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Objective: Traumatic brain injury (TBI) proves to be an obstacle for Bangladeshi patients due to the lack of facilities and specialist doctors in regional sections of the country. This study aimed to record different attributes of Bangladeshi TBI patients over a year i.e., their injury characteristics, treatments received and understand their impacts on the severity of TBI. Method: This cross-sectional study was carried out among 280 TBI patients treated in a tertiary care hospital in Dhaka. The physicians determined TBI's severity and prognosis as per the Glasgow Coma Scale (GCS) and Glasgow Outcome Score (GOS) respectively. Results: Most TBI patients were male (76.1%) and aged between 18 and 50 years (52.2%), as in previous studies in South Asian countries. However, the prevalence of TBI due to road traffic accidents (RTAs) was much higher (67.9%) than in the earlier studies in South Asia. Additionally, more patients suffered from severe TBI (29.3%) and moderate TBI (35.7%), and a higher percentage of patients went through surgery (56.8%) compared to previous studies. A significant association of demographic (residence) and clinical characteristics (consciousness after injury, CT scan findings and treatment type) with the severity of TBI was found in bivariate analysis. It also revealed the significant dependence of clinical characteristics (TBI etiology, post-injury consciousness, treatment type and TBI severity) on TBI prognosis. Multivariate analysis showed that patients who were unconscious after TBI and with evident brain injury observed in CT scans have a substantially higher risk of having moderate or severe TBI than mild TBI. Moreover, patients with TBI due to RTAs or falls, evident brain injury in CT scans, post-surgical seizure, and moderate or severe TBI have a significantly higher risk of getting a more unfavorable TBI prognosis than moderate disability. Conclusions: In this study, RTAs were found to be the major cause of TBI. Additionally, some variables were identified as possible determinants of TBI severity and prognosis among Bangladeshi patients. The correlation of these variables with TBI should be further studied with the hopes that steps will be taken to reduce TBI incidents and improve its management to reduce the overall burden. [ABSTRACT FROM AUTHOR]

Case: A 44-year-old man sustained a thrombosed popliteal artery after a closed left knee dislocation after a high-energy motor vehicle collision. He underwent emergency open popliteal artery embolectomy, with insertion of endovascular stent. After arthroscopic multiligamentous knee injury reconstruction (MLKI-R) on day 18 after injury, he developed stent thrombosis, which resolved with urgent percutaneous thrombectomy. Conclusion: This is the first report of popliteal artery stent thrombosis after MLKI-R. Knee surgery in a revascularized limb has remained controversial, but studies are scarce in the literature. Frequent circulation monitoring and vascular specialist availability postoperatively are still key to detecting this complication and early revascularization. [ABSTRACT FROM AUTHOR]

Introduction: Facial trauma deserves prompt attention because of its enormous functional and cosmetic importance. Aim of the study was to study the causes and treatmentof patients admitted with Zygomatic fractures and to evaluate the pattern for surgicaltreatment. To highlight on the indications for closed and open reduction. Material and Methods: This is a prospective study which was done on 32 patients over a period of 20 months. Patients with isolated zygomatic fractures, both sexes and all age groups were included. Results: This study encompassed a total number of 32 patients with Zygoma fractures 30(96.15%) patients were Male and 2 (3.85%) patients were Female with Male to Female ratio of 26:1. Most common age group involved in this study was 20-30years (57.69%). Most common risk factors identified in this study was Road traffic accidents which accounted for majority of the cases (83%) followed by interpersonal violence cases (10%) and accidental falls (7%). In our study out of 32 Zygomatic bone fractures. The most prevalent fractures were on right side. In our study the commonest presenting feature is subconjuctival haemorrhage (92%) followed by circum orbital echymossis (90%), Trismus (61%), malar flattening (60%) and numbness in the infra orbital nerve distribution (5%). In our study 18 patients underwent closed reduction by Gilles method and 10 patients underwent open reduction and internal fixation with miniplates and screws. 2 patients were treated with both Gilles elevation and ORIF. Zygomatic Arch fractures were 18 and Zygomatic comlex fractures were 12 Single point fixation was done in 17 patients at Zygomaticomaxillary buttress and 3 patients had 2 point fixation at ZygomaticoMaxillary and Zygomatico Frontal sutures. Single point fixation in the ZM area in Zygomatic complex fractures can avoid unsightly scars and give high satisfaction with surgical outcomes in selected patients with fracture displacement. Conclusion: It was concluded that the high frequency of Zygomatic fractures due to RTA in our population highlights the need for the strict enforcement of traffic rules and regulations. In view of the avoidable morbidity and mortality due to inadequate treatment, we advocate the establishment of regionalized, efficient, and focused trauma centers in various parts of the state particularly for acute trauma. [ABSTRACT FROM AUTHOR]

Background and aims: Injuries from Road Traffic Accidents (RTAs), particularly among vulnerable groups such as the elderly, are considered a significant public health concern. The aim of this study was to show epidemiology of RTIs among the elderly people in the Eastern Azerbaijan province of Iran. Method: This cross‐sectional study included all patients over 60 years old who admitted to the Shohada Hospital from 2006 to 2016. Data were extracted from the Hospital Information System. Injuries types were classified based on the International Classification of Diseases (ICD‐10). Descriptive statistics (Mean, median and frequency) and inferential statistics (The Pearson Chi‐square test) were used for data analysis through SPSS‐24 software. Results: A total of 3509 RTAs involving patients over 60 years old from 2006 to 2016. These traffic‐related injuries comprised 15% of all recorded injuries (23,321 cases). The mean age of the patients was 69.91 ± 7.61 years, with a predominant male representation (2324 patients, 64.74%). The median Length of Stay (LOS) in hospital was 3 days. Injuries most commonly affected the knee and lower leg regions (27.5%). The most frequent types of accidents were those involving car passengers (40.47%) and pedestrians (36.33%). The majority of RTAs occurred during the summer season. There was a significant difference in the rate of RTAs based on variables such as sex, age, season, and LOS (p < 0.001). Conclusion: The study highlights traffic‐related injuries among the elderly, mostly affecting the knee and lower leg regions, especially during the summer season. The efforts should include enhancing safety measures for car passengers and pedestrians, particularly during the high‐risk summer months. Also, it emphasizes the need for public transportation to improve safety for older people due to lower accident rates and senior‐friendly features. [ABSTRACT FROM AUTHOR]

Introduction: Road traffic accident is the most common cause of death in adults worldwide. Road traffic accident-related deaths increased from time to time in low- and middle-income countries including Ethiopia; however, there is limited evidence about Survival status and its predictors among adult victims of road traffic accidents admitted to Hospitals in Ethiopia specifically in the study area. Thus, this study aimed to assess Survival status and its predictors among adult victims of road traffic accident admitted to Hospitals. Methods: An institutional-based retrospective follow-up study was conducted from July 01/2019 to June 30/2022. A total of 402 samples were chosen using simple random sampling. Data was collected by a prepared checklist from the victims' chart and entered into Epi-Data version 4.6 software and then exported to STATA version 14.1 for analysis. Kaplan-Meier failure function and log-rank test were computed. The assumption was checked by Schoenfeld residual test. All variables in bivariable analysis, p-value < 0.25 were entered into multivariable cox-regression model. Adjusted Hazard Ratio with 95% Confidence Interval was reported to declare the strength of association and statistical significance p-value of < 0.05. Model fitness was checked by using Cox-Snell residual. Data was presented by text, table, and graph. Result: The median survival time was 504 h. From all, 63(15.6%) deaths, 57% of deaths occurred between 24 and 168 h of follow-up with an overall incidence of 15.34deaths per10, 000 victims-hours observation. According to the Kaplan-Meier failure curve together with the log-rank test, the incidence density rate of death among victims who had a complication during admission was71.86per10,000victims-hour observation (95%, CI:53.66–96.25), which is different from those who did not have complication 5.17per10,000person-hour observation (95%, CI:3.26–8.21). The incidence density rate of death among victims who had low level of arterial oxygen saturation (SPO2 < 95%) during admission was 82.87per10, 000 victims-hour observation (95%, CI: 63.15-108.75), which is different from those who had arterial oxygen saturation ≥ 95% 3.16per10, 000victims -hour observation (95%, CI: 1.75–5.71) Develop complication (AHR = 3.1,95% CI:1.44–6.70), systolic blood pressure measurement value ≤ 89 mmHg (AHR = 2.4,95% CI:1.10–5.19), not admitted intensive care unit (AHR = 0.46,95% CI:0.022–0.97), Glasgow Coma Scale score ≤ 8 (AHR = 2.9,95% CI:1.07–7.75), Glasgow Coma Scale score 9–12(AHR = 3.8,95% CI:1.61–8.97) and, level of arterial oxygen saturation ≤ 95% (AHR = 6.5,95% CI:2.38–17.64) were predictors of outcome variable. Conclusion and recommendations: The median survival time was short. Complication, low systolic blood pressure measurement value, low Glasgow Coma Scale score, not admit to intensive care unit and low level of arterial oxygen saturation were significant predictors of the outcome variable. So that healthcare providers better give special attention and care to those victims admitted to Hospitals. A further prospective study is recommended. [ABSTRACT FROM AUTHOR]

Background: Aim-The aim of study was to evaluate the prevalence of maxillofacial fracture following road traffic accidents, to access the pattern of maxillofacial fracture and to estimate the most common type of facial fracture following road traffic accidents in patient attending a tertiary health care center. Materials and methods: Patient coming to ENT OPD and casualty of Shri Vasantrao Naik government medical college Yavatmal with facial bone fractures following RTA, were evaluated in this study. Results: Total 140 patients were evaluated with facial bone fracture after RTA. The prevalence of facial fracture in RTA patient is 11.2%. Majority of them were in age group of 21 to 40 years. Male preponderance was seen. Most common facial fracture was mandible 48.5%, followed by nasal bone 18.5%, ZMC 17.1%, multiple bone fracture 10.7%. Among all mandible fractures 47.19% had parasymphysis fracture. Two wheeler accidents were majorly seen 47.1%, 33.6% four wheeler, 16.4% pedestrians and 2.9% three wheeler. Among the 2 wheeler drivers, majority 78.8% were not wearing helmets. Majority 60.7% cases needed surgery and 39.3% were treated conservatively. Among surgical cases 12.9% of cases had complication following surgery. Conclusion: On the basis of data which was reproduced after examination of 140 patients, having RTA with facial bone fractures attending tertiary care hospital, it is concluded that most common fracture following RTA is mandible. In mandible, the most common site is parasymphysis. Two wheeler accidents were majorly seen. Majority of patients were under influence of alcohol. Majority of them were not wearing helmets. To avoid RTA, it is important to implement stringent traffic rules, improving the quality of roads, safety regulation rules should be followed. ORIF being the main stay of treatment in present study followed by IMF. [ABSTRACT FROM AUTHOR]

Objective The aim of this article was to study the impact of early versus late tracheostomy on clinical outcomes of moderate-to-severe traumatic brain injury (TBI). Materials and Methods A retrospective cross-sectional study was conducted in the Neurosurgery Department, Mayo Hospital, Lahore, in which a sample size of 50 cases was calculated over a period of 6 months from January 1, 2022, to June 30, 2022. The included cases were patients who suffered from moderate-to-severe TBI, isolated TBI, needed elective ventilation, required intensive care unit (ICU) admission during their hospital stay, and were between the ages of 18 and 65 years. All the rest were excluded. A structured proforma was used by the physician to collect data after the informed consent of the patient. The results were computed and analyzed statistically using Statistical Package for Social Sciences , version 26. Results The median age of patients was 40 (interquartile [IQ] range 34) years and were predominantly male (72%). The most common mode of injury was road traffic accidents (58%). The median Glasgow Coma Scale (GCS) score at arrival was 8 (IQ range 6) and the most common pupillary light reflex at presentation was bilaterally equally responsive to light (68%). Neurologic deficits were mostly absent or cannot be assessed on presentation (86%) and in 38% of the cases multiple findings were noted on computed tomography (CT) scan while among single findings seen on CT scan, subdural hematoma was the most common (22%). Multiple regression analysis was done through two separate models using age, gender, mode of injury, presenting GCS score, number of CT-scan findings, number of days after endotracheal intubation after which tracheostomy was done, and the timing of tracheostomy (early vs. late) as predictors, and a significant relationship was noted between the timing of tracheostomy (early vs. late) and GCS at discharge (p = 0.001) as well as extended Glasgow Outcome Score (GOS) at discharge (p = 0.013). Conclusion This study suggests that moderate-to-severe TBIs are most common in middle-aged males and mostly involve road traffic accidents. In most cases, multiple CT-scan findings are seen as compared with a single predominant finding. In such patients, early tracheostomy is superior to late tracheostomy as it results in significantly better GCS and GOS scores at discharge as well as a decreased duration of mechanical ventilation and ICU stay. [ABSTRACT FROM AUTHOR]

Background: Indirect traumatic optic neuropathy (ITON) arises from concussive shockwaves, causing secondary optic nerve damage. Limited treatment options exist for traumatic optic neuropathy (TON), and the use of steroids remains contentious, addressing the absence of a standardized protocol for this ophthalmic emergency. Purpose: To evaluate the clinical presentation and visual prognosis of ITON as well as the efficacy of steroids in treating ITON. Methods: A retrospective analysis was conducted on patients diagnosed with ITON who sought medical attention spanning from January 2021 to December 2022. The study recorded the clinical profile as well as the ocular and cranial injuries. The study also evaluated the visual outcomes. Results: The total number of patients recruited in our study was 78. The mean age group found was 42 (ranging between 13 and 72 years of age). The most common mode of injury was a road traffic accident (83%), followed by home (10%) and factory accidents (7%). Only two cases had bilateral traumatic optic neuropathy. 93% of patients received steroids. The visual acuity at presentation was 6/6 to 6/18 in 32 cases (41%), 6/24 to 6/60 in 8 cases (10%), 5/60 to 3/60 in 1 case (1%) and worse than 3/60 in 37 cases (48%). Fifteen (20%) cases had optic canal fractures, and 15 (20%) had orbital wall fractures without optic nerve involvement. There was no noticeable improvement in visual acuity after 1 year. Only 9% improved, 3.9% worsened, and 87% remained unchanged. Conclusions: The study uncovered no significant association between visual acuity and treatment.

Abstract Introduction Road traffic accident is the most common cause of death in adults worldwide. Road traffic accident-related deaths increased from time to time in low- and middle-income countries including Ethiopia; however, there is limited evidence about Survival status and its predictors among adult victims of road traffic accidents admitted to Hospitals in Ethiopia specifically in the study area. Thus, this study aimed to assess Survival status and its predictors among adult victims of road traffic accident admitted to Hospitals. Methods An institutional-based retrospective follow-up study was conducted from July 01/2019 to June 30/2022. A total of 402 samples were chosen using simple random sampling. Data was collected by a prepared checklist from the victims’ chart and entered into Epi-Data version 4.6 software and then exported to STATA version 14.1 for analysis. Kaplan-Meier failure function and log-rank test were computed. The assumption was checked by Schoenfeld residual test. All variables in bivariable analysis, p-value

Context: Road traffic accidents (RTAs) are one of the leading and most common causes of ocular injuries, especially in developing countries like India. AIMS: The aim of the study was to study the incidence and clinical presentation of ophthalmic injuries in RTAs. Settings and Design: This was a prospective hospital-based study observational study. Subjects and Methods: A prospective cross-sectional study was conducted among 300 patients in the department of ophthalmology of a tertiary hospital in Western India from October 2021 to October 2023. Detailed ocular examination and investigations were done. Various parameters, including demographics, type of vehicle, type and severity of the injury, and visual acuity at presentation, were studied. The data obtained from the results were expressed in frequency and percentages. Statistical Analysis Used: Not applicable. Results: A total of 300 patients were included in the study. The right eye was affected in 177 out of 320 cases. Male preponderance was noted. The most common ocular finding was ecchymosis 168 (56%) followed by lid lacerations 81 (27%). Majority of the cases were in the age group of 31–40 years (31.67%). The incidence of injuries in two-wheeler riders was 283 (94.33%), of which people who were driving without a helmet were 256 (90.5%). Conclusion: We concluded from our study that the most common age group, 31–40 years, was involved in ocular injuries due to RTAs with male preponderance. Most of those who sustained injuries were riding two-wheeler vehicles without helmets. The involvement of the right eye was more common in unilateral cases. The most common injury found was blunt trauma presenting as preorbital edema and ecchymosis.

The article is devoted to the study of problematic aspects of the inspection of the scene during the investigation of traffic accidents. During the presentation of the main material, it is emphasized that given the specificity of the investigation of traffic accidents and the «saturated» trace picture during the inspection of the scene of the incident, certain problematic aspects of the inspection may negatively affect the effectiveness of the pre-trial investigation and the fairness of the final decision in the case. It is indicated that the participants in the traffic accident are persons who already have a procedural «status» in the criminal process. This can be a person whose rights and legal interests may be limited or violated, or another person whose rights or legal interests are limited dining the pre-trial investigation. The presence of these persons during the inspection must be reflected in the protocol of the inspection of the scene of the incident, which in turn gives them the right to familiarize themselves with the contents of the latter. It is noted that the use of continuous video recording hy the investigator during the inspection of the scene of the traffic accident, recording the participation of the inspection participants in the protocol and ensuring their right to familiarize themselves with the materials should increase the effectiveness of this investigative (search) action. It is indicated that the collection of evidence by the prosecution must be carried out in accordance with the legal procedure. It is proposed to make changes to the Criminal Procedure Code of Ukraine, which would allow the prosecution to record the testimony of technical devices and technical means that have the function of photo and video recording, before entering data into the unified register of pre-trial investigations, by analogy with the inquiry procedure. It was emphasized that the video material obtained from the car video recorder by illegal entry into the vehicle is inadmissible evidence, and such actions should entail the liability provided for by law. It is emphasized that the investigator's ban on any person from leaving the place of inspection before its completion and taking any actions that interfere with the inspection is legal only if the person is recognized as a participant in such an inspection. Considering the procedural consequences, such a ban cannot be considered a criminal procedural detention. [ABSTRACT FROM AUTHOR]

Introduction: The global estimate reflects 4.4 million injury-related deaths every year and the thoracoabdominal region is frequently injured since it is a wide area. Methods: An autopsy-based cross-sectional study was conducted using a convenient sampling technique for three years. A Chi-square test was conducted for categorical variables. A P value of less than 0.01 was considered statistically significant. Results: Out of 80 cadavers, the male:female ratio was 1:0.31. The commonest age group was 20–29 years. Victims of road traffic accidents were 54 (67.5%) followed by falls from height 10 (12.5%). External thoracic injuries were commoner than internal and vice versa in abdominal injuries. Liver injuries were major in number. Combined thoracic-abdominal and associated injuries were observed in 67 (83.75%) victims. The commonest cause of death was craniocerebral injury combined with hemorrhagic shock (36.25%). Eighteen (22.5%) victims died on the spot having an Injury Severity Score (ISS) of 73.37 followed by a survival time of 1–7 days in 17 (21.25%) cases. A significant correlation was found between ISS and survival period. Conclusion: All thoracic and abdominal injuries represent a possible increase in morbidity and mortality; hence, working toward their prevention and timely intervention is necessary.

Introduction: Road traffic accidents (RTA) are the ninth most common cause of death worldwide and contribute to the mortality rates of young adults aged 15–29. Behavioural factors and the perception of peril cause accidents. Aim: This scoping review is to determine the human factors in the form of safety behaviour and Road Safety Education (RSE) related to the incidence of traffic accidents among young drivers. Data sources: A comprehensive search of two databases, Scopus and ScienceDirect, was conducted to find articles published from 2017 to 2022. Eligible papers are entered into the specified criteria. The last fourteen articles were identified for this review. Results: Association of driving safety behaviour and road safety education with traffic accidents among young drivers. Factors causing adolescent traffic accidents are safety behaviour, risk perception and lack of education about driving safety. Conclusion: The overall findings of this review suggest that traffic safety education is needed to focus more on road users to improve hazard risk perception and change motorist behaviour. Traffic education and rules will quickly reduce the likelihood of traffic violations and accidents involving motorcycles. Future studies regarding factors that influence road traffic accidents Young Drivers are needed as they will help combat these problems. [ABSTRACT FROM AUTHOR]

Objective: To analyze the distribution, etiology, and patterns of oral and maxillofacial trauma among the subjects reporting to a dental institute in the Western Maharashtra region of India. Methods: This retrospective study was conducted by manually collecting data from the medical records of subjects who reported to the dental institute with a history of trauma from 1st January 2018 to 31st December 2022. All the injured subjects with complete clinical and radiographical records of maxillofacial injuries were included. The demographic data, etiology & site of trauma, and associated injuries were analyzed. Data were tabulated into four age groups (< 20 years, 21–40 years, 41–60 years, and > 60 years). Five etiological factors, i.e. road traffic accidents (RTA), stumble & falls, violence, animal attack, and strike by an object, were further evaluated based on age and gender. Maxillofacial injuries were classified into seven types: maxillary fractures (subcategorized), mandibular fractures (subcategorized), zygomaticomaxillary complex (ZMC) fractures, nasal, frontal, orbital, and naso-orbito-ethmoidal fractures. Data were tabulated and analyzed. Results: A total of 437 subjects were included, consisting of 84.2% males and 15.8% females, with the highest incidence of trauma between 21–40 years. Road traffic accident was the main reason for maxillofacial injuries (50.3%), followed by falls (26.5%), and violence (19.9%). ZMC fractures accounted for 55.4% (242 fractures), followed by mandibular fractures (42.3%). Conclusion: RTA is the main factor responsible for maxillofacial injuries in this part of Maharashtra among subjects of both genders. Education and motivation regarding road safety measures are the two factors that need to be focused on to reduce the incidence of maxillofacial injuries. [ABSTRACT FROM AUTHOR]

Background: Blunt trauma Abdomen (BTA) due to RTA is the sixth leading cause of death in India. Conservative management of most blunt abdominal injuries developed from the observation that most of these injuries would 'heal themselves' and that operative intervention could interfere with this process. Aim: To evaluate the outcome of conservative management of solid visceral injuries in BTA.Design: Prospective observational study. Methods:Study conducted in the Postgraduate Deptt. of Surgery, Govt. Medical College Jammu entailing 72 patients of BTA admitted from October 2018 to November 2019. Results: Out of 72 patients, 56 males were & 16 females. 69.44% had RTA. Most common age group was 21-30 years (30.56%).56.94% patients reported to hospital within 2 to 6 hours.FAST was positive in 95.83% patients. Liver was most commonly affected solid organ. 77.77% were managed conservatively and average hospital stay was 9.78 days. 4.16% patients of BTA expired in the study. Conclusion: In almost all the solitary solid visceral injuries with mild to moderate hemodynamic changes, Non Operative Management (NOM) is highly successful. It is concluded that all the isolated solid visceral injuries must be given fair chance of NOM where facilities of medical care or surgical ICUs are available for continuous monitoring. [ABSTRACT FROM AUTHOR]

The widespread use of automobiles has revolutionized transportation and attracted a large population owing to their convenience and effectiveness. However, this widespread adoption has resulted in a significant increase in road traffic accidents. The alarming road fatalities suggest that medical responders are overwhelmed by the need to save lives in a timely manner. This is due to a lack of affordable autonomous detection and notification mechanisms. Prior work in this domain includes the use of vehicular ad hoc networks, Arduinos, and Raspberry Pis; machine-learning approaches for predictions; and smart devices using integrated sensors. These methods are either expensive to acquire, human-reliant, or require vehicular modifications. Therefore, the aim of this study is to suggest a cheap prototype that can work with smartphones. The prototype should have embedded micro-electromechanical system (MEMS) sensors that measure g-force to find car accidents and global system for mobile communications-long term evolution (GSM-LTE) to call the closest medical responders, which would be found using GPS. A prototype was developed using the.NET Multi-Platform App UI (MAUI) framework. This study applied the design science research methodology (DSRM) to produce a socially acceptable, low-cost artifact similar to existing in-vehicle systems to save lives on the road during a road traffic accident. The FEDS evaluation of the results indicated that smartphones can perform such complex tasks with reasonable accuracy compared with expensive in-vehicle systems. The prototype can be adopted by lower- to middle-class individuals as it is a cheaper alternative. This study makes a practical contribution to the society by utilizing artifacts to ensure road safety. [ABSTRACT FROM AUTHOR]

In developing nations, road traffic accident is the leading cause of mortality for people under the age of 50. 80,000 people die in road accidents every year, accounting for 13% of all deaths worldwide. The motorized two-wheelers are one of the most common mode of transport in India. Skull fracture is the most common type of head injury in fatal motorized two-wheeler accidents. Creating an effective enforcement campaign with targeted compliance rates, combined with a well-planned public awareness campaign, can increase compliance and save thousands of lives. Motorized Two-Wheelers should be subject to strict speed control regulations. The government should imply rules for increasing safety features in the Motorized Two-Wheelers, particularly of the cheaper ones. The sale and purchase of the used Motorized Two-Wheelers should be regulated through proper channels. Periodic testing of the Motorized Two-Wheelers should be made mandatory. In this study, we analyzed the head injuries sustained in fatal motorized two-wheeler accidents as seen in postmortem examination of the fatalities due to the mentioned cause. We hope that the results of this study contribute valuable insights which would further help in formulating necessary policies and work towards to a safer community by helping in reducing the toll of motorized two-wheeler accidents. [ABSTRACT FROM AUTHOR]

The 6‐hour (6‐h) time to wound closure was a controversial issue as studies have shown that time was not a substantial factor. Wounds in the face are often considered to have a lower infection risk. Despite this, the cause of injury was not extensively discussed in relation to this context. The primary objective was to investigate the association between the 6‐h time to wound closure and wound complications following emergency management of facial soft tissue injuries (STIs). Additionally, the secondary objective was to explore other factors contributing to wound complications. A retrospective record review was conducted in our hospital in Kuala Lumpur, Malaysia, from 1 January 2017 to 31 December 2021. Medical records of patients with facial STIs due to road traffic accidents were included. Simple random sampling was used to select records meeting inclusion criteria. Data on demographic, injury, and treatment characteristics were collected using a standardized proforma. Descriptive, univariate and multivariate analyses were performed, including chi‐square tests and binary logistic regression. A total of 295 patient records were included, with most patients being males (77.3%) and of Malay ethnicity (54.9%). The median age was 31.0 years. Majority of patients were treated within 6 h of injury (93.9%). Complications were documented in 6.1% of cases, including wound dehiscence and infection. Multivariate analysis revealed a significant association between 6‐h time to closure and wound complications (OR: 7.53, 95% CI: 1.90–29.81, p = 0.004). Grade of surgeon on duty (OR: 4.61, 95% CI: 1.25–16.95, p = 0.02) and diabetes mellitus (OR: 6.12, 95% CI: 1.23–30.38, p = 0.03) were also shown to have a statistically significant association with wound complications. A 6‐h time to wound closure, grade of surgeon on duty and diabetes mellitus were three major factors involved in facial wound complications following road traffic accidents. [ABSTRACT FROM AUTHOR]

Abstract Background and aims Injuries from Road Traffic Accidents (RTAs), particularly among vulnerable groups such as the elderly, are considered a significant public health concern. The aim of this study was to show epidemiology of RTIs among the elderly people in the Eastern Azerbaijan province of Iran. Method This cross‐sectional study included all patients over 60 years old who admitted to the Shohada Hospital from 2006 to 2016. Data were extracted from the Hospital Information System. Injuries types were classified based on the International Classification of Diseases (ICD‐10). Descriptive statistics (Mean, median and frequency) and inferential statistics (The Pearson Chi‐square test) were used for data analysis through SPSS‐24 software. Results A total of 3509 RTAs involving patients over 60 years old from 2006 to 2016. These traffic‐related injuries comprised 15% of all recorded injuries (23,321 cases). The mean age of the patients was 69.91 ± 7.61 years, with a predominant male representation (2324 patients, 64.74%). The median Length of Stay (LOS) in hospital was 3 days. Injuries most commonly affected the knee and lower leg regions (27.5%). The most frequent types of accidents were those involving car passengers (40.47%) and pedestrians (36.33%). The majority of RTAs occurred during the summer season. There was a significant difference in the rate of RTAs based on variables such as sex, age, season, and LOS (p

Background: South Africa has a high mortality rate because of road traffic accidents (RTAs) compared to other countries. Aim: To determine the visual functions and their association with the occurrence of RTAs among vehicle drivers in the Gauteng province of South Africa. Setting: Eight driver’s license testing centres (DLTCs) in the Gauteng province. Methods: A cross-sectional study involving a multi-stage random sampling approach was conducted. Data collected using the questionnaire included participants’ demographic details. Ocular health examination included the measurement of visual acuity (VA), refractive errors, visual fields, colour vision, stereopsis, contrast and glare sensitivity. Results: A total of 579 motor vehicle drivers were enrolled in this study. Drivers who reported daily alcohol consumption had a higher risk of being involved in RTAs (odds ratio [OR] = 1.8, 95% confidence interval [95%CI] = 1.09–2.99, P = 0.02). Visual acuity (OR = 1.43, 95%CI = 0.99–2.06, P = 0.05), refractive errors (P = 0.03, χ2 = 61.57), abnormal contrast sensitivity (OR = 0.53, 95%CI = 0.31–0.93, P = 0.03) and deutan colour vision defects (P = 0.002, χ2 = 31.42) were significantly associated with RTAs. Visual field defects (OR = 0.98, 95%CI = 0.97–1.00, P = 0.09), stereopsis anomaly (OR = 1.00, 95%CI = 0.99–1.00, P = 0.35) and abnormal glare sensitivity (OR = 1.00, 95%CI = 0.99–1.01, P = 0.32) were not significantly associated with the occurrence of RTAs. Conclusion: These results suggest reviewing the visual requirements for obtaining a driver’s license by incorporating colour vision and contrast sensitivity assessment. Contribution: The study addresses a gap in the country’s current vision testing standards for driving.

Introduction. Cranioplasty is a standard neurosurgical procedure these days where surgeons repair a defect or deformity of a skull. This procedure can lead to fatal experiences after surgery. We encounter a similar experience we want to share. Case report. we present a case of 37 years 37-year-old patient who developed epidural fluid collection after cranioplasty. The patient deteriorated after surgery which we managed carefully and recovered later. Conclusion. Post-cranioplasty patients should be under observation and neurological deterioration should be kept in mind. Surgical intervention is not always needed and can be managed conservatively.

Introduction. Cranioplasty is a standard neurosurgical procedure these days where surgeons repair a defect or deformity of a skull. This procedure can lead to fatal experiences after surgery. We encounter a similar experience we want to share. Case report. we present a case of 37 years 37-year-old patient who developed epidural fluid collection after cranioplasty. The patient deteriorated after surgery which we managed carefully and recovered later. Conclusion. Post-cranioplasty patients should be under observation and neurological deterioration should be kept in mind. Surgical intervention is not always needed and can be managed conservatively. [ABSTRACT FROM AUTHOR]

A traffic accident is an unexpected and inadvertent road event involving a vehicle with or without other road users that results in human injuries and possibly property damage. This study identifies and analyses the characteristics of Indonesian and Malaysian road traffic incidents. The method used was the identification of crash data coordinates and the Equivalent Accident Number (EAN) score per road segment. Accident characteristics are based on the type of road traffic accident, and collision is the most common type of accident. Speed data of two vehicles, cars and motorcycles, was collected through the test driver method by using the same vehicles for cars and motorcycles and following their normal driving habits. From the analysis results, some factors causing accidents on the Bekasi Narogong Road Section are the lack of traffic signs, road surface conditions, and lack of clear road markings. While on the FT050 Johor federal road, every kilometre per segment and along the segment, motorcycles are faster than cars in terms of speed.

Purpose: Cerebral edema (CE) is the main secondary injury following traumatic brain injury (TBI) caused by road traffic accidents (RTAs). It is challenging to be predicted timely. In this study, we aimed to develop a prediction model for CE by identifying its risk factors and comparing the timing of edema occurrence in TBI patients with varying levels of injuries. Methods: This case-control study included 218 patients with TBI caused by RTAs. The cohort was divided into CE and non-CE groups, according to CT results within 7 days. Demographic data, imaging data, and clinical data were collected and analyzed. Quantitative variables that follow normal distribution were presented as mean ± standard deviation, those that do not follow normal distribution were presented as median (Q1, Q3). Categorical variables were expressed as percentages. The Chi-square test and logistic regression analysis were used to identify risk factors for CE. Logistic curve fitting was performed to predict the time to secondary CE in TBI patients with different levels of injuries. The efficacy of the model was evaluated using the receiver operator characteristic curve. Results: According to the study, almost half (47.3%) of the patients were found to have CE. The risk factors associated with CE were bilateral frontal lobe contusion, unilateral frontal lobe contusion, cerebral contusion, subarachnoid hemorrhage, and abbreviated injury scale (AIS). The odds ratio values for these factors were 7.27 (95% confidence interval (CI): 2.08 − 25.42, p = 0.002), 2.85 (95% CI: 1.11 − 7.31, p = 0.030), 2.62 (95% CI: 1.12 − 6.13, p = 0.027), 2.44 (95% CI: 1.25 − 4.76, p = 0.009), and 1.5 (95% CI: 1.10 − 2.04, p = 0.009), respectively. We also observed that patients with mild/moderate TBI (AIS ≤ 3) had a 50% probability of developing CE 19.7 h after injury (χ2 = 13.82, adjusted R2 = 0.51), while patients with severe TBI (AIS > 3) developed CE after 12.5 h (χ2 = 18.48, adjusted R2 = 0.54). Finally, we conducted a receiver operator characteristic curve analysis of CE time, which showed an area under the curve of 0.744 and 0.672 for severe and mild/moderate TBI, respectively. Conclusion: Our study found that the onset of CE in individuals with TBI resulting from RTAs was correlated with the severity of the injury. Specifically, those with more severe injuries experienced an earlier onset of CE. These findings suggest that there is a critical time window for clinical intervention in cases of CE secondary to TBI.

A rare case of an ascending colon injury and ileal perforation in a 34-year-old male patient due to blunt abdominal trauma caused by a road traffic accident is reported in this study. This paper reports the clinical and imaging findings of seat belt syndrome. The seat belt syndrome primarily involves soft tissue injury; however, lacerations of the colon, small intestine, and mesentery have rarely been reported in the literature. However intestinal injuries, including bowel perforation and mesenteric injuries due to seat belt syndrome, must not be underestimated because they usually require emergency laparotomy because of accompanying peritonitis and hemorrhaging, and can be lethal if left untreated. Therefore, when an ascending mesocolon hematoma and free gas in the peritoneal cavity are present, gastrointestinal perforation due to seat belt syndrome should be suspected. In this case, gastrointestinal perforation was suspected based on the computed tomography findings, and emergency surgery was performed; the patient's course was uneventful without any postoperative complications. Early diagnosis and management are essential to prevent associated morbidity and mortality.

Background: In India, the alarming rise in Road Traffic Accidents (RTAs) is a pressing concern that poses significant threats to public safety and infrastructure. Aims and Objectives: The study was conducted to know the clinico-radiological aspect and associated mortality and morbidity of cases of RTAs caused due to stray animals in central India. Materials and Methods: This current study was a prospective observational study done in the premier institute of central India from April 2023 to July 2023. All RTA patients due to impact with stray animals attending the trauma and neurosurgery department of our institute for 3 months (April 23, 2023–July 30, 2023) were included in the study. Results: A total of 50 patients were recruited for the study. The median age of the patients was 29.00 years (20.00–41.00) (Range). The gender distribution M: F was 38:12. Five (10%) patients reached the T and E within the golden hour (first 1 h). Evening time (42%) was the most common time of accidents (12 PM–6 PM), followed by (6 PM–AM). Analysis of vehicles involved in RTA revealed two-wheelers in 95%, three-wheelers in 3%, and other vehicles in 2% cases. About 34% of total victims were drivers, and 66% were pillion riders or occupants of the vehicle. Conclusion: Our prospective, cross-sectional study aimed to highlight the facts of the increased incidence of RTAs due to stray animals roaming freely on roads, thus adding significant morbidity and costs to society.

Injury as a result of road traffic accidents (RTA) is one of the leading causes of death and disability-adjusted life years. Strategies to handle this major public health problem, which has significant consequences for the Saudi economy and families, have been underway for many years but with very little success. This study's main aim is to determine respondents' perceptions of traffic safety and the factors that lead to road traffic accidents. It is a cross-sectional study conducted on randomly selected university students, faculty drivers, and visitors using King Saud University's parking facility. Data were collected from 381 drivers using a pretested questionnaire, which comprises questions intended to attain the study's objectives. The critical factors affecting traffic safety are public information followed by road maintenance, Garage, vehicle inspection, Road design and equipment, Training of drivers, Sanctions and Police enforcement, Protective devices and vehicle design, and post-accidental care. Road traffic accidents were found to be 39.0% with respondents aged less than 20 years, followed by ages between 20-35 years, which was 34.8%, and only 2.4% above 50 years. The most frequent occurrence of road traffic accidents was angle collision (39.0%) and back collision (18.9%), followed by hitting a fixed object (17.7%). Distraction habits during driving include cell phone usage (56.7%), followed by smoking (24.4%), and eating and drinking (18.9%) while driving. The most common traffic violations were increased speed limit (48.1) and loss of driving license (11.8%). The most common injuries were head (39.0%) and limbs (22.0%). A significant association between drivers' age during the accident and distraction habits has been found (p < 0.000). The study demonstrated that drinking/eating, cell phone use, and violation of traffic rules are significant reasons for RTA. The findings of this study will contribute to a more comprehensive knowledge of road traffic accidents for the formation of effective strategies and evidence-based policies for the prevention of accidents. [ABSTRACT FROM AUTHOR]

Cerebral edema (CE) is the main secondary injury following traumatic brain injury (TBI) caused by road traffic accidents (RTAs). It is challenging to be predicted timely. In this study, we aimed to develop a prediction model for CE by identifying its risk factors and comparing the timing of edema occurrence in TBI patients with varying levels of injuries. This case-control study included 218 patients with TBI caused by RTAs. The cohort was divided into CE and non-CE groups, according to CT results within 7 days. Demographic data, imaging data, and clinical data were collected and analyzed. Quantitative variables that follow normal distribution were presented as mean ± standard deviation, those that do not follow normal distribution were presented as median (Q 1 , Q 3). Categorical variables were expressed as percentages. The Chi-square test and logistic regression analysis were used to identify risk factors for CE. Logistic curve fitting was performed to predict the time to secondary CE in TBI patients with different levels of injuries. The efficacy of the model was evaluated using the receiver operator characteristic curve. According to the study, almost half (47.3%) of the patients were found to have CE. The risk factors associated with CE were bilateral frontal lobe contusion, unilateral frontal lobe contusion, cerebral contusion, subarachnoid hemorrhage, and abbreviated injury scale (AIS). The odds ratio values for these factors were 7.27 (95% confidence interval (CI): 2.08 − 25.42, p = 0.002), 2.85 (95% CI : 1.11 − 7.31, p = 0.030), 2.62 (95% CI : 1.12 − 6.13, p = 0.027), 2.44 (95% CI : 1.25 − 4.76, p = 0.009), and 1.5 (95% CI : 1.10 − 2.04, p = 0.009), respectively. We also observed that patients with mild/moderate TBI (AIS ≤ 3) had a 50% probability of developing CE 19.7 h after injury (χ2 = 13.82, adjusted R 2 = 0.51), while patients with severe TBI (AIS > 3) developed CE after 12.5 h (χ2 = 18.48, adjusted R 2 = 0.54). Finally, we conducted a receiver operator characteristic curve analysis of CE time, which showed an area under the curve of 0.744 and 0.672 for severe and mild/moderate TBI, respectively. Our study found that the onset of CE in individuals with TBI resulting from RTAs was correlated with the severity of the injury. Specifically, those with more severe injuries experienced an earlier onset of CE. These findings suggest that there is a critical time window for clinical intervention in cases of CE secondary to TBI. [ABSTRACT FROM AUTHOR]

Background: In India, the alarming rise in Road Traffic Accidents (RTAs) is a pressing concern that poses significant threats to public safety and infrastructure. Aims and Objectives: The study was conducted to know the clinico-radiological aspect and associated mortality and morbidity of cases of RTAs caused due to stray animals in central India. Materials and Methods: This current study was a prospective observational study done in the premier institute of central India from April 2023 to July 2023. All RTA patients due to impact with stray animals attending the trauma and neurosurgery department of our institute for 3 months (April 23, 2023-July 30, 2023) were included in the study. Results: A total of 50 patients were recruited for the study. The median age of the patients was 29.00 years (20.00-41.00) (Range). The gender distribution M: F was 38:12. Five (10%) patients reached the T and E within the golden hour (first 1 h). Evening time (42%) was the most common time of accidents (12 PM-6 PM), followed by (6 PM-AM). Analysis of vehicles involved in RTA revealed two-wheelers in 95%, three-wheelers in 3%, and other vehicles in 2% cases. About 34% of total victims were drivers, and 66% were pillion riders or occupants of the vehicle. Conclusion: Our prospective, cross-sectional study aimed to highlight the facts of the increased incidence of RTAs due to stray animals roaming freely on roads, thus adding significant morbidity and costs to society. [ABSTRACT FROM AUTHOR]

People use mobile phones for almost all activities throughout the day. Phones are used while performing activities such as running, cycling and walking on the pavement. Most often we listen to music, browse the Internet or just talk. Unfortunately, it should be noted that the use of a mobile phone is not always safe, as it can distract the attention of a pedestrian or driver, which can lead to a road accident. The topic of using mobile phones at pedestrian crossings is much less frequently discussed compared to using a mobile phone while driving a passenger vehicle. The phenomenon of distracting pedestrians with a mobile phone is becoming an increasingly recognisable phenomenon. In many countries, such behaviour is severely punished. The use of mobile phones by pedestrians and drivers reduces attention. Despite the risk of road accidents, many pedestrians and cyclists are accustomed to using their mobile phones while traveling in traffic. The aim of the article is to draw attention to the problem of using a telephone by pedestrians crossing an intersection with traffic lights. The collected results confirm that pedestrians often use mobile phones while crossing pedestrian crossings. Collected data from observational studies reveal several other important findings. Pedestrians using a mobile phone on a pedestrian crossing walk slower. Pedestrians are oblivious to passing vehicles and often cross the pedestrian crossing without thinking or checking in advance. Pedestrians using a mobile phone at a pedestrian crossing do not pay attention to traffic lights but follow the crowd of other pedestrians. [ABSTRACT FROM AUTHOR]

Road traffic accidents (RTAs) are among the most frequent negative life‐events. About one in five RTA survivors is susceptible to posttraumatic stress disorder (PTSD). Knowledge about needs for, and usage of, mental health services (MHSs) may improve options for care for RTA victims. The current study aimed to assess rates of victims using different MHSs, including psychotherapy, pharmacotherapy and support groups, and to explore correlates of needs for and use of these MHSs. Further, we aimed to estimate the treatment gap in post‐RTA care, defined as including people with probable PTSD who did not use MHSs and people wanting but not getting help from MHSs. Dutch victims of nonlethal RTAs (N = 259) completed self‐report measures on needs for and use of MHSs and PTSD. Results showed that 26% of participants had utilized care from psychotherapy, pharmacotherapy or support groups. Among people with probable PTSD, this was 56%. Increased posttraumatic stress was the strongest correlate of MHS use. Forty‐eight participants (17.8%) had an unmet care need and represented the treatment gap. Commonly reported reasons and barriers preventing MHS use were perceptions that problems were limited or would disappear without care and financial worries. Regarding possible future care, participants reported a preference for face‐to‐face (over online) help from a psychologist (over other professionals). The treatment gap for Dutch RTA victims may be limited. However, a significant number of RTA victims need care but do not obtain this care. Care options may be improved by reducing practical barriers to MHSs and increasing mental health literacy and acceptability of different forms of care (besides face‐to‐face care). [ABSTRACT FROM AUTHOR]

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Background: Poor visual functions have been reported to be related to the occurrence of road traffic accidents. Aim: To review the association between visual function and road traffic accidents (RTAs) from published relevant empirical studies. Setting: Worldwide. Methods: A random effects (RE) model meta-analysis was conducted using STATA 18. Statistical tests conducted include meta-summary statistics, RE meta-analysis (forest plot), meta-regression (relationship between mean age and effect sizes), funnel plots, Egger’s and Begg’s tests for publication bias and small study effects. Results: A total of 17 relevant studies, which were either cross-sectional or observational by design, were included in the meta-analysis. Reported effect sizes were within computed confidence intervals (CI) at 95%. The computed Q test of homogeneity was 61.94. The overall mean effect size of 1.43 (95% CI of 0.985–1.883) was statistically significant at a 5% level (Z = 6.26; p 0.001). The I-squared = 62.17% (p = 0.00) confirmed moderate heterogeneity and the Q-value of 61.94 (p = 0.00) rejected the null hypothesis that the effect size was the same in all the studies. The funnel plot showed that the remaining majority of 13 studies were within the funnel plot on the right-hand side of the line of no effect. Conclusion: These results provide evidence of associations between visual functions and RTAs, and highlight the need for targeted interventions and further research to address the challenges associated with impaired visual functions and road safety. Contributions: The study contributes to the understanding of the implications of visual functions for road safety.

Road traffic accidents (RTAs) are a prominent contributor to both mortality and morbidity, particularly affecting individuals aged 5–29 years. Road traffic Injuries impose substantial physical and economic burden on individuals, households, and governments, particularly in African nations. Thus, our study focuses on assessing the economic cost of road traffic accidents within the context of St. Joseph Hospital, Koforidua.A cross-sectional survey was conducted at the Emergency Unit of the St. Joseph Hospital with a sample size of 291 patients. A patient perspective was used in costing the management of RTAs. Data was descriptively analyzed with Microsoft Excel with means and standard deviations estimated for direct, indirect, and intangible costs to the patient.Total direct and indirect cost of road traffic accidents were approximately GHS1,973,801.28 (US$164,483.44) and GHS520,309.46 (US$43,359.12) respectively which represents 79.1 % and 20.9 % of the total cost. The annual average economic cost for all cases was GHS8,570.83 (US$714.24). Intangible costs were also found to be high, with 54.2 % patients rating their RTA burden to be between mild to moderate, 10.8 % as moderate to severe and 1.4 % as severe.RTA cost burden is huge for all households. Uninsured patients bear significantly higher costs than insured patients. Intangible costs were also high, prompting the need to provide psychological care to RTA victims and their families. Concerted efforts should be directed at strict enforcement, training, improvement of road infrastructure and legislation to reduce or curb road traffic accidents in LMICs.

Background: Blunt trauma Abdomen (BTA) due to RTA is the sixth leading cause of death in India. Conservative management of most blunt abdominal injuries developed from the observation that most of these injuries would ‘heal themselves’ and that operative intervention could interfere with this process. Aim: To evaluate the outcome of conservative management of solid visceral injuries in BTA. Design: Prospective observational study. Methods: Study conducted in the Postgraduate Dept. of Surgery, Govt. Medical College Jammu entailing 72 patients of BTA admitted from October 2018 to November 2019. Results: Out of 72 patients, 56 males were & 16 females. 69.44% had RTA. Most common age group was 21-30 years (30.56%).56.94% patients reported to hospital within 2 to 6 hours. FAST was positive in 95.83% patients. Liver was most commonly affected solid organ. 77.77% were managed conservatively and average hospital stay was 9.78 days. 4.16% patients of BTA expired in the study. Conclusion: In almost all the solitary solid visceral injuries with mild to moderate hemodynamic changes, Non Operative Management (NOM) is highly successful. It is concluded that all the isolated solid visceral injuries must be given fair chance of NOM where facilities of medical care or surgical ICUs are available for continuous monitoring.

BackgroundRoad traffic accidents (RTAs) are among the leading causes of injuries, fatalities, and the resulting increase in financial burdens worldwide. Every year, RTAs cause numerous serious injuries and fatalities in Ethiopia. it is important to understand how prevalent near-miss crash accidents are, and which by definition could have injured the victim but did not result in an actual accident. The determinants of these near-misses are essential in road crash accident reduction strategies. In spite of the fact that near-miss accidents are much more common than actual losses or injuries, very little research has been conducted on them. Thus, this study was intended to assess the near-miss accidents and associated factors among truckers in Gamo zone, southern Ethiopia.MethodologyThe community-based cross-sectional study was employed from May 12 to July 10,2022, using a structured interviewer-administered questionnaire. A simple random sampling technique was used to select participants. The data were analyzed using the statistical package for social sciences. A binary and multivariate logistic regression model was used to identify the determinants of near-miss accidents. A statistical significance level was set at p

Background and Aim: Traffic accidents in Iran are one of the main causes of mortality and morbidity, identifying the factors related to these accidents can be useful in the prevention and proper management of traffic accidents. The purpose of this study was to determine the epidemiology of trauma caused by traffic accidents in Imam Khomeini hospital in Urmia during 2017-2022. Materials and Methods: The current research is a cross-sectional descriptive study that was conducted on patients hospitalized due to traffic accidents in Imam Khomeini hospital in Urmia for five years. The required data included demographic characteristics and information of the injured (role of the injured, time of the accident, location of the accident, type of vehicle, damaged area, and condition of the injured during discharge), which was extracted from the trauma registration system of Urmia University of Medical Sciences. ​ After collecting the data, it was entered into SPSS 16 software and described through frequency distribution table and central and dispersion indices Results: In this study, out of 2086 injured cases, 74.40% (1552 people) were male. The average age of the injured was 34.49 ± 18.47 years. The type of accidental vehicle of most of the injured was motorcycle with 56.70% (998 cases). The most injured were drivers with 52.73% (1100 cases) and among them 57.45% (632 people) were motorcycle riders. 34.08% (711 cases) of injuries to body parts were in the head, neck and face. Conclusion: The results of this research showed that most of the injured in traffic accidents are young motorcycle drivers and the most injuries were related to the head and neck area. Therefore, by knowing the risk factors and the impact of each of them on the outcome of traffic accidents, it is necessary to carry out appropriate interventions to prevent the risky behaviors of young drivers and create a culture of observing safety tips. Also, in the health system, the necessary preparations in terms of manpower and medical equipment should be made to manage the treatment of injuries caused by traffic accidents.

Background and Aim: Traffic accidents in Iran are one of the main causes of mortality and morbidity, identifying the factors related to these accidents can be useful in the prevention and proper management of traffic accidents. The purpose of this study was to determine the epidemiology of trauma caused by traffic accidents in Imam Khomeini hospital in Urmia during 2017-2022. Materials and Methods: The current research was a cross-sectional descriptive study that was conducted on patients hospitalized due to traffic accidents in Imam Khomeini hospital in Urmia for five years. The required data included demographic characteristics and information of the injured (role of the injured, time of the accident, location of the accident, type of vehicle, damaged area, and condition of the injured during discharge), which was extracted from the trauma registration system of Urmia University of Medical Sciences. After collecting the data, it was entered into SPSS software and described through frequency distribution table and central and dispersion indices Results: In this study, out of 2086 injured cases, 74.40% (1552 people) were male. The average age of the injured was 34.49 ± 18.47 years. The type of accidental vehicle of most of the injured was motorcycle with 56.70% (998 cases). The most injured were drivers with 52.73% (1100 cases) and among them 57.45% (632 people) were motorcycle riders. Thirty four point zero eight percent (711 cases) of injuries to body parts were in the head, neck and face. Conclusion: The results of this research showed that most of the injured in traffic accidents are young motorcycle drivers and the most injuries were related to the head and neck area. Therefore, by knowing the risk factors and the impact of each of them on the outcome of traffic accidents, it is necessary to carry out appropriate interventions to prevent the risky behaviors of young drivers and create a culture of observing safety tips. Also, in the health system, the necessary preparations in terms of manpower and medical equipment should be made to manage the treatment of injuries caused by traffic accidents. [ABSTRACT FROM AUTHOR]

Introduction: The incidence of trauma is on an increasing trend worldwide. It has drastically increased due to urbanization, vehicular congestion, alcoholism, and poor infrastructure facilities, especially in developing countries. In the Armed Forces, the additional burden of trauma is also seen due to various unit activities, organized sports, and other adventure sports. Head injury cases are often associated with various ocular injuries. These ocular injuries, if subtle in nature, can be missed initially and progress into ophthalmological complications and rarely into permanent visual impairment. The aim of this study was to critically analyze the association of various ocular injuries in patients with head injury. Materials and Methods: A cross‑sectional study was conducted in a tertiary‑level Armed Forces Hospital from July 2016 to December 2018. A total of 40 patients were evaluated who had head injury along with ocular injuries. The Glasgow Coma Scale (GCS) was used to assess the severity of the head injury. Ocular manifestations such as subconjunctival hemorrhage, ecchymosis, soft tissue injuries such as lid tear, corneal injuries, and bony and associated nerve injuries were evaluated. Results: A total of 40 patients with head injury with ocular manifestations were studied. Road traffic accident (RTA) was the most common cause, followed by accidental fall from height and sports injuries. There was a male preponderance (n = 32 (80%)) over females (n = 8 (20%)). Unilateral ocular manifestation (n = 32 (80%)) was more common than bilateral involvement (n = 8 (20%)). The most frequent ocular manifestations were subconjunctival hemorrhage and ecchymosis (35 (87.5%)), followed by lid laceration (6 (15%)), corneal tear (04 (10%)), vitreous hemorrhage (01 (2.5%)), evisceration (2 (05%)), and cranial nerve injury (06 (12.5%)). Orbital wall fracture was seen in 15 (37.5%) patients, including lateral wall fracture (n = 08 (20%)), medial wall fracture (n = 04 (10%)), orbital floor fracture (n = 02 (05%)), and orbital roof fracture (n = 01 (2.5%)). Conclusion: Ocular injuries can occur in patients with head injury irrespective of the mode and kinematics involved (severe head injury may present with minimal ocular manifestations or vice versa). These patients require hospitalization, observation, thorough ophthalmic evaluation, and periodic assessment to minimize morbidity and complications. [ABSTRACT FROM AUTHOR]

Introduction: Trauma is foremost reason behind the mortality and morbidity worldwide among all age groups. Trauma remains the vital public health issues worldwide and is independent of socioeconomic condition of a country. Incidence of trauma is still increasing with increase in incidence of violence, road traffic accident, assault and violence. Trauma will still remain if all medical and surgical diseases are overcome. Aims and Objectives: The aims and objective of our study was to evaluate the spectrum, pattern, mechanism and outcome of trauma patient presenting at tertiary care hospital. Results: Trauma patient visited to tertiary care hospital were 1926 (with 73% male and 27% female). Most common age group was 21-30 years. Most common mechanism of trauma was RTA which include 60% patient followed by fall. Most common site of injury was extremities followed by head and neck injuries. 28% of trauma patient were hospitalized. 66% of hospitalized patients were managed conservatively while 34% of the were managed surgically. 92% of the trauma patients were survived while mortality was only 8%. Conclusions: RTA is most common form of trauma affecting most commonly young male in their third decade of life. Health education and behaviour change among the youngster about trauma may reduce the trauma injuries. [ABSTRACT FROM AUTHOR]

Road traffic accidents represent a significant global public health concern, and Malaysia is no exception. Within the Fire and Rescue Department of Malaysia (FRDM), similar issues have had detrimental impacts on health, financial loss, and service disruptions from 2016 to 2021. These challenges were highlighted by a recent accident involving a water tanker during a road test, described in this study according to qualitative data from the FRDM accident investigation report. The investigation revealed that human factor, as the active failure, was the primary cause of the accident. Response errors stem from a cascade of latent conditions initiated by inadequate resource management (i.e. provision of training and budget allocation). To address these challenges, the FRDM should adopt a comprehensive approach to address both latent conditions and active failures. This comprehensive approach ensures that both immediate concerns and root causes are addressed, leading to sustained improvements in safety and operational performance.

Injury as a result of road traffic accidents (RTA) is one of the leading causes of death and disability-adjusted life years. Strategies to handle this major public health problem, which has significant consequences for the Saudi economy and families, have been underway for many years but with very little success. This study’s main aim is to determine respondents’ perceptions of traffic safety and the factors that lead to road traffic accidents. It is a cross-sectional study conducted on randomly selected university students, faculty drivers, and visitors using King Saud University’s parking facility. Data were collected from 381 drivers using a pretested questionnaire, which comprises questions intended to attain the study’s objectives. The critical factors affecting traffic safety are public information followed by road maintenance, Garage, vehicle inspection, Road design and equipment, Training of drivers, Sanctions and Police enforcement, Protective devices and vehicle design, and post-accidental care. Road traffic accidents were found to be 39.0% with respondents aged less than 20 years, followed by ages between 20–35 years, which was 34.8%, and only 2.4% above 50 years. The most frequent occurrence of road traffic accidents was angle collision (39.0%) and back collision (18.9%), followed by hitting a fixed object (17.7%). Distraction habits during driving include cell phone usage (56.7%), followed by smoking (24.4%), and eating and drinking (18.9%) while driving. The most common traffic violations were increased speed limit (48.1) and loss of driving license (11.8%). The most common injuries were head (39.0%) and limbs (22.0%). A significant association between drivers’ age during the accident and distraction habits has been found (p < 0.000). The study demonstrated that drinking/eating, cell phone use, and violation of traffic rules are significant reasons for RTA. The findings of this study will contribute to a more comprehensive knowledge of road traffic accidents for the formation of effective strategies and evidence-based policies for the prevention of accidents.

Introduction: Road traffic accidents are the sixth leading cause of death in India with a greater share of hospitalization, disabilities, deaths and socio-economic losses. Objective: To identify the pattern of non-fatal road traffic accidents, socio-demographic profile of accident victims and antecedent factors influencing these road traffic injuries. Method: A cross-sectional study was conducted for six months in Puducherry. From existing 27 wards of Lawspet, six wards were selected by simple random sampling technique and all the households in selected wards were included. The minimum required sample size was estimated to be 165 by considering prevalence of non-fatal road traffic accidents in Puducherry as 5.6%. Face-to-face interview with a semi-structured questionnaire was used for data collection. Data entry and analysis were performed using Epi-data manager 4.2.0. Results: Total 169 accident victims were included in the study from the households of selected wards. Mean age of the accident victims was found to be 36.2 (11.4) years. Two‑wheeler accidents accounted for 144 (85.2%) and 123 (72.7%) accident victims were drivers at the time of accident. Majority (95.1 %) of the victims did not wear helmet while driving two-wheelers and none of the four-wheel drivers/pillions wore seat belts. Majority of the accidents occurred on usual tar roads 116 (68.6%) and 42 (24.9%) on highways. 102 (60.4%) accidents occurred in bi-directional roads.Conclusion: Simple or minor injuries were high compared to serious injuries requiring hospitalization. Majority of the accidents occurred during Fridays, Saturdays and Sundays. The accidents exhibited a bimodal distribution with day and night time.

Background/purpose: The mandible is an independent and protruding bone structure in the lower third portion of the human facial skeleton. Because of its prominent and unprotected position, the mandible is a primary site of facial trauma. Previous studies have not comprehensively discussed the association between the mandibular fractures and concomitant fractures of facial bones, the trunk, or limbs. This study analyzed the epidemiology of mandibular fractures and their correlation with concomitant fractures. Materials and methods: The present study enrolled 118 patients with a total of 202 mandibular fracture sites during at any time from January 1, 2012, to December 31, 2021, in northern Taiwan. Results: According to the study results, the patients between 21 and 30 years of age had the highest occurrence of trauma, and road traffic accidents (RTAs) constituted the primary cause of mandibular fractures. Fall-related injuries were significant in patients >30 years of age. By the analysis of Pearson's contingency coefficient, the number of mandibular fractures was not significantly associated with concomitant fractures of the extremities or the trunk. However, accompanying maxillary fractures can be regarded as an indication of concomitant extremity or trunk fractures in patients with mandibular fractures. Conclusion: Three-site mandibular fractures are not necessarily accompanied by extremity and trunk fractures; however, clinicians should implement multidisciplinary examination and management in patients with mandibular fractures accompanied by maxillary fractures. Maxillary fractures can be regarded as an indication of concomitant fractures of other facial bones, the extremities, or the trunk.