Pattern of fatal head injuries due to vehicular accidents in Mangalore

Menon, Anand; Pai, Vishwas; Rajeev, A.

doi:10.1016/j.jflm.2007.06.001

Cited by 69 publications

(81 citation statements)

References 4 publications

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“…[4] Some studies reported that vault fracture is seen three times more often than skull base fracture. [7] Our results showed a 2.4% higher incidence in vault fracture compared to skull base fracture, which was similar to some previous studies. [10] In the present study, vault fractures were more frequent than base fractures among males, but skull base fractures were more common than vault fractures in females.…”

Section: Discussionsupporting

confidence: 93%

“…[5,6] Linear vault fracture is seen more frequently than skull base, but fractures may be present at both sites. [7] There are only a few reports from developing countries about the patterns of skull fracture. [7,8] The present study aimed to describe skull fractures according to sex, age, injury mechanism, and outcome among patients in Iran.…”

Section: Resultsmentioning

confidence: 99%

“…[7] There are only a few reports from developing countries about the patterns of skull fracture. [7,8] The present study aimed to describe skull fractures according to sex, age, injury mechanism, and outcome among patients in Iran.…”

Section: Resultsmentioning

confidence: 99%

See 2 more Smart Citations

Pattern of skull fracture in Iran: Report of Iran national trauma project

Saadat¹,

Rashidi‐Ranjbar²,

Rasouli³

et al. 2011

Ulus Travma Acil Cerrahi Derg

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AMAÇBu yazıda, İran'ın kentsel nüfusundaki kafatası kırık tipi oluş mekanizması tanımlandı. GEREÇ VE YÖNTEMGenel özellikler, travma mekanizması, kısaltılmış travma skalası, Glasgow koma skalası, hastanede kalış süresi ve 1999 yılından 2004 yılına kadar kaydedilen travma hastalarının sonucunu içeren verilere, İran Ulusal Travma Kayıt-ları veritabanından ulaşıldı. BULGULARKayıtlı 16,321 travma hastası arasında, kafatası kırığı olan 1704 olgu saptandı. En yaygın travma özelliği motorlu araç kazası (MAK) (%62,5) ile düşme (%23,8) idi. Trafik kazası mağdurları çoğunlukta yayalardı (%41,6). Kafatası kırığı-nın ortalama 27,2±17,7 düzeyinde bir yaşla birlikte erkeklerde (%78,6) görülmesi daha sıktı. MAK'lerde, kafa tabanı kırığı hastaların %51,2'sinde ve kafa tavanı kırığı da hastaların %48,8'inde gözlendi. Kafa tabanı kırığı ve kafa tavanı kırığı arasında, cinsiyet dağılımı bakımından anlamlı bir farklılık vardı (p=0,002). Kafa tabanı kırığı olgularının %67,4'üne karşı kafa tavanı olgularının %58,1'inde, MAK, travma mekanizması idi (p<0,001). SONUÇ

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Section: Discussionsupporting

confidence: 93%

Section: Resultsmentioning

confidence: 99%

See 1 more Smart Citation

Pattern of skull fracture in Iran: Report of Iran national trauma project

Saadat¹,

Rashidi‐Ranjbar²,

Rasouli³

et al. 2011

Ulus Travma Acil Cerrahi Derg

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“…Most cases of death in females had occurred among the age group of 15 to 19, and in males it was among the age group of 20 to 24-year-old. This is in agreement with similar results obtained by studies from Tehran, Kordestan, Isfahan, Amol, Shanghai of China, Singapore and Greece (16)(17)(18)(19)(20)(21)(22).…”

Section: Discussionsupporting

confidence: 92%

“…The highest number of deaths with regards to the type of car was as follows: sedans (passenger cars), motorcycles and pickup trucks had caused most of the incidents, and this was similar to the mortality rate during 2005 to 2009 in this province (15). Distribution of deaths according to the accident site was as follows: 66% of the cases happened on suburban roads, and similar results have been obtained by most studies (6,14,15,17,(19)(20)(21)26), yet in some studies done abroad, the inside-city victims made up 50 to 70 percent of the cases (13). Since the speed of the vehicles is one of the most important factors in the severity of injuries caused by traffic accidents (34,35), and because the speed of vehicles on suburban roads is higher than in cities, we can consider the high speed as one of the reasons for the increase in the number of people injured on suburban roads.…”

Section: Discussionsupporting

confidence: 77%

Studying the Epidemiology of Fatal Traffic Accidents in the Khuzestan Province

Behbahani

Mohammadi

Nazari

et al. 2016

Jundishapur J Health Sci

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Background: Traffic accidents with about 1.24 million deaths and 20 to 50 million cases of injury or disability per year are one of the most important public health challenges around the world. In Iran, traffic accidents, with an annual incidence of 32 cases per 100 thousand people, are considered as the second leading cause of death and the most common cause of injury. Objectives: This study aimed to evaluate the epidemiological pattern and mortality rate caused by traffic accidents during year 2012 in the Khuzestan province and its cities. Materials and Methods:In this cross-sectional study, all data related to fatal traffic accident referrals to legal medicine center of Khuzestan province during year 2012 were obtained and analyzed. Road traffic accidents mortality rate during this year was calculated for the province and its cities. The data were analyzed using Stata 11 statistical software. Results: In 2012, one thousand and twenty deaths related to traffic accidents occurred in Khuzestan province. The incidence of deaths due to accidents in Khuzestan province was 22.5 and the standardized age of incidence was 24.3 per 100 thousand people. Regarding gender, 78.24% of the dead individuals were male and 21.76% were female. The most common final causes of death were head trauma (76.27% cases) and bleeding (12.55% cases). The most deceased people were drivers (42.55%), passengers (34.90%), and pedestrians (21.27%). The highest traffic accidents mortality rate in Khuzestan province was observed in Hoveizeh (55.43 per one hundred thousand), Omidiye (55.30 per one hundred thousand) and Ramhormuz (53.12 per one hundred thousand), and the lowest incidence rates belonged to Lali (5.35 per one hundred thousand) and Shadegan (9.78 per one hundred thousand). Conclusions: This study showed that drivers, passengers and pedestrians were the most vulnerable road users. Regarding the fact that most of them were illiterate or had primary education and were self-employed or laborers, it seems essential to develop plans not only to train the road users but also to evaluate the safety of vehicles and roads and post-accident care programs, and consequently, implement special programs fully and strictly in order to reduce traffic fatalities.

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