312国道甘肃省境段2004年度交通事故伤流行病学分析

目的探讨312国道甘肃省境段2004年度公路交通事故伤流行病学特征。方法收集312国道甘肃省境段2004年度发生的交通事故资料，并进行统计分析。结果伤亡人员以男性为主，年龄21-50岁；个体户、农民及农民工和交通运输人员是交通事故发生的高危人群；乘车者、行人、自行车和摩托车驾驶员为交通事故的最大受害者；机动车司机的过失是导致事故的最主要原因；损伤部位以头部和多部位伤最多。结论加速公路建设；加强交通管理，严禁违规行车；提高驾驶员和行人安全意识；对交通环境进行综合治理等，是降低交通事故伤害的主要措施。     

澳门镜湖医院救治道路交通伤3648例分析

目的 探讨澳门地区道路交通伤的一些流行病学特点。方法 回顾性统计分析澳门镜湖医院１９９４年１月～１９９８年１２月救治３６４８例道路交通伤病案。结果 道路交通意外致伤３６４２例，死亡６例；轿车和摩托车是造成人员伤亡的主要车型，分别占机动车所致交通伤的４９．８％和３９．１％；机动车与行人碰撞是道路交通伤的主要类型，占５１．８％，儿童组占爱伤行人的４６．４％；大部分交通伤造成的人员损伤较轻微，擦伤、挫裂     

重庆市1999年道路交通事故伤的流行病学分析

目的：探讨重庆市道路交通事故发生分布规律，为事故预防提供依据。方法：对重庆市道路交通事故资料进行清理登录和计算机处理分析。结果：（1）1999年共发生交通事故8093起，死亡1039人，受伤5309人，比上年分别上升28.6％、0.1％、48.4％。伤亡比为5.0：1；男女比为2.4：1；年龄主要分布段21-45岁之间，占伤亡人员的61.6％。（2）步行和乘车两种方式伤亡最多，死亡73.4％，受伤68.4％。（3）10：00-12：00和14：00-16：00是一天中的事故高峰。（4）事故中人为因素占94.8％，车辆因素占2.3％，道路因素占0.01％（没有死亡）。结论：重庆市道路交通事故处于严重的时期，加强机动车职业驾驶员和新驾驶员的安全教育和管理，严格控制行人和乘车人的事故伤害，将会使重庆市的安全状况得到改善。     

高速公路内与行人有关的交通事故分析

分析高速内行人活动在交通事故中的危险性。方法通过流行病学方法收集沈大高速公路１９９０－１９９６年间６０９起交通事故的基本资料,建立数据库并分析。结果１６１人次伤亡人员各类行人为１５１人,其中受伤６０人,死亡９１人,死亡率６０．３％,明显高于机动车内人员２７．４％（２６５／９６６）的死亡率。     

Prospective study of coroner's autopsies in Benin City,Nigeria

A prospective study of 726 cases of coroner's autopsies carried out over a period of two years (1st January, 1996 - 31st December, 1997) was reviewed. The causes and circumstances of death are defined and classified into natural and unnatural deaths. Fifty cases (6.3%) were children while the remaining 676 cases (93.1%) were adults in a male to female ratio of 2.6 to 1. The most common indications for coroner's autopsies were sudden unnatural deaths (SUDs) accounting for 485 cases (66.8%) and also sudden unexpected natural deaths (SUNDs) (241 cases) accounting for 33.2%. In the first category, road traffic accidents accounted for 86.7% of cases with deaths involving motor vehicle drivers and their passengers (41.8%); pedestrians (37.1%); and motorcyclists and their passengers (18.6%). The commonest causes of death in all road traffic accidents were craniocerebral injuries and haemorrhagic shock. In the second category the most common causes of sudden unexpected natural death were cardiovascular diseases resulting from complications of hypertension (54.7%) occurring in apparently healthy individuals. Other causes of death were pneumonia, pulmonary tuberculosis, typhoid fever and neoplastic diseases. This study showed that in Nigeria, with an increasing acquisition of dietary and life style habits of the developed western world, there is becoming a concomitant risk of deaths from road traffic accidents and sudden unexpected natural deaths from hypertensive cardiovascular disease.     

道路交通事故致胸部损伤813例救治体会

目的 总结道路交通事故致胸部损伤的救治经验.方法 回顾分析2002年1月～2009年12月收治的道路交通事故致胸部损伤(AIS≥3分)病例813例的临床资料.结果 本组伤员中汽车驾驶员239例,行人308例,乘员132例,摩托车驾驶员129例,骑自行车人5 例.其中心脏损伤182例(22.4%),连枷胸171例(21%...     

1062例道路交通事故伤的伤残评定分析

目的探讨道路交通事故受伤人员伤残发生、分布特点,以及合理评定时限。方法应用GA35-92标准,对1062例道路交通事故伤进行伤残评定和分析。结果1062例中,男性656例(61．8％),女性406例(38．1％),25～40岁年龄段占总人数的51．2％;7～10级伤残者占总伤残人数的87．7％;四肢、头面部伤残人数较高;乘客、行人伤残人数均较多,但伤残烈度较驾车人低。入院科室以骨科、脑外科为主(83．1％);手术治疗者伤残烈度较高;伤后评定时间中位数188天,四分位间距202天。结论道路交通事故伤残预防应注重对青壮年男性与行人的安全防护及教育,加强安全设施研究,建立以骨科、脑外科为主的及时有效的统一救治体系。伤残评定时机选择需综合判断。     

Characteristics of road traffic accident casualties admitted to a tertiary care hospital in Sri Lanka

The mortality and morbidity of road traffic accidents (RTA) is increasing in the South Asian region, including Sri Lanka. Therefore, the demographic factors, types of vehicles involved, and the severity of injuries sustained in RTA was studied. Age, gender, and details of the incident of all patients admitted to hospital following a RTA, between January 2007 and August 2012, were obtained by interview. Following a medico-legal examination, the type and severity of injuries was categorized as, non-grievous, grievous, endangering life or fatal in the ordinary course of nature. Of the 579 RTA casualties examined, 72% were males, 28% females, and 26% were in the 20–29 year age group. There were 44% passengers, 32% drivers, and 20% pedestrians. Of the 440 vehicle occupants, 37% were on motor cycles, 28% in three wheelers, 13% in dual purpose vehicles and 11% in buses. Of the 114 pedestrians, 33% had been struck by motor cycles, 19% by three-wheelers and 17% by dual purpose vehicles. There was at least one soft tissue injury in 84%, whilst 45% had one or more fractures. In 85% of bicycle riders, the injuries were grievous, endangering life or fatal in the ordinary course of nature. A high proportion of young adults sustained grievous injuries due to RTA. Almost two thirds of the casualties resulted from motorcycle or three wheeler accidents. Laws limiting the number of passengers carried, installation of side doors, mandatory use of seat belts in three wheelers, and protective garments for motorcyclists are recommended.     

Fatal unintentional injuries among young children – A hospital based retrospective analysis

Unintentional (accidental) injuries in childhood constitute a significant public health problem. Young children are extremely vulnerable to unintentional injuries that are vastly preventable. All cases of fatal unintentional injuries in children aged 10 years and below autopsied during 1994–2007 were retrospectively reviewed. Seventy five such cases were identified during the 14 year study period. Males accounted for 68% of cases with a male–female ratio of 2.1:1. Mean age of male and female victims was 5.3 and 4.9 years, respectively. Road traffic fatalities accounted for majority of the cases in this age group (52%), followed by those due to thermal injuries (22.7%). Flame was the cause of thermal injuries in 52.9% cases and scalds were observed in 47.1% cases. Traffic fatalities, fall and drowning were more common in school age children while toddlers and pre-school age children were relatively at a greater risk from domestic accidents (thermal injuries and poisoning). The most frequent victims of road traffic incidents were pedestrians (64.1%). Head injuries alone were the cause of fatalities in the majority of road traffic incidents (82.1%). The study highlights on the pattern of fatalities due to unintentional injuries among young children. To reduce the burden of unintentional childhood mortalities in this region, priorities for school age children are traffic injuries and for toddlers and pre-school children, thermal injuries.     

沈大高速公路交通事故基本类型与原因及相互关系探讨

目的 通过对沈大高速公路交通事故基本类型，原因及相互关系的分析，探讨可能得到有铲控制的高危因素。方法 通过流行病学调查技术收集原始数据，采用计算机技术统计分析。结果 １９９０年１月－１９９６年１２月间发生浓式高速公路的６０９起交通事故归纳为１４种类型及１７种原因，１１６１人伤亡归纳为８种身份。     

2001年沈阳市道路交通事故流行病学特点

目的 探讨沈阳市道路交通事故发生特点及规律，为进一步控制和预防道路交通事故提供依据。方法 对沈阳市2001年度交通事故统计监测资料进行分析、讨论。结果 (1)一年中9，l0，12月份发生事故起数多于其他月份。一天中9：00～12：00，14：00～16：00，18：00～20：00事故发生最多。(2)在无交通控制的路段和仅有标志标线的路段发生事故较多，占总事故的83．5％(5428／6497)。横断面为混合式的道路事故发生最多。(3)事故原因中人的因素占97．2％(6316／6497)，其中机动车驾驶员占95．9％(6228／6497)。(4)人员伤亡以行人、骑自行车者和乘客为主，年龄段集中在2l～50岁。结论 加强、改善事故高发路段、时段的交通管理，开展有效的交通安全教育以减少人为因素造成的交通事故势在必行。     

Road traffic suicides

A prospective observational study of fatal road traffic collisions in south-east Scotland between 1993 and 2003 revealed 17 cases (2.8% of all road fatalities) which appeared to be the result of suicide. In all 17 cases the judgement that the death was the result of suicide reflected the combination of a consistent mechanism of injury with supporting background information. The 17 individuals comprised 13 car drivers and four pedestrians. Ten of the individuals had a past history of mental illness. Only three (18%) survived to reach hospital alive. Analysis of the injuries revealed nine individuals to have unsurvivable injuries (defined by Abbreviated Injury Scale of six, Injury Severity Score of 75). The number of road traffic suicides may be generally underestimated. They appear to be difficult to prevent.     

Tödliche stumpfe Schädel-Hirn-Traumen

The results of forensic neuropathologic (macroscopic) examinations of formalin-fixed brains in 676 cases of fatal blunt head injuries concerning involvement of the centro-axial/periventricular internal structures were analyzed. The causes of injuries were predominantly falls at ground level (n=195), traffic accidents (n=86), falling down stairs (n=61) and from a height (n=47), complex traffic accidents (n=65) and passengers (59). The most frequent main intracranial injuries were contrecoup lesions without (n=157) and with significant subdural hemorrhaging (n=122), followed by pure subdural hematomas (n=91) and diffuse injuries (n=66). Lesions characterized as inner cerebral trauma were present in 91 victims (13.5%), seldom in ground level falls (<10%) and frequent (23–30%) in traffic accidents. In frontal/frontolateral impacts the rate (20.4%) was twice as high as in occipital trauma. Massive ventricular bleeding was related to such injuries in only 5 cases in which other life-threatening intracranial injuries were also present. Summarizing the experiences, inner cerebral trauma was relatively frequent as a component of fatal head injuries, not as the decisive lesion but as a secondary finding. Only 3 cases of pure inner cerebral trauma (2 by bodily harm and 1 traffic accident) were observed in which a difficult differentiation from a spontaneous event was necessary.     

重庆市区道路交通事故抽样调查分析

目的 旨在通过重庆市区近几年道路交通事故的抽样调查,探讨重庆市区交通事故的发生特点及规律。方法 随机选择重庆市市区２个交通管理大聆地１９８８－１９９７年３６７５起道路交通事故资料进行回顾性调查和分析。结果 伤人事故中总事故的４９．６０％;事故高发于５,４,６月份,星期三和星期五;而生大事故１０,１２,２月份以及星期日和六为多;１天中以８：００－１６：００为事故高发时段,但２０：００－２４：００及４     

重庆市高速公路部分交通事故死亡案例的特点分析

目的 对重庆市2006年～2010年高速公路部分致死性交通事故的资料进行收集和分析,探讨其事故特征.方法 对重庆法医验伤所2006年1月～2010年6月高速公路部分致死性事故死亡人员尸检报告及重庆市交通行政执法总队高速公路支队所提供的事故情况报告进行分类、归纳、整理与统计.结果 (1)共693起致死性交通事故,死亡人数...     

合宁高速公路交通事故流行病学分析

目的探讨合（肥）－宁（南京）高速公路交通事故流行病学特点。方法 对安徽省交警总队提供的合－宁高速公路１９９５－１９９６年交通事故资料进行统计分析。结果 合宁高速公路１９９御和１９９６年万车死亡率分别为０．１９和０．１２。交通事故以晴天及夜间２２：００－凌晨６：００最多。事故类型以尾随相撞占首位,其次蝗的,翻车以及机动车故障及沿线群众上高速公路行走引发事故。     

The pattern of injury in fatal pedal cycle accidents and the possible benefits of cycle helmets.

OBJECTIVE: To establish the number of fatal pedal cycle accidents occurring in the Sheffield and Barnsley area, UK, and to investigate the possible benefits of helmet wearing by cyclists. DESIGN: All medicolegal investigations into fatal road traffic accidents in the areas of Sheffield and Barnsley (total population 757,300) were reviewed to identify cases in which pedal cyclists had died. The necropsy reports of the cases were compared with those of an equal number of controls (pedestrians and motor vehicle occupants) which were matched by sex, age and year of death. RESULTS: 28 deaths occurred in the last 15 years giving a mortality of 0.25/100,000 per annum, which is lower than the rate for the UK as a whole (0.43/100,000), but in five cases the accidents which eventually led to death occurred outside the area under study. These deaths represented 3.3% of road traffic deaths between 1979 and 1993. Over 80% of both cases and controls had severe head injuries, but the controls had suffered more fatal injuries to other parts of the body. None of the cyclists had worn helmets and, in order to assess the maximum possible benefit of helmet wearing, it was assumed that a helmet would have saved all those who only had head injuries. It was found that helmets might have saved 14 lives in 15 years. A similar calculation based on the controls suggests that if all pedestrians and vehicle occupants had worn helmets, 175 lives might have been saved in the same period. CONCLUSIONS: There is no justification for compelling cyclists to wear helmets without taking steps to improve the safety of all road users.     

The injury pattern to children involved in lethal traffic accidents in Berlin

A statistical investigation of causes of death of children in Berlin, as well as in the rest of Germany shows, that 'accidents' are the most frequent causes of death in children. Nearly 50% of all child fatalities (0-15 years old) are due to traffic accidents. The reports of 30 children (19 boys, 11 girls) that were investigated in one of the three Institutes of Legal Medicine in Berlin over a period of 5 years were studied. In nearly 40% of all cases the children were pedestrians, in ten cases they died as passengers in cars, five children were bicyclists and in one case the child was a skateboarder. In 60% of all cases the principal injuries were severe injuries of the skull and brain; skull and brain trauma was the most frequent cause of death. In the group pedestrians (n=11), the cause of death in ten cases was the severe head-injury. Over 60% of all injured children died at the scene or in the first 24h after the accident, none of the children survived more than 30 days.     

Fatal injuries among motorcyclists in Klang Valley,Malaysia

BackgroundMotorcycle fatalities constitute the majority of road traffic deaths in Malaysia. The aims of this study were to describe the pattern of fatal injuries among Klang Valley fatal motorcyclists and to describe the factors associated with fatal (vs non-fatal) injuries.MethodsA cross-sectional analysis was performed on data from a case series of injured (fatal and non-fatal) motorcyclists recruited from Klang Valley between 14th March 2010 and 13th March 2011. Fatal cases in the cases series were identified from the Police files. Non-fatal cases were recruited from five major hospitals in the study region. Information used in the analyses were obtained from Police crash reports, hospital medical records, and Coroner's records of the participant sample.ResultsOf the 177 fatal cases, 142 (80.2%) were categorised as instantaneous death while 35 (19.8%) cases were categorised as experiencing delayed death. Thirty two percent of the cases had a Maximum Abbreviated Injury Score (MAIS) of 5 with head injury being the most common cause of death. Significant predictors of fatal (vs non-fatal) injury included ethnic groups, monthly income, alcohol and drug use and road type. Alcohol and drug use was shown to be the strongest predictor with adjusted odds ratio (AOR) of 14.77 (95% CI 3.32–65.65).ConclusionFactors related to the motorcyclists, road user behaviour and the road environment as well as pre-hospitalisation emergency care must be addressed efficiently in low and middle income countries to reduce the number and severity of motorcycle-related injuries.