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At least 19 recordsLinked to original sources
PubMed1990

[Thoracic injuries in traffic accidents and non-traffic accidents].

Traffic accidents differ from non-traffic accidents where the injuries are concerned. With the males two thirds of the thoracic injuries happened in non-traffic accidents and one third in road accidents; with the females, the relation was reversed. In thirteen per cent of the traffic accidents and in twenty-five per cent of the non-traffic accidents there were only thoracic injuries, in the other cases there were multiple injuries. Blunt damages of the thorax occurred in the majority of both kinds of accidents, penetrating injuries were less common. Closed rib fractures happened twice as often in traffic accidents as in accidents at work. Compound fractures of the ribs were three times as frequent in non-traffic accidents as in traffic accidents. In thirty-five per cent of road accidents and in twenty-two per cent of non-traffic accidents the injuries were of an intrathoracal kind. Of all the three hundred and thirty thorax injured patients thirty-four did not survive their injuries, twenty-nine due to traffic accidents, and five due to non-traffic accidents.

Accidents, Occupational↗
PubMed1979

[Etiology and prevention of pelvic injuries in traffic accidents].

With hospitalized traffic accident victimes fractures of the pelvis are not very frequent (4-10%). Fatal cases show a higher fracture incidence (20-25%). Pedestrains are with regard to pelvic fractures twice as frequently affected as other road users. Pedestrians over 60 years of age are most often involved. Modifications of the car front structure are expected to lead to significant improvements for the unprotected road user. Seat belts are capable of reducing pelvic fracture with car occupants only in certain frontal collisions. However, the geometry of the lap belt portion is of importance for the overall effectiveness of the belt system.

Accidents, Traffic↗
PubMed1991

[Epidemiology of traffic accidents in Costa Rica].

Traffic accidents are a major cause of death and injury in Costa Rica. The present study describes their epidemiology on the basis of data obtained from various sources, including compulsory motor vehicle insurance reports, hospital discharges, and death statistics. The use of several sources of information made it possible to characterize the problem from different perspectives and to include in the analysis the greatest possible number of reported accidents. Incidence, mortality, and hospital discharge rates were calculated on the basis of population figures, and the age and type of license of drivers involved in accidents were analyzed. In addition, case-fatality rates were determined for different types of accidents. The study showed that in Costa Rica the population groups aged 20-39 and over 70 were involved in more motor vehicle accidents than other age groups. However, case-fatality is higher for those under age 10 and over age 40. Incidence and fatality rates are high in provinces where the terrain is relatively flat, making it possible to drive at high speeds. With regard to the characteristics of the drivers, it was observed that those under age 20 have more accidents than older drivers, and that the accident rates for bus and taxi drivers are much higher than those for drivers of private cars. Finally, case-fatality is higher when the accident involves a vehicle and a pedestrian. These findings have implications for the definition of policies on traffic accident control in Costa Rica. The problem needs urgent attention, and measures should be adopted to improve the situation in those parts of the country where traffic accident incidence and fatality are especially high. Our study also demonstrates the importance of knowing how to use available data to generate different types of information.

Accidents, Traffic↗
PubMedDate not supplied

Motor vehicle traffic accident mortality in Canada, 1921-1984.

The analysis of motor vehicle traffic accident mortality through the use of cross-sectional and secular death rates indicates that motor vehicle traffic accident death rates increased over all age and sex groups from 1921 to 1970. Each generation, defined as a birth cohort, experienced successively higher motor vehicle traffic accident mortality rates until the 1970s. The most striking increase occurred among youths 15-24 years of age. Motor vehicle traffic accidents were responsible for 518,488 hospital days in Canadian hospitals in 1981-82. Approximately 47% of the days involved youths below the age of 25. Among youths in the 15-24 age group, about 30% of the hospital separations attributable to motor vehicle traffic accidents involved head injuries. Between 1970 and 1984, motor vehicle traffic accident mortality rates declined in all age groups. The possible reasons for the decline and the current pattern of motor vehicle traffic accident mortality are discussed in terms of the implications for hospital utilization and the prevalence of disability.

Accidents, Traffic↗
PubMed1988

Spatio-temporal analysis of road traffic accidents in Oyo State, Nigeria.

Studies on road traffic accidents in developing nations have been very scanty. In Nigeria in particular not much is known about accident phenomena. This paper is an account of a scientific investigation into the spatial and temporal characteristics of road traffic accidents in Oyo State, Nigeria. The study is based, principally, on the Nigerian Police Official documented road traffic accident statistics from January 1980 to December 1984. The study examined general features of road traffic accident occurrence in the state and undertook a critical analysis of both temporal and spatial dimensions of the problem. The study identified six traffic zones that could be designated as accident Black Spots in the state, to which priority attention should be given in any road safety programme. Moreover, the study attempted to explain some of the complex factors that might account for the observed spatial and temporal variation in road accidents frequency and fatality. Significantly, the study observed a consistently high number of road accidents during the months of March, September, and December, while fluctuatingly high and low accident figures are recorded for other months of the year. Some possible reasons for this temporal trend in accident occurrence is discussed.

Accidents, Traffic↗
PubMed1992

Geophysical variables and behavior: LXVIII. Distal and lunar variables and traffic accidents in Saskatchewan 1984-1989.

The daily total number of traffic accidents and traffic accident severity for the years 1984 to 1989 in Saskatchewan were analyzed to estimate relationships with day of the week, season of the year, and various lunar variables (lunar phase, distance of the moon from the earth, and moon-sun tidal index). A regression model with both a linear term and a trigonometric term was fitted to the data. No relationship between lunar cycles and total accidents or severity of accident was found. A larger number of total accidents was found during the winter months and weekends; however, more severe accidents tended to occur during the summer months. A slight linear trend was uncovered for total accidents over the time period under consideration.

Accidents, Traffic↗
PubMed1991

[Epidemiological features and causes of railway traffic accidents].

This article reports on epidemiological features of railway traffic accidents and factors influencing traffic safety. An analysis of various kinds of railway traffic accidents over 30 years in Nanjing Railway Branch, Showed that railway traffic accidents have become a sort of modern social disease, and had particular epidemiological features. The peak of the epidemic curve appeared cyclically and had a close relation to social disturbances, Frequency of accident occurrence was the highest in the first season (period of spring transport) and the third season (period of high temperature) of the year thus most accidents happen in February and August. Most accidents occurred on Fridays and least on Mondays. Distribution of accidents had obvious "antenna" phenomenon in round graph which had a 24-hour cycle. Analysing the multiple factors influencing traffic safety, the results showed that the upper-limit-age of a train driver should not be more than 50 years old; The phenomenon "bathtub" between personage accident rate and age must be taken seriously. More attention should be paid to the psychological aspects when recruiting train drivers. In our country, it is urgent to set up standard of psychomovement function for choosing train locomotive drivers. Fatigue was one of the direct causes resulting in accident occurrences. No statistical correlation was found between biorhythm and accident occurrence.

Accidents, Traffic↗
PubMed1990

Road traffic accidents in a Swedish municipality.

A continuous all embracing registration of acute, in-patient and out-patient visits at hospitals and primary health care centres, was conducted in Skaraborg County in western Sweden. A special focus was directed at accident cases which account for 20% of the total number of acute visits. The accidents were divided up by environment: home, work, traffic and other. Cases of road traffic accidents have been mapped out in more detail with the help of standardised and structured surveys via telephone interviews, information from hospital records, and death certificates. This study aimed at achieving an increased understanding and knowledge about the accident pattern in the traffic environment in a municipality. Road traffic accidents accounted for 6.5% of all accidents. Cyclists, car drivers, car passengers and pedestrians were the most common victims. Children showed a high frequency of bicycle accidents. There was an increased risk of injury for young car-drivers. Thirty-six per cent were single-accidents. Cars and bicycles dominated among injury-inducing vehicles. Head, arm and knee injuries were most common. Twenty-six per cent of the victims were hospitalized. Safety devices were not used in 10% of cases where they should have been used according to legislation. A comparison of our registration system for road traffic accidents with the official statistics of Sweden reveals a substantial under-reporting of road traffic accidents in the latter. Consequently, a need exists for the surveillance of injuries by the public health services as a basis of injury control.

Accidents, Traffic↗
PubMed1986

Fatal cervical spinal injuries in road traffic accidents.

The present study analyses fatal road traffic accidents involving private cars and vans in Finland during the period 1972-1982, in which an injury to the cervical spine was the main cause of death. The material consists of 289 victims; this being 10.5 per cent of all the fatalities in this category of road traffic accidents. Front seat and rear seat passengers seem to have an equal risk of sustaining a fatal cervical spinal injury. However, front seat passengers have a significantly greater chance (P less than 0.001) of having fatal cervical spinal injuries than the drivers. Of the victims 21.1 per cent had worn safety belts but there was no statistical difference between those who did and those who did not wear safety belts. Increasing age seems to increase the risk of fatal cervical spinal injuries. Patients between 16 and 25 years of age had the lowest risk and patients over the age of 60 had the highest risk of sustaining a fatal cervical spinal injury (P less than 0.001). In 48.1 per cent of the cases, the victims were multiply injured and this is similar to other main causes of death in road traffic accidents. Wearers of safety belts had significantly (P less than 0.001) more multiple injuries. Of the patients who died of cervical injury, only 8.8 per cent survived transportation to hospital and 1.4 per cent survived longer than 24 hours. A direct blow was the most common mechanism of the cervical injury (47.1 per cent) and deceleration was found in 13.1 per cent of the cases.(ABSTRACT TRUNCATED AT 250 WORDS)

Accidents, Traffic↗
PubMed1990

[Injuries of the occipital condyles in fatal traffic accidents].

Among 600 deaths of traffic accidents we found injuries of the occipital condyles in 10 cyclists, 12 car drivers and 3 pedestrians. In most cases the collision speed ranged from 70 to 100 km/h. In 18 cases of direct head impact the more severe injury was on the opposite side, in 4 cases of indirect side impact (whiplash injury) on the same side. Most types of fractures were 12 horizontal disconnections and 4 fractures of the inner edges. In 9 cases the condyle fractures were on one side, in 16 cases on both sides.

Accidents, Traffic↗
PubMed1988

Completed suicides and traffic accidents: longitudinal analysis in France.

In order to assess the relationship between suicidal behavior and traffic accidents, we analyzed the seasonal patterns of completed suicides and deaths related to traffic accidents in France over a period of 8 years. We found a clear seasonal rhythm of completed suicides with a peak in May, and an additional peak in September. The traffic accident rate also underwent seasonal variations with maximum values occurring in the fall. No positive covariation between the seasonal patterns of suicide and traffic accidents was detected. The lack of temporal relationship between suicide and traffic accident is consistent with recent epidemiological studies, and suggests that fatal traffic accidents and suicidal behavior may not be related.

Accidents, Traffic↗
PubMed1976

Sick-leave after road traffic accidents.

425 road traffic casualties, all covered by the National Insurance Scheme, were followed up regarding duration of inability to work. The average for the whole group was 35 days. There was a close relation between seriousness of injury and time off work. Motorcyclists had the longest time off work and cyclists injured in bicycle accidents the shortest. Casualties with orthopaedic injuries were off work for 120 days, on average, and accounted for 67% of the total paid sick-leave, although they constituted only 20% of those injured. The responsibility for the treatment of trauma is discussed.

Absenteeism↗
PubMed1989

[Traffic accidents load on the Danish hospital system].

During 1984, the police registered 14,383 injured persons resulting from traffic accidents. A total of 7,093 of these could be found again in the National Patient Register. The National Patient Register had further information about 8,095 persons who had been injured in traffic accidents. The total number of persons injured in traffic accidents in 1984 increases thus by 56% when these two registers are combined. Traffic accidents in 1984 were responsible for at least 204,020 bed-days. This corresponds to occupation of 716 of the beds in Danish hospitals throughout the year by the victims of traffic accidents. One third of these beds are occupied by the drivers/passengers of private cars, vans etc. The average number of bed-days is 13.4. Pedestrians have the longest periods of hospitalization with 24.1 per accident and cyclists have the shortest periods of hospitalization with 8.3 days per accident.

Accidents, Traffic↗
PubMed1975

Traffic accidents caused by epilepsy.

During a 10-year period, 203 traffic accidents were suspected of being caused by epilepsy; 155 of them definitely caused by seizures were selected for study. The seizures of 75% were psychomotor; in 12% the seizure was the first, and only 4% of the rest had reported that they had epilepsy when they applied for a license. Traffic accidents due to epilepsy were less serious than the "average accident". They involved another vehicle much less often, and they occurred more often outside rather than inside built-up areas. Accidents caused by epilepsy were rare--1/10,000 in the 10-year period. The characteristic features of the traffic accident due to epilepsy may be due to the "random" occurrence of seizures in traffic, and to the seizure-suppressing effect of increased vigilance in city traffic.

Accidents, Traffic↗
PubMed1991

[Study on risk factors involving train traffic accidents--effects of human factors on accidents].

This article analysed human factors involving train traffic accidents by using log-linear model. The results showed that lower degree of culture (OR = 2.571) and weak nervous type (OR = 2.099) were risk factors involving train traffic accidents. Interactions were shown to exist between nervous type and degree of culture, average sleeping time everyday, and visuomotor reaction time.

Accidents, Traffic↗