Decrease of morbidity in road traffic accidents in a high income country – an analysis of 24,405 accidents in a 21 year period

Ernstberger, Antonio; Joeris, Alexander; Daigl, Monica; Kiss, Miklós; Angerpointner, Katharina; Nerlich, Michael; Schmucker, Uli

doi:10.1016/s0020-1383(15)30033-4

Cited by 50 publications

(40 citation statements)

References 17 publications

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“…As the fatality on road traffic accidents could become the fifth substantial cause of death in 2030, the WHO initiated the "Decade of Action for Road Safety" [10]. Thus implementation of effective strategy is necessary in Saudi Arabia where motor vehicles kill one person and injure 4 ones every hour [11].…”

Section: Discussionmentioning

confidence: 99%

Injury Pattern among Road Traffic Accidents’ Victims in Najran City, Saudi Arabia

Al-Zamanan¹,

Al-Yami²,

Al-Najrani³

et al. 2018

IJCM

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Traffic accidents constitute the substantial cause of disability and mortality in the young Saudi individuals reaching horrible figures. The aim of this study was to review and identify the pattern of injury among road traffic accident (RTA) victims as well as the peak time of accidents and their implications. This retrospective hospital-based cross-sectional study was carried out in the period between April 2016 to March 2017 in King Khalid Hospital, Maternity and Children Hospital and Najran General Hospital, Najran, Saudi Arabia. All RTA victims admitted to the emergency departments of the pre-mentioned hospitals. Data collected from 435 Saudis and non-Saudis' files were statistically analyzed with regard to age, gender, the timing of road traffic accidents, injury pattern, and neurological deficits incidence. Most of the RTAs' cases (92%) were male victims with the highest peak in the age group 20 -29 years. 58% of the RTAs happened in the evening (6:00 PM-9:00 PM) while 20% occurred in the morning. Head injury represented the most frequent pattern (36%) followed by the spinal injury (23%), lower limb injury (23%), upper limb injury (20%), thoracic injury (17%), pelvic injury and abdominal injury (8%). 4.4% of RTAs resulted in death whilst 9% of cases experienced neurological deficits. In conclusion, young male drivers in Najran recorded the highest frequency of RTAs. Initiation of road safety education and expansion of speed detectors (Saher) system deployment is highly recommended.

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Section: Discussionmentioning

confidence: 99%

Injury Pattern among Road Traffic Accidents’ Victims in Najran City, Saudi Arabia

Al-Zamanan¹,

Al-Yami²,

Al-Najrani³

et al. 2018

IJCM

View full text Add to dashboard Cite

show abstract

“…In total, 2.6 million accidents were registered in 2016, an increase by 2.8% over 2015, making it the year with the most accidents since the German reunification in 1989 [22]. While accident numbers have increased, the decline in fatal accidents is considered to be a result of safer cars, the availability of fast and professional pre-clinical and clinical rescue teams, as well as specific traffic laws, such as maximum speed limits on country roads, mandatory helmet use, or alcohol limits [23]. Table 1 shows the number of accidents in the study area, controlled by police in Freiburg.…”

Section: Road Safety In Germanymentioning

confidence: 99%

Police Perspectives on Road Safety and Transport Politics in Germany

Gößling

2017

Sustainability

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Road safety is a key concern of transport governance. In the European Union, a Road Safety Programme was adopted in 2011, with the objective to reduce road deaths in Europe by 50% in the period from 2011 to 2020. Evidence suggests, however, that this goal will not be met. Against this background, this paper investigates police perspectives on traffic laws, traffic behaviour, and transport policy. Police officers working with road safety are in a unique position to evaluate and judge the efficiency of road safety policies, as they record traffic offences, fine, investigate, and witness in court. Geographically, focus is on transport policy in Germany, a country with a dense road network, high levels of car ownership, and a large number of car manufacturers. A total of 14 semi-structured interviews were carried out with police officers in a wide variety of positions within the traffic police in Freiburg. Thematic analysis is used to analyse content and to identify aspects that represent major areas of concern. Officers affirm that traffic laws question traffic safety, for instance with regard to speed and speed limits, or elderly drivers. Specific recommendations for changes in transport policies are made, and results are discussed in the context of their implications for road safety and the European Union's Road Safety Programme.

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“…ex vivo , should be undertaken to gain further insights to the development and biomechanics of NAAI. A broad and profound understanding of contributing risk factors is needed for further advances in automotive and road safety [12]. …”

Section: Discussionmentioning

confidence: 99%

Vascular geometry as a risk factor for non-penetrating traumatic injuries of the aortic arch

et al. 2017

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PurposeTo assess biomechanical factors in aortic arch geometry contributing to the development of non-penetrating aortic arch injury (NAAI) in multiply injured patients with an Injury Severity Score (ISS) ≥ 16.Material and methods230 consecutive multiply injured trauma patients with an ISS ≥ 16 admitted to our Level-I trauma center during a consecutive 24-month period were prospectively included of whom 13 presented with NAAI (5.7%). Standardized whole-body CT in a 2x128-detector-row scanner included a head-and-neck CTA. Aortic arch diameters, width, height, angles and thoracic width and height were measured in individuals with NAAI and ISS-, sex-, age-, and trauma mechanism-matched controls.ResultsThere was no difference between groups regarding sex, age, ISS, and aortic diameters. The aortic arch angle in individuals with NAAI (71.3° ± 14.9°) was larger than in healthy control (60.7° ± 8.6°; p*<0.05). In patients with NAAI, the distance between ascendent and descendent aorta was larger (5.2 cm ± 1.9 cm) than in control (2.8 ± 0.5 cm; ***p<0.001). The aortic arch is higher above tracheal bifurcation in NAAI (3.6 cm ± 0.6 cm) than in matched control (2.4 cm ± 0.3 cm; ***p<0.001). Accordingly, the area under the aortic arch, calculated as half of an eliptic shape, is significantly larger in patients with NAAI (15.0 cm2 ± 6.5 cm2) when compared to age- and sex-matched controls without NAAI (5.5 cm2 ± 1.3 cm2; ***p<0.001).ConclusionBesides the magnitude of deceleration and direction of impact, width and height of the aortic arch are the 3rd and 4th factor directly contributing to the risk of developing traumatic NAAI in severely injured patients.

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Decrease of morbidity in road traffic accidents in a high income country – an analysis of 24,405 accidents in a 21 year period

Cited by 50 publications

References 17 publications

Injury Pattern among Road Traffic Accidents’ Victims in Najran City, Saudi Arabia

Injury Pattern among Road Traffic Accidents’ Victims in Najran City, Saudi Arabia

Police Perspectives on Road Safety and Transport Politics in Germany

Vascular geometry as a risk factor for non-penetrating traumatic injuries of the aortic arch

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