Prévalence et facteurs associés au diabète chez les conducteurs de taxi-motos de la ville de Parakou (Bénin) en 2021 / Prevalence and associated factors with diabetes among motorcycle taxi drivers in the city of Parakou (Benin) in 2021

Introduction : le diabète est un véritable fléau mondial par sa prévalence en croissance. Les objectifs de la présente étude étaient de déterminer la prévalence du diabète et d'identifier les facteurs associés au diabète chez les conducteurs de taximotos de la ville de Parakou en 2021. Méthodes : il s'agissait d'une étude transversale, descriptive et analytique concernant les conducteurs de taxi-motos de la ville de Parakou et réalisée du 08 février au 31 mars 2021. Résultats : au total 422 conducteurs de taxi-motos enquêtés. L'âge moyen était de 36,45±10 ans ; 85,8% avaient un revenu mensuel d'au moins 40000 FCFA, 9,7% avaient une hypertension artérielle. L'anxiété et la dépression étaient présentes respectivement chez 5,5% et 15,9 % des sujets enquêtés. La prévalence du diabète était de 2,84%. Les facteurs qui étaient significativement associés sont l'âge de 30 ans et plus (p=0,001), le tour de taille élevé (p=0,03) et la durée de sommeil journalier anormale (p=0,03). Conclusion : la prévalence du diabète est faible chez les conducteurs de taxi-motos et les facteurs associés sont l'âge de 30 ans et plus, le tour de taille élevé et la durée de sommeil journalier anormale. Il est important de communiquer pour un changement de comportement afin que les conducteurs de taximotos adoptent une hygiène de vie saine.

Introduction: Diabetes is a real global scourge due to its growing prevalence. The objectives of this study were to determine the prevalence of diabetes and to identify the associated factors with diabetes among motorcycle cab drivers of Parakou city in 2021. Methods: This was a cross-sectional, descriptive and analytical study of motorcycle cab drivers in Parakou, city conducted from February 8 to March 31, 2021. Results: a total of 422 subjects surveyed. The average age was 36.45±10 years; 85.8% had a monthly income of at least 40,000 FCFA, 9.7% had high blood pressure. Anxiety and depression were present respectively in 5.5% and 15.9% of the subjects surveyed. The prevalence of diabetes was 2.84%. The factors that were significantly associated with diabetes were age 30 years and older (p=0.001), high waist circumference (p=0.03) and abnormal daily sleep duration (p=0.03). Conclusion: The prevalence of diabetes is low among motorcycle cab drivers and the associated factors are age 30 years and over, high waist circumference and abnormal daily sleep duration.

Padrão de deslocamento ativo da região metropolitana de Campinas, Brasil / Campinas metropolitan region's active commuting pattern

Analisar o padrão do deslocamento ativo da Região Metropolitana Campinas, levando em conside-ração particularidades dos residentes e suas viagens. Utilizando as bases de dados obtidas através da Pesquisa Origem e Destino da Região Metropolitana de Campinas dos anos de 2003 e 2011, foram realizadas estatísticas descritivas e temporais a partir das características dos sujeitos, municípios e via-gens. Para identificarmos diferenças adotamos o intervalo de confiança de 95% (IC 95%). Utilizamos a regressão de Poisson para verificação da correlação entre características individuais e o desfecho ser ciclista ou caminhante, adotando o valor de p < 0,05. Todos os dados foram analisados levando-se em consideração os procedimentos de amostragem para que a amostra fosse representativa. Cons-tatou-se que a frequência de ciclistas e caminhantes e suas respectivas viagens caíram. Encontramos associação positiva para ciclista ser homem e classes econômicas mais baixas, para os caminhantes houve associação positiva ser mulher e crianças/adolescentes. Quanto ao tempo de viagem, notou-se aumento na mediana para os ciclistas e queda para os caminhantes. Não encontramos nenhuma via-gem de bicicleta que faça integração com outro modo de transporte. Quanto ao porte do município, observou-se uma queda em viagens de bicicleta tanto nos municípios pequenos, médios e grandes, e os residentes de Campinas apresentaram as menores frequências

This study analyzes the active commuting pattern of the Metropolitan Region of the City of Campinas, Brazil, by considering its commuters and their features. By using the database of Pesquisa Origem e Destino (a Brazilian instrument for transportation planning) of Campinas Metropolitan Region 2003-2011, we present descriptive and temporal statistics concerning the characteristics of the region's commuters, cities, and journeys. To assess those, we adopted a confidence interval of 95% (CI 95%). We used the Poisson regression to check the correlation between individual characteristics and outcomes of being a cyclist or a pedestrian, adopting the value of p < 0.05. We took into consideration the procedures for datum obtaining to present representative samples, verifying that the number of both cyclists and pedestrians has dropped. We found pos-itive associations regarding low-income males and being a cyclist; as well as females and children/teenagers and being pedestrians. The mean length of commuting time has increased for cycling journeys and decreased for pedestrian ones. We could not find a bicycle journey that integrates with another mean of transportation. Regarding the size of a city, we observed that the number of cycling journeys has dropped in small, medium, and large municipalities; Campinas presents the lowest index

The effects of active vs. passive recovery on riding performance during a simulated motocross race

Abstract Aims: Motocross consists of two races of 30 min with a break in between. Recovery between races is paramount to performance, this study aimed to compare the effects of active and passive recovery between motocross races on riding performance. Methods: Thirteen elite and non-elite racers performed two races of 30 min with 1 h break, twice with two-week interval. Between the races active (20 min ergometer cycling at 60% of HRmax) or passive recovery (no activity) were executed in a randomized order. Lap times, heart rate during riding, blood lactate, reaction time, handgrip strength, upper back pull strength, counter movement jump height, and medicine ball throw distance were measured before and after both races. Serum creatine kinase enzyme activity and strength tests were assessed also 24 h after the races. Results: No statistically significant differences were observed in any variables between protocols. A significant drop in handgrip strength was found post-race values (p < 0.001). Post-racing creatine kinase values were above resting levels. Conclusion: These results do not support the use of active recovery in between motocross races for restoration of neuromuscular or riding performance. Motocross seems to cause some exercise-induced muscle damage; thus, some rest is required to recover homeostasis.

Incidence of Injuries in Motorcyclists Practitioners of Trails / Incidência de lesões em motociclistas praticantes de trilhas

Abstract Objective To investigate the incidence, mechanisms, types of injury, most affected anatomical regions, and factors leading to injuries in trail bikers. Methods This was an observational, retrospective study analyzing 47 trail bikers. Data were collected through application of a referenced morbidity survey (RMS), which included information on injuries and their mechanisms. Results The lesions with the highest incidence were abrasion and bruise. The most affected anatomical regions were the shoulders and knees. The most common injury mechanism was skidding or loss of traction. Conclusion Trail bikers are exposed to risk factors and, consequently, to falls; it is important to develop more protective equipment, especially for the shoulders and knees.

Resumo Objetivo Investigar a incidência, os mecanismos, os tipos de lesão, as regiões anatômicas mais acometidas, e os fatores que podem levar a lesões nos motociclistas praticantes de trilhas. Métodos Trata-se de uma pesquisa observacional do tipo retrospectivo, na qual foi realizada análise com 47 motociclistas praticantes de trilhas. Os dados foram coletados através da aplicação de um inquérito de morbidade referida (IMR), que incluiu informações sobre lesões e seus mecanismos. Resultados Ao analisar a amostra, verificou-se que os tipos de lesões com maior incidência foram abrasão e contusão. As regiões anatômicas mais acometidas foram o ombro e o joelho, e o mecanismo de lesão mais comum foi a derrapagem ou perda da tração. Conclusão Os trilheiros estão expostos a fatores de risco e, consequentemente, às quedas, sendo importante desenvolver mais equipamentos de proteção, em especial para o ombro e para o joelho.

Influence of Adventure Race Disciplines on the Overall Performance during 35 to 50-km Races

Abstract Aims: This study aims to analyze the influence of adventure race disciplines on the overall performance during 35 to 50-km competitions. Methods: Twenty-four athletes from twelve teams were studied during the second (Jacarei-SP, Brazil, 44.5-km) and fourth (Passa Quatro-MG, Brazil, 37.1-km) races of the 2015 Haka Race Series, which comprised Brazilian Adventure Race Ranking. We analysed the relationship between disciplines velocities and overall race velocity of the teams during each competition. Results: We observed the race velocity of the teams during second race was significantly (P < 0.05) correlated with the first (R=0.80) and last (R=0.65) split velocities of trekking, and with the last split velocity of mountain biking (R=0.73). On the other hand, the race velocity of teams during fourth race was significantly (P < 0.05) correlated with the split velocity performed during the course of water trekking with trekking (R=0.96). Conclusion: Greater performance of the athletes in the disciplines of mountain biking, trekking and water trekking is related to their overall performance during 35-50 km ARs. In addition, the influence of adventure race disciplines is specific to the overall performance during different competitions.

Characteristics of the built environment on GPS-determined bicycle routes used by adolescents / Características do ambiente construído nas rotas de bicicleta determinadas por GPS utilizadas pelos adolescentes

The aim of this study was to identify the characteristics of the routes used for cycling according to gender on a sample of adolescents from the city of Curitiba, Brazil. The study was conducted in 2013 with 147 adolescents aged 12 to 17 years, who wore accelerometer and Global Positioning System receivers to assess physical activity and geographic locations. A total of 38 participants (50.0% girls) presented at least one bicycle route and were included in the analytic sample. A total of 386 routes were identified. Nearly all routes included public transportation facilities, plazas, and parcels with residential, retail, food or recreational land use (> 97.0%) while bike lanes/paths (62.7%) and Fitness Zones were less frequent (71.8%). Bus rapid transit (BRT) stations, parks and vacant lots were the least frequent feature in the routes (37.3%; 17.1%; and 7.5%, respectively). Routes used by girls had fewer vacant lots (3.9%; p = 0.001) and more residential, retail, food services, and recreational uses (99.6%; p = 0.003; 99.1%; p = 0.011; 98.7%; p = 0.030, respectively) than those used by boys. The findings suggest that the routes used by adolescents have mixed and diverse land use and girls ride along routes with greater bicycling and service infrastructure and less physical disorder than boys

O objetivo deste estudo foi identificar as características das rotas utilizadas para o uso de bicicleta de acordo com o sexo em uma amostra de adolescentes da cidade de Curitiba, Brasil. O estudo foi realizado em 2013 com 147 adolescentes de 12 a 17 anos, que usaram acelerômetro e receptores de Sistema de Posicionamento Global para avaliar a atividade física e a localização geográfica. Um total de 38 participantes (50,0% meninas) apresentaram pelo menos uma rota em bicicleta e, por isso, foram incluídos na amostra analítica. Foram identificadas 386 rotas. Quase todas as rotas incluíam meios de transporte público, praças e áreas residencial, comercial, de alimentos ou de lazer (> 97,0%), enquanto ciclovias (62,7%) e academias ao ar livre eram menos frequentes (71,8%). As estações de ônibus de transporte rápido (BRT), parques e terrenos vazios foram as menos frequentes nas rotas (37,3%; 17,1%; e 7,5%, respectivamente). As rotas utilizadas pelas me-ninas tiveram menos terrenos vazios (3,9%; p = 0,001) e mais residenciais, varejo, serviços de alimentação e recreação (99,6% ; p = 0,003; 99,1%; p = 0,011; 98,7%; p = 0,030, respectivamente) quando comparado com meninos. Os resultados sugerem que as rotas utilizadas pelos adolescentes têm uso misto e diversificado do solo e que meninas trafegam por rotas com maior infraestrutura de bicicleta e serviços e menos terrenos vazios quando comparado com meninos

The First Acanthamoeba keratitis Case of Non-Contact Lens Wearer with HIV Infection in Thailand

Acanthamoeba keratitis (AK) is a rare sight-threatening corneal infection, often reporting from contact lens wearers. An asymptomatic human immunodeficiency virus (HIV)-infected Thai male without history of contact lens use complained foreign body sensation at his left eye during motorbike riding. He had neither specific keratitis symptoms nor common drugs responding, which contributed to delayed diagnosis. By corneal re-scraping, Acanthamoeba-like cysts were detected by calcofluor white staining and agar culture. The etiological agent obtained from the culture was molecularly confirmed by Acanthamoeba spp.-specific PCR, followed by DNA sequencing. The results from BLAST and phylogenetic analysis based on the DNA sequences, revealed that the pathogen was Acanthamoeba T4, the major genotype most frequently reported from clinical isolates. The infection was successfully treated with polyhexamethylene biguanide resulting in corneal scar. This appears the first reported AK case from a non-contact lens wearer with HIV infection in Thailand. Although AK is sporadic in developing countries, a role of free-living Acanthamoeba as an opportunistic pathogen should not be neglected. The report would increase awareness of AK, especially in the case presenting unspecific keratitis symptoms without clinical response to empirical antimicrobial therapy.

Generation of Electrical Energy Obtained Through a Continuous Current Generator Coupled to the Pedal of an Ergometric Bicycle

ABSTRACT This study presents a system of conversion of mechanical energy produced by physical activity into electric energy obtained by a CC generator coupled to the pedal of an ergometric bicycle. It presents the converter that will be used to adjust the voltage and power coming from the system, as well as the details of the converter design, the simulation and the primary experimental results of the structure. The methodological procedures related to the development of the converter and data acquisition through simulation were carried out based on the bibliographic research. The study is documentary as equipment manuals were used.

"Transorbitario" foreign body after ATV accident / Corpo estranho "transorbitário" após acidente com quadriciclo

Abstract This report aims to show an unusual case of "transorbitário" wooden foreign body causing visual loss due to optic nerve damage on the side contralateral penetration of foreign matter.

Resumo O presente relato tem o objetivo de mostrar um caso incomum de corpo estranho de madeira "transorbitário" que causou perda visual por lesão do nervo óptico do lado contralateral a penetração do corpo estranho.

Políticas públicas de mobilidade urbana e práticas corporais: repercussões do sistema de bicicletas compartilhadas / Public policies of urban mobility and physical exercises: repercussions of bike-sharing systems / Public policies sobre la movilidad urbana y ejercicio físico: los efectos del sistema de bicicletas compartidas

O estudo procurou analisar as percepções dos usuários quanto à implantação do projeto de bicicletas compartilhadas em Fortaleza, Ceará. Trata-se de uma pesquisa qualitativa em que foram entrevistados 11 usuários, sistematizada por meio da análise de conteúdo do tipo análise temática. Os resultados apontam que a bicicleta compartilhada tem se tornado um meio de deslocamento alternativo ao transporte público deficiente, mas que seu papel como instrumento de lazer prevalece; encontrou-se a percepção de que o uso da bicicleta de forma contínua traz benefício à saúde, bem como a sensação de segurança. Todavia, há concentração de estações em poucos pontos da cidade e dificuldades de acesso em horário de pico. Conclui-se que o projeto de bicicletas compartilhadas no cenário deste estudo não contempla as demandas a elas atribuídas de mobilidade urbana; entretanto, fomenta o desenvolvimento de práticas corporais.

The study sought to examine the perceptions of users regarding the implementation of bike-sharing systems in Fortaleza, Ceará. This qualitative study interviewed 11 users, and systematization of data through thematic analysis of content analysis. The results indicate that the bike-sharing systems has become an alternative means of transportation, but its role as a leisure instrument prevails; He met the perception that the use of continuously cycling brings health benefits and a sense of security. However, the project is in a few places in the city and with limited access at certain times. We conclude that the shared bicycle system does not address the needs of urban mobility; however, it enhances the development of physical exercise.

El estudio trató de examinar las percepciones de los usuarios en relación con la implementación de sistemas de bicicletas compartidas en Fortaleza, Ceará. Este estudio cualitativo entrevistó a 11 usuarios, y la sistematización de los datos a través del análisis temático de análisis de contenido. Los resultados indican Que los sistemas de bicicletas compartidas se ha convertido en un medio alternativo de transporte, pero su papel como instrumento de ocio prevalece; Se reunió con la percepción de que el uso de la bicicleta continuamente trae beneficios para la salud y una sensación de seguridad. Sin embargo, el proyecto se encuentra en unos pocos lugares en la ciudad y con acceso limitado a ciertas horas. Llegamos a la conclusión de que el sistema de bicicletas compartidas no se ocupa de las necesidades de movilidad urbana; Sin embargo, se potencia el desarrollo del ejercicio físico.

Comparison of Injury Patterns between All-terrain Vehicles and Motorbike Riders in Jeju Island

PURPOSE: As the usage rate of all-terrain vehicles (ATV) the number of injuries caused by ATVs is also surging. This has led to an increase in social attention to the safety of ATVs and the law for ATV safety standards was revised in 2009 and 2011. The purpose of this study was to evaluate the characteristics of ATV injury compared with motorbike injury after implementation of the ATV safety policy. METHODS: A retrospective cross-sectional observation study was conducted using emergent department (ED)-based indepth injury surveillance system data from 2011 January to 2014 December. Demographics, injury-related characteristics, injury severity, and outcomes of patients related to ATV and motorbike injury visiting our ED were analyzed. Multivariate logistic regression was used for major adverse event (MAE), which was defined as any intensive care, emergent operation, or death between ATV and motorbike related injury adjusted for covariates. RESULTS: During the study period, there were 101 ATV- and 584 motorbike-related injuries. Females had more ATV-related injuries (63.4% vs 32.9%, p<0.001) during leisure activities (93.1%) with higher helmet usage (73.3% vs 62.0%, p=0.01) and lower usage in terms of emergency medical service (23.8% vs 46.4%, p<0.001), automobile insurance (10.9% vs 54.1%, p<0.001) compared with motorbike-related injuries. MAE in ATV-related injuries was less likely in a univariate logistic model (unadjusted odd ratios [ORs] 0.489, 95% confidential intervals [Cis] 0.282 to 0.848), but the multivariate logistic model showed no significant difference (adjusted ORs 1.018, 95% CIs 0.376 to 1.414). CONCLUSION: Results of this study showed no significant difference in occurrence of clinical major adverse events between motorbikes and ATVs-related injury on Jeju Island. However, considering the high injury prevalence in young age, female, and passengers during leisure activities, development of an education and injury prevention program will be needed for this vulnerable population.

Criterios técnicos para implementación de una ciclovía recreativa / Technical criteria for implementing a recreational cycle path

La presente publicación describe dentro del marco del Plan de Incentivos a la mejora de la gestión y modernización municipal, un programa con los Gobiernos Locales dirigido a utilizar los espacios públicos existentes para la promoción de la actividad física, teniendo en cuenta las recomendaciones de la Resolución WHA57.17: Estrategia Mundial sobre Régimen Alimentario, Actividad Física y Salud (RAFS) 2004) "Adaptar las estructuras urbanas para facilitar la actividad física en los desplazamientos en condiciones de seguridad, y para crear espacios destinados a las actividades recreativas". Por ello se propone la Ciclovía Recreativa como estrategia que busca promover la actividad física y recuperar la ciudad en el marco de la mejora de servicios públicos que debe considerar una Municipalidad

Criterios técnicos para implementación de una ciclovía recreativa / Technical criteria for implementing a recreational cycle path

La publicación describe dentro del marco del Plan de Incentivos a la mejora de la gestión y modernización municipal, un programa con los Gobiernos Locales dirigido a utilizar los espacios públicos existentes para la promoción de la actividad física, teniendo en cuenta las recomendaciones de la Resolución WHA57.17: Estrategia Mundial sobre Régimen Alimentario, Actividad Física y Salud (RAFS) 2004)

Risky road-use behaviour among students at the University of Benha, Egypt

Road traffic injuries constitute 45% of deaths due to injury in Egypt. The aim of this cross-sectional study was to identify and investigate risky behaviours regarding road use among university students in Benha. A self-administered questionnaire was completed by 953 students. Of the respondents 19.3% reported not complying with pedestrian road traffic safety rules, while among drivers, 39.4% had no driving licence, 44.5% did not use a seat-belt and 63.5% exceeded the legal speed limits. In binary logistic regression analysis, substance use [OR 18.3; 95% CI: 9.10-23.3] and having peers with similar behaviours [OR 2.53; 96% CI: 1.15-5.55] were significant predictors of not following road traffic safety rules as a pedestrian. Exceeding the legal traffic speed limits as a driver was significantly associated with male sex [OR 5.13; 95% CI: 1.98-13.3], peer pressure [OR 8.70; 95% CI: 3.90-17.1] and substance use [OR 3.30; 95% CI: 1.58-13.7]. Unsafe road-use behaviours that may cause unintentional injuries are prevalent among University of Benha students. Health education sessions and training courses for students on appropriate road behaviours may be warranted

The Impact of Seat-belts in Limiting the Severity of Injuries in Patients Presenting to a University Hospital in the Developing World

Road traffic injuries are major public health problems and a leading cause of death and injury around the world. Approximately 1.2 million people are killed each year in road crashes worldwide; with up to 50 million more injured. Over 95 of these deaths and injuries occur in the low- and middle-income countries of the world. The aim of this study is to evaluate the impact of the use of seat-belts in reducing the severity of injuries from road traffic crashes and to determine the compliance and awareness of the importance of the use of seat-belts among Nigerian motorists. Patients and Methods: The injury patterns and outcome of care in 140 patients who were seen at the emergency department of our tertiary hospital were evaluated. Initial care and resuscitation was carried out on all patients using the advanced trauma life support protocol. Results: A total of 81 (57) patients used seat-belts; while 59 (42.1) did not. Nineteen (13.6) patients died as a result of their injuries; 4 (21.1) of these had used seat-belts; while 15 (79) had not ( P = 0.001). The mortality rate of 79 for patients who did not use seat-belt was statistically significant. Conclusions: The seat-belt is an effective safety tool that not only saves lives; but also significantly reduces the severity of the injury that a vehicle occupant may have sustained if they were not wearing the device. More public enlightenment is needed to increase the awareness and compliance of use of seat-belts among Nigerian motorists. for patients who did not use seat-belt was statistically significant. Conclusions: The seat-belt is an effective safety tool that not only saves lives; but also significantly reduces the severity of the injury that a vehicle occupant may have sustained if they were not wearing the device. More public enlightenment is needed to increase the awareness and compliance of use of seat-belts among Nigerian motorists

Our Experience with Surgically Treated Epidural Hematomas in Children

OBJECTIVE: Traumatic epidural hematomas (EDHs) in children are a relatively unusual occurrence. The cause and outcome vary depending on period and region of study. The aims of this analysis were to review the cause and outcome of pediatric EDHs nowadays and to discuss outcome-related variables in a large consecutive series of surgically treated EDH in children. METHODS: This is a retrospective review of 29 patients with surgically treated EDHs between Jan 2000 and February 2010. Patients' medical records, computed tomographic (CT) scans, and, if performed, magnetic resonance imaging (MRI) were reviewed to define variables associated with outcome. Variables included in the analysis were age, associated severe extracranial injury, abnormal pupillary response, hematoma thickness, severity of head injury (Glasgow Coma Scale score), parenchymal brain injury, and diffuse axonal injury. RESULTS: The mean (SD) age of the patients was 109 months (0-185 months). Most of the injuries with EDHs occurred in traffic accident (14 cases, 48.2%) and followed by slip down in 6 cases and falls in 6 cases. There were one birth injury and one unknown cause. EDHs in traffic accidents occurred in pedestrians hit by a motor vehicle, 9 cases; motorbike and car accidents, 5 cases and bicycle accidents, 1 case. The locations of hematoma were almost same in both sides (left side in 15 cases). Temporal lobe is the most common site of hematomas (13 cases, 44%). The mean size of the EDHs was 18 mm (range, 5-40 mm). Heterogeneous hematomas in CT scans were 20 cases (67%). Two patients were referred with unilateral or bilateral dilated pupil(s). There was enlargement of EDH in 5 patients (17%). All of them were heterogeneous hematomas in CT scans. Except for 4 patients, all EDHs were associated with skull fracture(s) (87%). There was no case of patient with major organ injury. CT or MRI revealed brain contusion in 5 patients, and diffuse axonal injury in one patient. The mortality was zero, and the outcomes were excellent in 26 and good in 2 patients. None of the tested variables were found to have a prognostic relevance. CONCLUSION: Regardless of the EDH size, the clinical status of the patients, the abnormal pupillary findings, or the cause of injury, the outcome and prognosis of the patients with EDH were excellent.

Our Experience with Surgically Treated Epidural Hematomas in Children

OBJECTIVE: Traumatic epidural hematomas (EDHs) in children are a relatively unusual occurrence. The cause and outcome vary depending on period and region of study. The aims of this analysis were to review the cause and outcome of pediatric EDHs nowadays and to discuss outcome-related variables in a large consecutive series of surgically treated EDH in children. METHODS: This is a retrospective review of 29 patients with surgically treated EDHs between Jan 2000 and February 2010. Patients' medical records, computed tomographic (CT) scans, and, if performed, magnetic resonance imaging (MRI) were reviewed to define variables associated with outcome. Variables included in the analysis were age, associated severe extracranial injury, abnormal pupillary response, hematoma thickness, severity of head injury (Glasgow Coma Scale score), parenchymal brain injury, and diffuse axonal injury. RESULTS: The mean (SD) age of the patients was 109 months (0-185 months). Most of the injuries with EDHs occurred in traffic accident (14 cases, 48.2%) and followed by slip down in 6 cases and falls in 6 cases. There were one birth injury and one unknown cause. EDHs in traffic accidents occurred in pedestrians hit by a motor vehicle, 9 cases; motorbike and car accidents, 5 cases and bicycle accidents, 1 case. The locations of hematoma were almost same in both sides (left side in 15 cases). Temporal lobe is the most common site of hematomas (13 cases, 44%). The mean size of the EDHs was 18 mm (range, 5-40 mm). Heterogeneous hematomas in CT scans were 20 cases (67%). Two patients were referred with unilateral or bilateral dilated pupil(s). There was enlargement of EDH in 5 patients (17%). All of them were heterogeneous hematomas in CT scans. Except for 4 patients, all EDHs were associated with skull fracture(s) (87%). There was no case of patient with major organ injury. CT or MRI revealed brain contusion in 5 patients, and diffuse axonal injury in one patient. The mortality was zero, and the outcomes were excellent in 26 and good in 2 patients. None of the tested variables were found to have a prognostic relevance. CONCLUSION: Regardless of the EDH size, the clinical status of the patients, the abnormal pupillary findings, or the cause of injury, the outcome and prognosis of the patients with EDH were excellent.

Frequency of risk factors associated with road traffic accidents of motorbike in a big city of a developing country

To determine the frequency of risk factors associated with road traffic accidents of motorbike in Karachi, Pakistan. A descriptive cross-sectional study was carried out in the two tertiary care hospitals [Civil Hospital and Jinnah Postgraduate Medical Center] of Karachi, Pakistan. All male motorbike accident victims presented to the emergency department of the selected hospital, who gave consent, were included in the study. Patients under age 15 years and do not understand Urdu language were excluded. Information was collected through a pretested questionnaire. A total of 127 accident cases from respected hospitals were included in the study. Most [76%] of the accident cases were younger than 33 years. Approximately, 49% of the participants were riding the bikes without driving license. Nearly, 43% never used helmet during riding. Approximately, 21% were reported that they were chewing tobacco at the time of accident. Majority [71%] of the accidents occurred on the working days. Almost 61% of the accidents occurred in the evening time. In 43% of the cases, speed of the motorbikes was more than 50 km/hour. Nearly, 31% of the victims were riding along with their friends/family members. Majority [72%] of the accidents occurred on the main roads. Approximately 45% of the accident cases had fracture. Approximately, 34% of the injuries were severe and lower extremity was involved in 36% of cases. About, 38% of the victims reported that they were in depressed moods while riding bike. Mental depression, young age and lack of driving expertise were the major risk factors for motor bike accidents

Comparison of Injuries Related with All-Terrian Vehicles (ATVs) and Motorcycles (MCs)

PURPOSE: All-terrain vehicle (ATV)-related injuries have increased since the introduction of ATVs to Korea. The purpose of this study is to compare patients with ATV-related injuries (PATV) to patients with motorcycle (MC)-related injuries (PMC). METHODS: We retrospectively analyzed the clinical records of PATV and PMC who visited an emergency center in 2008. The cases of PMC were 164, and those of PATV were 52. RESULTS: While PMC are seen evenly in the first half year and the second half year, PATV are seen mainly the first half year (from March to June: 73%). For PMC the most frequent injury mechanism was collision with another vehicle, while for PATV, it was side overturn/roll over. The injury severity score (ISS), the revised trauma score (RTS), the trauma score and the injury severity score (TRISS) were 5.6+/-5.6, 7.7+/-0.7, 5.0+/-2.1 for PMC and 7.1+/-7.5, 7.7+/-1.1, 5.5+/-1.5 for PATV, respectively. The most common injury sites were the lower extremities for PMC and the face for PATV. The rates of admission, surgery and the length of hospital stay were similar between PMC and PATV. CONCLUSION: This study shows that the risk of ATV accidents is similar to that of MC accidents. We recommend that the same safety standards and regulations that are applied to MCs should be used for ATVs. Safe and enjoyable paths have to be sought for drivers of ATVs.

Clinical Study of Patients with All-Terrain Vehicle-related Injuries in a General Hospital

PURPOSE: Recently, all-terrain vehicle (ATV)-related injuries have increased. The purpose of this study was to evaluate and analyze the ATV injuries in Korea. METHODS: We analyzed the patients who visited Chuncheon Sacred Heart Hospital emergency center with ATVrelated injuries, from 2004 January to 2008 December. The injury severity was evaluated according to the injury severity score (ISS), the revised trauma score (RTS), and the yrauma score and the injury severity score (TRISS). RESULTS: From 2004 to 2008, a total of 78 cases, 28 male and 50 female, of ATV-related injuries were reviewed. The annual incidence had increased 22.5-fold from 2004(2 cases) to 2008(45 cases). The age ranged from 8 to 68 years (median, 24 years). The most frequently injured site was the lower extremity(48.7%). The primary mechanism of injury was roll-over(35.9%), the next was falling down (33.3%). Eighty-two percent(82%) of accidents occurred on paved roads when ATVs are legislated for off-road use only. The average ISS was 6.8. In cases including both the driver and the passenger, the ISS of passengers was higher than that of drivers(7.4 vs. 4.7). Fifty percent (50%) of patients required an operation. The rate of admission was 62.8%. The average length of hospital stay was 25 days. Eighty-one percent (81%) of patients had no previous experience of operating an ATV. Sixty-seven percent (67%) of patients did not receive any formal training before operating an ATVs. CONCLUSION: Both the incidence and severity of ATV-related injuries are increasing in Korea. There is a lack of regulation enforcement and public awareness of the dangers of ATV use. The wearing of appropriate safety equipment and sufficient education about driving skills can reduce the ATVrelated injuries.