ANALYSIS OF MOTORCYCLE INJURIES IN THE CITY OF KRASNODAR IN COMPARISON WITH THE DATA OF THE STATE UNIVERSITY OF TURKEY

Information is presented on the nature of the injuries sustained as a result of road accidents involving motor vehicles, according to the State Medical Institution «Bureau of Forensic Medical Examination» of the Ministry of Health of the Krasnodar Territory and the Turkish State University — TRAKYA UNIVERSITY MEDICAL FACULTY.

Impact of the COVID-19 Pandemic on road traffic collision injury patterns and severity in Al-Ain City, United Arab Emirates

Background The COVID-19 Pandemic lockdowns restricted human and traffic mobility impacting the patterns and severity of road traffic collisions (RTCs). We aimed to study the effects of the COVID-19 Pandemic on incidence, patterns, severity of the injury, and outcomes of hospitalized RTCs trauma patients in Al-Ain City, United Arab Emirates. Methods We compared the data of two cohorts of patients which were collected over two periods; the Pandemic period (28 March 2020 to 27 March 2021) and the pre-pandemic period (28 March 2019 to 27 March 2020). All RTCs trauma patients who were hospitalized in the two major trauma centers (Al-Ain and Tawam Hospitals) of Al-Ain City were studied. Results Overall, the incidence of hospitalized RTC trauma patients significantly reduced by 33.5% during the Pandemic compared with the pre-pandemic period. The mechanism of injury was significantly different between the two periods (p < 0.0001, Fisher’s Exact test). MVCs were less during the Pandemic (60.5% compared with 72%), while motorcycle injuries were more (23.3% compared with 11.2%). The mortality of hospitalized RTC patients was significantly higher during the Pandemic (4.4% compared with 2.3%, p = 0.045, Fisher’s Exact test). Logistic regression showed that the significant factors that predicted mortality were the low GCS (p < 0.0001), admission to the ICU (p < 0.0001), and the high ISS (p = 0.045). COVID-19 Pandemic had a very strong trend (p = 0.058) for increased mortality. Conclusions Our study has shown that the numbers of hospitalized RTC trauma patients reduced by 33.5% during the COVID-19 Pandemic compared with the pre-pandemic period in our setting. This was attributed to the reduced motor vehicle, pedestrian and bicycle injuries while motorcycle injuries increased. Mortality was significantly higher during the Pandemic, which was attributed to increased ISS and reduced GCS.

Impact of the COVID-19 Pandemic on Road Traffic Collision Injury Patterns and Severity in Al-Ain City, United Arab Emirates

Background: The COVID-19 pandemic lockdowns restricted human and traffic mobility impacting the patterns and severity of road traffic collisions (RTCs). We aimed to study the effects of the COVID-19 Pandemic on incidence, patterns, severity of the injury, and outcomes of hospitalized RTCs trauma patients in Al-Ain City, United Arab Emirates. Methods: We compared the data of two cohorts of patients which were collected over two periods; the pandemic period (28 March 2020 to 27 March 202) and the pre-pandemic period (28 March 2019 to 27 March 2020). All RTCs trauma patients who were hospitalized in the two major trauma centers (Al-Ain and Tawam Hospitals) of Al-Ain City were studied. Results: Overall, the incidence of hospitalized RTC trauma patients significantly reduced by 33.5% during the Pandemic compared with the pre-pandemic period. The mechanism of injury was significantly different between the two periods (p< 0.0001, Fisher’s Exact test). MVCs were less during the Pandemic (60.5% compared with 72%), while motorcycle injuries were more (23.3 % compared with 11.2 %). The mortality of hospitalized RTC patients was significantly higher during the Pandemic (4.4 % compared with 2.3 %, p=0.045, Fisher’s Exact test). Conclusions: Our study has shown that the numbers of hospitalized RTC trauma patients reduced by 33.5% during the COVID-19 Pandemic compared with the pre-pandemic period in our setting. This was attributed to the reduced motor vehicle, pedestrian and bicycle injuries while motorcycle injuries increased. Mortality was significantly higher during the Pandemic, which was attributed to increased ISS and reduced GCS.

Epidemiology and Injury Characteristic Between Bicycle and Motorcycle Under 19 Population: South Korea

ObjectivesBicycles and motorcycles are the main means of transportation and leisure for those under the age of 19 in South Korea. We aimed to identify epidemiology of injuries and to determine the injury characteristics and clinical outcomes of two-wheel vehicle-related accidents in individuals under the age of 19.Materials and methodsThis was a retrospective cohort and data, acquired from the National Emergency Department Information System, was collected from 401 emergency departments (EDs) between January 2016 and December 2018. We included injured patients aged < 19 years who experienced injuries while driving two-wheeled vehicles.Results We enrolled 54,342 two-wheel vehicle injury patients in the study (37,410 bicycle and 16,932 motorcycle-related), of which, males comprised 86.8% (bicycle) and 94.9% (motorcycle). External and extremity injuries were the most common injuries. ED mortality was 9 (0.0%) for bicycle injury and 53 (0.3%) in motorcycle injury. 3,346 (8.9%) patients with bicycle injuries and 4,096 (24.2%) with motorcycle injuries were hospitalised. Bicycle-related injuries included fractures in the clavicle (10.9%), humerus (13.4%), and forearm (25.4%). Motorcycle-related injuries included fractures in the pelvic ring (2.0%), acetabular (0.9%), femoral (10.2%), patellar (1.8%), tibiofibular (11.5%) and foot (7.5%). The mean ISS score of hospitalised patients was 12.0 ± 12.6 in bicycle-related injury and 17.6 ± 15.4 in motorcycle-related injury. The number of hospitalised bicycle injury patients with ISS > 16 of was 922 (27.6%), and that of hospitalised motorcycle injury patients with ISS > 16 was 1,850 (45.2%). The mean length of hospital stay (LOS) was 191.5.8 ± 224.2 hours in bicycle injury, while the mean LOS for motorcycle injury was 359.6 ± 416.7 hours. Hospital mortality cases were 6 (0.2%) with bicycle injury and 49 (1.2%) with motorcycle injury. Conclusions In the under-19 population, two-wheel vehicle-related injuries had a low mortality rate and occurred predominantly in males. Motorcycle injuries were higher in patients aged over 16 and were associated with higher ISS (>16), ICU admissions, and mortality rates than bicycle injuries. Bicycle accidents mainly caused upper limb fractures, while motorcycle accidents mainly caused lower limb fractures. Preventive measures according to each means and age group are required.

Features of Forensic Medical Examination of Motorcycle Injuries

The article discusses the the peculiarities of conducting a forensic medical examination of an automobile injury. The relevance of this topic is associated with a high percentage of injuries and fatalities in road accidents, which, according to statistics, occupy one of the leading places among the causes of death. This is due to a sharp increase in the number of vehicles traveling on highways around the world, in particular, in the Russian Federation.

Electric scooter vs. motorcycle injuries – little toys with an underestimated impact

Introduction: The study weighs the impact of accidents involving electric scooters and motorcycles, its main purpose being that of showing the injuries produced by the use of electric scooters.Materials and method: The retrospective study was conducted in the Emergency Unit of the University Emergency Hospital Bucharest, Romania, between 01.06.2020 and 30.09.2020, by analyzing the data from the presentation sheets and the hospital database. It followed and compared a total of 55 cases, out of which 29 patients were involved in motorcycle accidents, and 26 patients were involved in electric scooter accidents, by number, age, sex, imaging investigations, severity of injuries, hospitalization days, and the treatment of discharged patients.General data about the number of analyzed presentations was extracted and compared to similar data from the same period of the year 2019.Results: The study showed an increase in presentations due to electric scooter accidents. Also, most of the injuries in both types of accidents are musculoskeletal (96.5% in motorcycle accidents and 84.61% in electric scooter accidents), and the percentage of discharged patients who needed immobilization by various orthopedic devices was higher in electric scooter accidents (34.8%) than in motorcycle accidents (26%).Discussions: The study was conducted in the middle of the COVID-19 pandemic, in an atypical situation, due to regulations imposed by the authorities.Conclusion: There was an increase in the use of electric scooters in the summer of 2020, which resulted in an increased number of mainly orthopedic injuries, and implicitly of immobilization for discharged patients, underestimated by the population, as protective equipment is not mandatory for people aged over 16 years.

An Integral Approach to the Classification of Motorcycle Injuries

Annotation. The article attempts to highlight the problems that forensic experts face during the examination of victims of a motor trauma, propose a modern classification of this type of traffic accident suitable for experts, list those issues that require expert resolution, and establish a standard algorithm (sequence) of conducting such an examination. The material of the study was archival copies of expert opinions and acts of comprehensive forensic medical and transport- trassological examinations in cases of motor injuries (33 complex examinations and acts in total), for 2008–2018. Expert studies were conducted on the basis of the Odessa Regional Bureau of Forensic Medicine expertise. The research method is the analysis of forensic and transport-trassological signs in their interconnection and interdependence, allowing to resolve the basic questions about the mechanism and circumstances of motor trauma. The study suggests that the following main types of motorcycle injuries are currently the most common (this includes injuries when operating a “classic” motorcycle and a moped): injury to driver and passenger due to contact of a motorcycle (moped) – with another vehicle, – with a stationary object, – due to the rollover of a motorcycle (moped) without contact with another vehicle, – as a result of a fall from a motorcycle (moped) until it capsizes without contacting another vehicle, – due to contact of the motorcycle (moped) with a pedestrian (pedestrians); injury to pedestrians due to contact with a moving motorcycle (moped); combined injuries of the driver and passenger of a motorcycle or moped (injury due to the rollover of a motorcycle or moped followed by contact with another vehicle; injury due to successive contact of a motorcycle or moped with a pedestrian and stationary object; injury due to rollover of a motorcycle (moped) and falling into a water body or fire, etc.); combined types of injury to a pedestrian (pedestrians) due to contact with a moving motorcycle or moped (injury due to contact with a moving motorcycle or moped, followed by falling and rolling wheels of another vehicle; injury due to contact with a moving motorcycle or moped, and then dropping another vehicle onto the body funds, etc.). Thus, establishing the exact circumstances of a motorcycle injury is impossible by examining only some object artificially isolated from the rest (for example, a corpse). Such an expert approach should be completely abandoned. The author’s proposed classification of motorcycle injuries, which is based on an integrated approach to the study of the mechanism of accidents, and which reflects its main types, can be used for expert purposes.

Evaluating Helmet Use Among Motorcycle Drivers in Lebanon

Background: The impact of the use of helmet by motorcyclists on motorcycle injuries is enormous. The primary focus of this study was to asses the helmet use among motorcycle riders as well as the helmet quality. Methods: Both quantitative and qualitative studies had been done. Nine observational studies have been done over nine different years between 1997 and 2017 in the same spots. In addition to one qualitative study done in May 2017. Results: The results of the observational studies show a clear fluctuation in the use of helmets (6 - 42%). Whenever there is law enforcement, the percentage of users increases. Upon cessation of enforcement, the percentage of helmet use reduces. About 64% of the helmets inspected did not appear to have a certification, which indicates that the helmet did not meet international standards. Those who had spent less than US$15 on buying their helmets were found wearing a non-certified helmet. Conclusion: Lebanon has failed to pursue a successful and sustainable implementation of the enforcement of helmet use. Although strict enforcement measures are vital, it is almost as important to ban the import of poor quality helmets to the Lebanese market and to make sure that taxation is lower on helmets to enable consumers to buy good quality helmets at a lower price.