Kniegelenkverletzungen des ungeschützten Verkehrsteilnehmers im Straßenverkehr

BACKGROUND: The purpose of this study was to assess the risk of knee injuries among vulnerable road users, such as pedestrians, bicyclists and motorcyclists. METHODS: Two different periods (years 1985-1993 and 1995-2003) were compared. Inclusion criteria were furthermore Abbreviated Injury Scale knee 2-3 (AIS(knee)). Technical analysis assessed the type of collision, direction and speed as well as the injury pattern, and different injury scores (AIS, ISS) were examined documented by the accident research unit, which analyses technical and medical data collected shortly after the accident at the scene. This study included 2,580 pedestrians, 2,279 motorcyclists and 4,322 bicyclists from a total number of 22,794 victims in 17,382 accidents. RESULTS: Among vulnerable road users, 2% (196/9181 patients) had serious ligamentous or bony injuries of the knee. The risk of injury was higher for motorcyclists and bicyclists than for pedestrians. Knee injury severity was higher for pedestrians. Over the course of 18 years, the knee injury risk was significantly reduced in more recent times (35%>28%, p<0.0001). Improved aerodynamic design of car fronts reduced the risk for severe knee injuries significantly (p=0.0015). CONCLUSIONS: The highest risk for knee injuries among vulnerable road users is encountered by motorcyclists followed by bicyclists and pedestrians. Over time, the knee injury risk for pedestrians could be significantly reduced due to aerodynamic changes of current car fronts. Further modification of the exterior car design might decrease the risk for knee injuries among vulnerable road users.     

Factors affecting anatomical region of injury, severity, and mortality for road trauma in a high-income developing country: Lessons for prevention

Objectives

To study the factors affecting anatomical region of injury, severity, and mortality among road users in United Arab Emirates so as to improve preventive measures.

Methods

Data of the Trauma Registry of Al Ain city were collected prospectively over 3 years (2003-2006) at the main trauma hospital. For traffic injuries, the following were assessed: gender, nationality, road user type, anatomical region(s) of injury, systolic blood pressure on admission, Glasgow Coma Scale (GCS), Injury Severity Score (ISS), and mortality. Analysis included frequencies, cross-tabulations, and logistic regression.

Results

There were 1070 patients, 89% male, 25% UAE nationals, and with a mean age of 31 years. Expatriates, mainly from non-Arabic speaking, low-income countries, accounted for 88% of injured pedestrians, whilst nationals were overrepresented among vehicle occupants (29%), and motorcyclists 37%. Injuries of the extremities and head were frequent among pedestrians, motorcyclists, and bicyclists, whilst head and spine injuries were most common among front and rear vehicle occupants and drivers. The median ISS was five for pedestrians and four for all other road user types, including rear vehicle occupants. The mean hospitalisation was 9.7 days; 13% of patients were admitted to ICU with mean stay of 6.5 days. Overall mortality was 4%; pedestrians accounted for 61% of deaths. Predictors of mortality were GCS (p < 0.001), ISS (p < 0.01) and systolic blood pressure on admission (p < 0.03).

Conclusions

Head injury was a major factor affecting mortality, followed by injury severity and hypotension. To reduce injury incidence and severity, legislation and education are needed to ensure use of seat belts by all vehicle occupants including rear passengers, high-visibility devices by other road users, helmets by motorcyclists and bicyclists, protective clothing and boots for motorcyclists, and traffic engineering for pedestrians.     

The current status of road user injuries among the elderly in Germany: a medical and technical accident analysis

BACKGROUND: The incidence and treatment of injuries involving the elderly road user are of increasing importance for all fields of trauma care to ensure the best possible outcomes. METHODS: Traffic accident reports were analyzed through technical and medical investigation for the involvement of elderly citizens. RESULTS: In 12,309 documented traffic accidents between 1985 and 1998, 1,843 elderly citizens (65 years and older) were involved, 1,260 of which were reported to have been injured. The mean Injury Severity Score among the injured elderly citizens was 7.3. Of the injured elderly road users, 39.5% were car occupants, 27.4% were bicyclists, 29.6% were pedestrians, 1.8% were truck occupants, and 1.7% were motorcyclists. Of the elderly road users in cars, 53% were not injured, in contrast to only 1.1% of the bicyclists and 0.8% of the pedestrians. Serious or severe injuries (Maximum Abbreviated Injury Scale, >/=2] occurred for 36.5% of the injured elderly road users as car occupants (unrestrained, 58%; restrained, 34%), 57.4% as bicyclists, and 65.4% as pedestrians CONCLUSION: A high rate of motor injuries is associated with vehicle accidents and increased levels of severity among the elderly population. This finding is especially evident for elder pedestrians and bicyclists. Also of note, the elderly even appear to be at risk for sustaining an increased level of injury severity when they are restrained or belt protected.     

Clinical analysis of craniocerebral trauma complicated with thoracoabdominal injuries in 2165 cases

Ourhospitalhadadmittedandtreated2 16 5casesofcraniocerebraltraumacomplicatedwiththoraco abdomialinjuriesbetweenJuly 1993andJune 2 0 0 3.Aretrospectivestudywascarriedouttoexploretheoptimaltreatmentforcraniocerebraltraumacomplicatedwiththoraco abdominalinjuries.METHODSClinicaldataAtotalof 2 16 5cases (112 5malesand 10 4 0females)ofcraniocerebraltrauma (CCT)complicatedwiththoraco abdomialinjurieswereincludedinthestudy (averageage ,35 .5 years) .Causesofinjuriesweretrafficaccidentin 1384 (6 3…     

Clinical analysis of craniocerebral trauma complicated wiht thoracoabdominal injuries in 2 165 cases

OBJECTIVE: To explore the optimal treatment for craniocerebral trauma complicated with thoraco-abdominal injuries. METHODS: A total of 2165 cases of craniocerebral trauma complicated with thoraco-abdominal injuries admitted to our hospital between July 1993 and June 2003 were retrospectively studied. Among them, 382 cases sustained severe craniocerebral trauma (in which 167 were complicated with shock), 733 thoracic injuries, 645 abdominal injuries and 787 thoraco-abdominal injuries. On admittance, 294 cases had developed shock. With the prime goal of saving life, respiratory and circulatory systems and encephalothilipsis were especially treated and monitored. Priority in management was directed to severe or open injures rather than to moderate or closed injures. For cases with cerebral hernia due to intracranial hematoma and severe shock due to blood loss, cerebral hernia and shock were treated concurrently. RESULTS: After treatment, 2024 (93.49%) cases survived and the other 141 (6.51%) died. Among patients who had severe craniocerebral injury with shock and those without, 78 (46.71%) and 53 (24.56%) died, respectively. For patients who had underwent craniocerebral and thoraco-abdominal operations concurrently and those who had not, the death rates were 58.49%-65.96% and 28.57% respectively, indicating a significant difference (P<0.05). CONCLUSIONS: Treatment for hematoma hernia, shock and disturbed respiration is the key in the management of multiple trauma of craniocerebral, thoracic or abdominal injuries, especially when two or three conditions occurred simultaneously. Unless it is necessary, operations at two different parts at the same time is not recommended. It is preferred to start two concurrent operations at different time.     

The epidemiology of trauma of the genitourinary system after traffic accidents: analysis of a register of over 43,000 victims

OBJECTIVE: To analyse the frequency and type of injury to the genitourinary system, by user category, after traffic accidents. PATIENTS AND METHODS: The register which forms the basis of this study is unique in Europe and includes 43,056 victims of road traffic accidents, and was compiled between 1996 and 2001. The categories of road users included: motorists, motorcyclists, cyclists, pedestrians, van and bus users, and roller skaters. The urological complication rate was analysed for each category. RESULTS: In all, 199 cases of trauma of the genitourinary system (0.46%) were recorded. The most frequent urological complications were renal (43%) and testicular trauma (24%), the former most frequent in motorists (65%) and pedestrians (29%), and the latter in motorcyclists (41%). CONCLUSIONS: An analysis of this register provides better knowledge of the urogenital injuries after traffic accidents. Renal and testicular injuries are the most frequent.     

Current situation of traffic accidents in children and adolescents. A medical and technical analysis

HYPOTHESIS: Analysis of the current injury situation in road users not exceeding 14 years of age involved in road traffic accidents to allow conclusions regarding future prophylaxis. METHODS: Traffic accident reports and medical records from children (< 15 years of age) were analyzed for the following parameters: Type, location and mechanism of injury, Abbreviated Injury Scale (AIS), Maximum AIS (MAIS), Injury Severity Score (ISS), Delta-v, collision speed, type and duration of treatment. RESULTS: In 12,309 traffic accidents occurring in the area of Hannover, Germany between 1985 and 1998, 7.5% (n = 2,317) of the involved persons and 10.5% (n = 1,734) of the injured road users were children and adolescents. 70% sustained MAIS 1 injuries, 28% MAIS 2-4 and 1.5% MAIS 5/6 injuries. The mean ISS was 3.38. 30.3% of the injured children were car occupants, 32.1% bicyclists, 33.3% pedestrians. 30.3% of the children were unrestrained car occupants, 42.1% used safety belts designed for adults, 36% used special devices. Half of the children in cars remained uninjured, whereas only 8% of the bicyclists and 2% of the pedestrians were not injured. Severe injuries occurred in 20% of bicyclists and pedestrians at a collision speed less than 30 km/h and in 80% at more than 50 km/h. Half of those crashes could have been avoided, if the colliding vehicle would had driven about 15 km/h slower. CONCLUSION: Children have an especially high risk of injury if they are involved in accidents as pedestrians, bicyclists and unrestrained car occupants. Besides of improvements of the inner and outer car design, the use of adjusted restraining systems and bicycle helmets is likely to prevent from severe injuries. Speed reduction is a considerable factor. According to our data, the injury severity for bicyclists and pedestrians increases progressively when the collision speed exceeds 50 km/h.     

Spinal injury in major trauma: Epidemiology of 1104 cases from an Italian first level trauma center

IntroductionTraumatic spinal injuries are frequent and their management is debated, especially in major trauma patients. This study aims to describe a large population of major trauma patients with vertebral fractures to improve prevention measures and fracture management.Patients and methodsRetrospective analysis of 6274 trauma patients prospectively collected between October 2010 and October 2020. Collected data include demographics, mechanism of trauma, type of imaging, fracture morphology, associated injuries, injury severity score (ISS), survival, and death timing. The statistical analysis focused on mechanism of trauma and the search of predictive factors for critical fractures.ResultsPatients showed a mean age of 47 years and 72.5% were males. Trauma included 59.9% of road accidents and 35.1% of falls. 30.7% patients had at least a severe fracture, while 17.2% had fractures in multiple spinal regions. 13.7% fractures were complicated by spinal cord injury (SCI). The mean ISS of the total population was 26.4 (SD 16.3), with 70.7% patients having an ISS≥16. There is a higher rate of severe fractures in fall cases (40.1%) compared to RA (21.9% to 26.3%). The probability of a severe fracture increased by 164% in the case of fall and by 77% in presence of AIS≥3 associated injury of head/neck while reduced by 34% in presence of extremities associated injuries. Multiple level injuries increased with ISS rise and in the case of extremities associated injuries. The probability of a severe upper cervical fracture increased by 5.95 times in the presence of facial associated injuries. The mean length of stay was 24.7 days and 9.6% of patients died.ConclusionsIn Italy, road accidents are still the most frequent trauma mechanism and cause more cervico-thoracic fractures, while falls cause more lumbar fractures. Spinal cord injuries represent an indicator of more severe trauma. In motorcyclists or fallers/jumpers, there is a higher risk of severe fractures. When a spinal injury is diagnosed, the probability of a second vertebral fracture is consistent. These data could help the decisional workflow in the management of major trauma patients with vertebral injury.     

Unterschiedliche Hauptverletzungszonen des schwerverletzten Zweiradfahrers

Background

The incidence of severely injured bicyclists and motorcyclists is nearly the same; however the pattern of injuries seems to vary. The aim of this retrospective study was to differentiate the pattern of injuries in these two collectives of severely injured two-wheeled drivers.

Methods

Over a period of 80 months, we recorded all injuries of severely injured bicyclists and motorcyclists (Injury Severity Score [ISS] ≥?16) after admission in our emergency room. Documentation was performed after diagnostics were completed. Prior to beginning the study, we defined injury regions to which the individual injuries were assigned.

Results

There were 33 bicyclists with a mean ISS of 30.8?±?14.5 and 202 injuries compared to 19 motorcyclists with a mean ISS of 33.4?±?17.3 and 96 injuries. Injuries of the head were significantly more common in bicyclists (p?<?0.001). Especially injuries of the brain led to this difference. In motorcyclists, fractures led to significant differences in the regions of the upper and lower extremities (p?<?0.001). Injuries of the thorax, spine, abdomen, pelvis and other injury consequences were not significantly different.

Conclusion

The most relevant injury region of severely injured bicyclists was the head, whereas extremity injuries were the most frequent reason for classification as “severely injured” (ISS ≥?16) in severely injured motorcyclists.     

Road traffic fatalities among pedestrians, bicyclists and mo-tor vehicle occupants in Sirjan, Kerman, Iran

Objective: To analyze the crash and injury data in forensic medicine for years of 2004-2007. Methods: A sample of over 567 accident cases (9 pedestrians, 116 bicyclists, and 442 motor vehicle occupants) was considered from the Department of Foren-sic Medicine, Shahid Bahonar University of Kerman, in-volving drivers of all ages and covering a four-year period.Results: The male fatality rates were significantly higher than female ones. The groups at 15-30 years old and at 30-55 years old had the first and second highest numbers of deaths (40% and 34%, respectively). There were sub-stantial differences in distribution of injuries in motor ve-hicle occupants and pedestrians and bicyclists. Among motor vehicle occupants, there were more head injuries, such as skull fracture, brain contusion, subdural haemorrhage, and epidural haemorrhage. Nearly 77% of fatalities occurred during 08:00-22:00 in Sirjan. Internal bleeding was also higher in motor vehicle occupants. Pedestrians and bicyclists also had head injuries frequently.Conclusions: In spite of reduction of road traffic fatali-ties in Sirjan in 2007, it is still one of the cities with high road traffic fatality in the world. These results underline the im-portance of preventive strategies in transportation, sug-gesting that different methods are necessary to reduce fa-talities of various traffic participants.     

Spinal cord injuries sustained in road crashes are not on the decrease in france: a study based on epidemiological trends

Traumatic spinal cord injuries (SCI) are rare but extremely costly. In order to improve the modelling of inclusion criteria for studies of SCI it is necessary to determine what epidemiological trends affect SCI. Using the Rhone Registry, which contains all the casualties resulting from road crashes in the Rh?ne département of France and codes their injuries using the Abbreviated Injury Scale (AIS), we describe the epidemiological trends that affect spinal cord injury (SCI), major spinal trauma (MST) and severe injuries (AIS4+) to other body regions between two periods 1996-2001 and 2003-2008. Although there has been a marked decrease (35%) in the incidence of casualties after a road traffic crash, and reductions of 22% in the incidence of MST and 33% in that of severe injuries (AIS4+) (p<0.001), for SCI the incidence rate and number of casualties have remained surprisingly stable. In the second period, there was no change in the incidence of SCI resulting from road traffic crashes, nor in the associated fatality, mortality and survival rates. The incidence for car users was significantly lower in the second period. This contrasts with the incidences for motorcyclists and for the group including pedestrians and cyclists which were respectively 47% and 77% higher in the second period. The median age of the casualties, the age-adjusted incidence of SCI and the number of associated injuries were also higher in the second period. We have observed a marked reduction in the incidence of road trauma including the most severe injuries, but not SCI. The higher proportion of motorcyclists, the increase in the age of casualties and the greater presence of multiple injuries are new factors in the epidemiology of SCI after a road crash.     

The current injury situation of bicyclists--a medical and technical crash analysis

BACKGROUND: The purpose of the study was to analyze the actual injury situation of bicyclists in Germany to create a basis for effective preventive measures. METHODS: Technical and medical data were prospectively collected shortly after the crash at the crash scenes. RESULTS: Included were 4,264 injured bicyclists from 1985 to 2003. Fifty-five percent of the bicyclists were male and 45% were women. The mean age of bicyclists was 52.0 years. The crashes took place in urban areas in 95.2% of the cases, and in rural areas in 4.8% of the cases. Collision opponents were cars in 65.8%, trucks in 7.2%, bicyclists in 7.4%, standing objects in 8.8%, multiple opponents or objects in 4.3%, and others in 6.5%. The mean collision speed was 21.3 km/h. The helmet use rate was 1.7%. Fifty-five percent of bicyclists used bicycle traffic lanes before the crash. The mean Maximum Abbreviated Injury Scale/Injury Severity Score (ISS) was 1.45 of 3.9. The incidence of multiple injuries (ISS>16)/death was 2.0%/1.5%. The ISS/Maximum Abbreviated Injury Scale score was higher in bicyclists without a helmet than in bicyclists with a helmet, and in bicyclists who had not used bicycle traffic lanes than in bicyclists who had used bicycle traffic lanes (t test, p<0.05). CONCLUSION: In bicyclists, head and extremities are at high risk for injuries. The helmet use rate is unsatisfactorily low. Remarkably, two-thirds of the head injuries could have been prevented by helmets. More consequent helmet use and an extension of bicycle traffic lanes for a better separation of bicyclists and motorized vehicles would be simple but very effective preventive measures.     

Thoracic injury: a review of 276 cases

OBJECTIVE: Chest injury, one of the most important aspects of trauma, directly accounts for 25% of all trauma-related deaths and plays a major contributing role in another 25% of trauma deaths. This paper aimed to explore the spectrum and outcome of thoracic injuries seen in a multi centric study of trauma patients. METHODS: A total of 276 consecutive trauma patients in 6 general hospitals were analyzed. The feature of injury, injury severity score (ISS), clinical treatment and mortality were recorded in a prospective manner and analyzed retrospectively. Multiple logistic regression analysis was used to determine the independent predictors of mortality following the chest trauma. RESULTS: There were 246 males (89.1%) and 30 females (10.9%) ranging from 3 to 80 years with a mean age of (34+/-17) years. Road traffic accident was the main cause of injury, especially for pedestrians, followed by stab wound (89 cases, 32.1%) and falling injuries (32 cases, 11.6%), respectively. Haemothorax or pneumothorax (50.4%) and rib fracture (38.6%) were the most common types of chest injury. Extremity fracture was the most common associated injury with the rate of 37% ( 85/230), followed by head injury (25.2%) and abdominal trauma (19.6%). These injuries contributed significantly to the morbidity and mortality of trauma patients. CONCLUSIONS: According to the results, most patients with chest injury can be treated conservatively with close observation and tube thoracostomy. The presence of blunt trauma, head injury and abdominal injury independently adversely affect mortality after chest trauma. It is necessary to investigate the causes and patterns of injuries resulting from stab wound for effective prevention.     

Extremity fractures in children: a hospital based study in Tehran

Objective： Although long bone fracture in children is not life-threatening, it may cause major disability, loss of working days and severe psychological distress. We conducted this study to determine the pattern of extremity fracture due to trauma in children.
Methods： During one year in six general hospitals in Tehran, trauma patients who were hospitalized for more than 24 hours and sustained injuries within seven days before admission were included in the study. The records of children （≤16 years old） hospitalized in six general hospitals in Tehran due to trauma were reviewed prospectively.
Results： During the study period, 1 274 children had sustained extremity fractures. Male to female ratio was 3.6/ 1, with the mean age of （10.3±4.2） years. Falls and traffic crashes were the main causes of injuries, with the percentages of 57.3 % and 37.1%, respectively. Simple fall （falling on the ground） consisted 60% of patients that sustained fall-related injuries. Pedestrians and bicycle riders comprised most of the cases that were injured due to traffic crashes. Of our cases, 56.8% sustained fractures in the upper extremities and 43.2% in the lower extremities. Forearm was the most common fracture site （34.1%）. Comparing our results in preschool and school-age children, falls were the main cause of injuries in both groups, but fractures of lower extremities were significantly more common in preschool children.
Conclusions： Improvement of physical condition of sidewalks and crossings in roads will be necessary for prevention of injuries. More attention to safety of home environment should be paid for control of preschools＇ injury at home. Education of children and adults is necessary to reduce injuries resulting from road traffic crashes.     

Differential profile of facial injuries among mountainbikers compared with bicyclists.

BACKGROUND: Bicyclists and mountainbikers are prone to facial trauma. In the current study, we present a large series of cycling-related sports trauma to the face in an effort to identify the injury pattern among mountainbikers compared with bicyclists. METHODS: The medical records of a single pediatric and adult Level I trauma center were evaluated from January 1, 1991, through October 31, 1996. All admissions with injuries caused by cycling-related sports were reviewed, analyzed, and compared according to age and sex distributions, causes of accidents, injury types, frequency, and localization of fractures and associated injuries. The injury types were divided into three categories: fractures, dentoalveolar trauma, and soft-tissue injuries. RESULTS: Five hundred sixty-two injured bicyclists (10.3% of all trauma patients) were registered at the Department of Oral and Maxillofacial Surgery, University of Innsbruck, Austria, during the study period, accounting for 31% of all sports-related or 48.4% of all traffic collisions, respectively. The review of the patient records revealed especially more severe injury profiles in 60 mountainbikers, with 55% facial bone fractures, 22% dentoalveolar trauma, and 23% soft-tissue injuries, compared with 502 street cyclists showing 50.8% dentoalveolar trauma, 34.5% facial bone fractures, and 14% soft-tissue lesions. The dominant fracture site in bicyclists was the zygoma (30.8%), whereas mountainbikers sustained an impressive 15.2% Le Fort I, II, and III fractures. Condyle fractures were more common in bicyclists, with 18.8% opposing 10.8% in mountainbikers. CONCLUSION: Appropriate design of helmets with faceguards will reduce the incidence of facial injuries caused by cycling-related accidents and incentives are needed for making helmet use compulsory for all cyclists, particularly for mountainbikers.     

Die Entstehung von Beckenringverletzungen im Straßenverkehr Medizinisch-technische Unfallanalyse

During 1985 and 1993, 7,410 persons were injured in traffic accidents in the area of Hanover. Of these, 306 (4.1%) sustained a pelvic girdle injury. In 139 cases (45%), the pelvic girdle injuries were further classified (Pennal and Tile) and a technical reconstruction of the accident situation was performed. 52% were type A, 27% type B and 21% type C injuries. Some 47% of the casualties were vehicle occupants, 31% pedestrians, 12% motorcyclists and 10% cyclists. In restrained vehicle occupants pelvic girdle injuries occurred mostly in accidents with a delta-v of more than 30 km/h, whereas in unrestrained vehicle occupants, pedestrians and cyclists they also occurred with lower delta-v or collision speed. The percentage of type B and C injuries increased with higher velocities. In addition to further improvements in passive safety, lower collision speed or delta-v is necessary to reduce or prevent pelvic girdle injuries. The reconstruction of pelvic girdle injury mechanism in traffic accidents is possible, when both technical and medical parameters are considered.     

The child with multiple injuries. A retrospective comparison between children, teenagers and adults with multiple injuries

Summary Numerous epidemiological studies about multiple trauma patients do not include an analysis of patients under the age of 18. To study this, the data of 682 patients with multiple traumata, treated between 1981 and 1991 at Hannover Medical School, Germany, were retrospectively analyzed. The patients were divided into four age-related groups: preschool age (< 6 years), school age (< 13 years), teenagers (< 18 years) and adults (L 18 years). Analyzed were the cause of trauma, localization of injuries and the cause of death. Children were less often injured as passengers in cars, but more often injured as pedestrians and bicyclists than adults. However, children showed a significant higher mortality than adults, with threefold increased risk of death when they injured as passengers in car accidents. In all groups injuries to the head and the legs were most common. Children showed a lower incidence of trauma to the thorax, abdomen, hip and arms than the adult group. Nevertheless, trauma to the thorax, abdomen and head was associated with the highest risk of death in all groups. Spinal cord injuries, especially injuries to the neck, also showed a high risk of death. Children younger than 6 years had the most severe head injuries. Safety improvements for children in cars, helmet usage on bicycles and early training in traffic safety for children might decrease the lethality in this group of trauma patients.      

Prevalence and patterns of foot injuries following motorcycle trauma

OBJECTIVES: To determine the prevalence and patterns of foot injuries following motorcycle trauma. DESIGN: Prospective. SETTING: Yorkshire Region Trauma Units (Level 1 trauma centers with trauma research). PATIENTS: Individuals injured in motorcycle road traffic accidents between January 1993 and December 1999. OUTCOME MEASUREMENTS: Patient demographics, protective devices (helmet) use, Injury Severity Score (ISS), Glasgow Coma Scale (GCS), clinical details, therapeutic interventions, resuscitation requirements, duration of hospital stay, mortality, and type of foot injuries sustained. RESULTS: The parent population of 1239 contained 53 (4.3%) foot-injured motorcyclists (49 men) with a mean age of 31.7 years (range 18-79 years). Fifty-two were drivers and one was a rear-seat passenger. Mean ISS was 6.9 (range 4-33), significantly lower than the parent population mean of 34.98 (range 9-75) (P = 0.001). Mean GCS was 14.7 (range 13-15). The motorcyclists' injuries included 26 metatarsal fractures (49.1%), 14 talar fractures (26.4%), 7 os calcis fractures (13.2%), and 6 toe fractures (11.3%). Associated foot injuries included three partial foot amputations, four Lisfranc dislocations, three cases of foot compartment syndrome (two crush injuries with no fracture, one open fourth metatarsal fracture with associated Lisfranc dislocation). Forty-six motorcyclists had more than one foot injury. Associated injuries included 22 ankle fractures (41.5%), 15 tibial fractures (28.3%), 6 femoral fractures (11.3%), 5 pelvic ring fractures (9.4%), 23 upper limb injuries (43.4%), and 3 cases of chest trauma (5.7%). No one sustained abdominal trauma or head injury compared with the parent population. All patients required operative stabilization of foot fractures, including their associated injuries. Mean hospital stay was 10.9 days (range 1-35 days). In the parent population, there were 71 deaths (6.0%), whereas there was only 1 death (1.9%) in the foot-injured group (with fractures including open book pelvic, T6-8, unilateral open femur, tibial, ankle, and metatarsal) with an ISS 33, who died of multiorgan dysfunction syndrome. At final follow-up, all patients underwent radiologic and clinical assessment of foot injuries. Forty-three patients returned to their previous occupation and level of mobility. Ten of the more significantly injured patients had to modify their occupation from manual to sedentary-type jobs due to their foot injuries. We noted a pattern of complex ipsilateral foot and limb injury in nine patients, which we postulate was due to the actual mechanism of contact with the road surface. CONCLUSION: Motorcycle accidents continue to be a source of severe injury, especially to the foot. The most common foot injury is a metatarsal fracture; however, there must be a high index of suspicion for associated injuries. Although these injuries are associated with a low mortality rate, they require prompt assessment and treatment to limit long-term morbidity and disability. The difference in foot injury pattern and mortality between the parent population and our series, among other factors, potentially may be influenced by the actual mechanism of contact with the road surface and the modifying action of the foot during the accident.     

Facial Fractures in Kajang Hospital,Malaysia: A 5-Year Review

Abstract Objective: The objective of this study was to determine the demographic data as well as other relevant data pertaining to the management of patients with maxillofacial injury in a Malaysian government regional hospital. Study Design: Medical records of 313 patients who sustained maxillofacial injury treated in Kajang Hospital, Selangor, Malaysia over a 5-year period (1998–2002) were collected. Data regarding age, gender and race, etiology of injury, site of injury, other associated injuries and treatment undertaken were analyzed. Results: Two hundred and forty-nine male (79.6%) and 64 female patients (20.4%) were treated for maxillofacial trauma. The patients' age range from 1 to 67 years old, with a median age of 23 years old. A high number of Malays (60.1%) sustained maxillofacial injury, followed by Indians (16%), Chinese (13.4%) and other races (10.5%). Road traffic accident was the main etiology for maxillofacial injury with 230 cases (73.5%), followed by fall (16.6%), assault (5.4%), industrial accident (2.6%), sports injuries (0.6%) and others (1.3%). Mandibular fractures were the most common, occurring in 83.1% of the cases while the midfacial fractures accounted for 16.9%. Majority of patients were treated with closed reduction and intermaxillary fixation (88.1%) and 11.9% underwent open reduction and internal fixation. Conclusion: Road traffic accident involving motorcyclists was the main cause of maxillofacial trauma in Malaysia. The most common facial fracture was the mandibular fracture. Non-surgical manipulation of fracture was the most common treatment carried out in this hospital.     

肩胛骨骨折与其合并伤关系的探讨

目的 分析115例肩胛骨骨折病例的临床资料,探讨肩胛骨骨折粉碎程度和涉及部位与合并伤之间的关系.方法 回顾性分析2006年8月至2008年3月115例肩胛骨骨折患者的病史及其影像学资料,分为单部分骨折组(83例)和多部分骨折组(32例),比较两组合并伤的发生率及特点.将单部分肩胛骨骨折组按Nordqvist与Petersson方法分成3组:肌肉覆盖部分(64例)、骨突起部分(11例)及肩胛盂部分(8例),并比较3组合并伤的发生率及特点.结果 绝大部分肩胛骨骨折是严重多发伤的一部分,致伤原因与高能量损伤有关.最常见的致伤原因是车祸伤(70.4%).损伤严重程度评分值(injury severity Scale,ISS)平均14.0,42例(36.5%)患者ISS>16.98例(85.2%)患者伴有不同程度和类型的合并伤,其中又以胸部合并伤的发生率最高(85/115,73.9%).多部分肩胛骨骨折组胸部简明损伤定级法评分值(abbreviated injury score,AIS)和总体ISS值均高于单部分肩胛骨骨折组.在单部分肩胛骨骨折组中,肌肉覆盖部骨折组较骨突起部和肩胛盂部骨折组的胸部AIS值和总体ISS值更高.结论 肩胛骨骨折尤其是骨折涉及多部分或肌肉覆盖部时更容易并发严重的胸部损伤.多部分肩胛骨骨折致伤原因多为高能量损伤,常伴发严重的胸部合并伤,可作为胸部严重损伤存在的一项骨性指标.