases was recorded in an Excel table. Data were analyzed using SPSS software (IBM-USA). Results. The overall prevalence of MMCs in the mandibular first molars was 8.1% (10.0% in females and 6.3% in males). More cases of MMCs were seen on the right side (12.2%) than the left side (3.4%). One case of bilateral MMCs combined with bilateral second distal canals in the mandibular first molars was seen in a 26-year-old female. A further case of bilateral MMCs was found in a 32-year-old male but with single-canal distal roots on both sides. Conclusion. The overall prevalence of MMCs in the Kerman population (8.1%) is at the lower end of the reported range of the international literature (0.26% to 53.8%). In the cohort examined in this study, mid mesial canals were more prevalent in females and on the right side. There was no definite relationship between MMCs and second distal canals in the mandibular first molar teeth in the same subject. MMCs may be unilateral or bilateral. Careful exploration of the pulpal floor between canal orifices is essential to prevent missing the MMC, as this would cause undesirable clinical outcomes.
Purpose Various organizations and institutions are involved in road traffic injury (RTI) and crash registration such as police, forensic medicine organization, hospitals and emergency medical services. But there is a substantial uncertainty in interpreting the data, duplicated data collection and missing data in relation to RTI in most systems. This study aims to identify data sources for RTI surveillance in Iran and to explore traffic safety data source domains, data elements and detailed information by each data source. Methods This is a qualitative study which was conducted in 2017 in Iran. Data were collected employing semi-structured interviews with informants in road safety organizations in relation to traffic safety including Police, Ministry of Health and Medical Education as well as Forensic Medicine Organization and other authorities-in-charge. For completing the preliminary extraction information, the minimum data set was used and compared in each system. Results Eight different organizations relevant to road traffic safety were identified. The main domain of data provided by each one consists of Emergency Medical System form, Police KAM114 form, Ministry of Transport and Road Administration, Red Crescent Organization/Disaster Management Information System, Ministry of Health and Medical Education, Forensic Medicine Organization, Insurance Company and Ministry of Justice. Each system has its own database, based upon its scope and mainly at crash and post-crash status and little on pre-crash circumstance. Conclusion All current registry systems are not surveillance systems for RTI prevention. Huge data have been collected in various registry systems in Iran, but most of the collected variables are duplicated in each system. On the other hand, some variables like alcohol and substance abuse, child seat belt, helmet use in relation to RTI prevention are missed in all systems. Accordingly, it is a critical need to integrate and establish a comprehensive surveillance system, with focus on the goal of each system and collection of minimum data in each organization, which currently is underway.
Background: A Based on the World Health Organization's reporting, over 1.25 million people die annually in traffic accidents worldwide. Traffic accidents are the ninth main cause of death worldwide, with an average age range of victims of 15 to 29. Broadly speaking, 90% of traffic accidents happen in the lowand middle-income countries that comprise 82% of the global population, and these countries account for half of the world's vehicles. One of the goals of the National Road Traffic Knowledge Development Trustee is to plan and implement training courses (content design, design and implementation and evaluation) for target groups. To achieve this goal and due to the lack of academic programs on traffic safety in Iran, a single-credit course, "Safety and Traffic," was developed to be run as a compulsory academic course in all universities across the country. Methods: This course was administered as a national pilot study in four phases and in 17 medical universities across the country. All experts and national authorities in the Ministry of Science and the Ministry of Health and Medical Education were requested to provide feedback. Afterwards, the results and comments were forwarded to the Supreme Council of Cultural Revolution for further investigation. Upon approval of the Council, the course will be implemented in all universities across the country. Results: Results from the pre-test showed that the level of students' knowledge was low before attending the training courses. Surveys also revealed that the two items of "pedestrian safety" and "first aids in RTCs" were the most useful and applicable subjects. The percentage of wrong answers ranged from 61 to 98%. Conclusion: Considering the importance of traffic accidents and people's role in traffic-related issues, it seems that it is necessary to provide university courses for traffic safety education.
Introduction:Many people think that putting data about traffic injuries into a computer or extracting traffic related data from a hospital information system could be called a traffic injury registry. No officially approved and comprehensive traffic injury registry existed in Iran before the Ministry of Health in Iran decided to designate an Iranian traffic knowledge development trustee as the responsible organization to design and develop the comprehensive traffic injury registry. Methods: The Ministry of Health Secretary for Research jointly with Ministry of Health Secretary for Health and Treatment jointly appointed an Iranian traffic knowledge development trustee headed by Tabriz Traffic Injury Research Center to design and develop the comprehensive traffic injury registry (CTIR) as a national pilot to be implemented initially, in four provinces in northwest Iran and to be run for 4 years, before finalizing it for potential extension to other parts of the country. The health system, forensic medicine organization and traffic police of Iran are the three major sectors involved in this research. The registry is organized in 4 committees (Steering committee; Technical & Engineering committee; Methodology committee; Administrative committee) and 14 operational teams. Results: The CITIR was designed for traffic injury related data collections at five serial/parallel stations as 1: Traffic crash scene station 2-EMS transfer station 3-Emergency department station 4-Hospital ward station 5-Forensic medicine organization station. The complementary information is added from patient records to the registry server also. All the information is encrypted and linked through appropriate algorithms. The data collection staff at stations 3 and 5 are physicians and others are either emergency care technicians, nurses or non-medical staff. The data collection tools were prepared by an expert panel and followed validity and reliability assessment methodologies. Other than classical analytical methods, supervised pattern analysis methods and spatial analytical processes are applied for reporting structure. Conclusion: Partial implementation of the designed CITIR, reveals potential applicability of this registry in Iran, however, it needs to be evaluated continuously and improved in a mid-term investigation before its extended implementation.
The first effect of the any natural, artificial and social crises is on the traffic flow and the cutoff of the vital transport arteries. In this effect, various sectors involving in rescue, safety, and evacuation of the wounded and injured people, as well as many decisions made by crisis managers, face a lot of challenges. Therefore, the aim of this study is to investigate the readiness of traffic-related organizations in preventing crisis and traffic damages in metropolitan areas. Materials and Methods: This was an applied study, and the Delphi method was used for collecting the data from respondents. The statistical population consists of 40 Iranian traffic experts. A researcher-made questionnaire was designed for collecting the data, and its validity and reliability were confirmed using Face validity criteria and Cochran's formula (α=0.891). Friedman test was used for statistical analysis, and the goodness of the research model was measured using multiple linear regression analysis. Results: The readiness to continuously monitor traffic crises (beta coefficients=0.864) and readiness for timely notification of traffic crises (beta coefficients=0.399) were reported as the highest effective variables in preventing crisis damages by traffic-related organizations. Conclusion: To deal with the traffic crises, traffic-related organizations should be ready for continuously monitoring and timely notification of traffic crises, inter-organizational interactions, and mobilization of facilities.
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