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Objective@#To investigate the incidence of road traffic injuries among online deliverymen and its influencing factors, so as to provide insights into prevention of road traffic injuries.@*Methods@#Online deliverymen who were registered on a takeaway platform and delivered within Baotou City, Inner Mongolia Autonomous Region were recruited using a convenience sampling method, and demographic information, delivery work conditions and road traffic injury data were collected through questionnaire surveys from June to September, 2023. Factors affecting the incidence of road traffic injuries were identified by a multivariable logistic regression model.@*Results@#A total of 603 questionnaires were allocated, and 584 were valid, with an effective rate of 96.85%. There were 467 men (79.97%) and 117 women (20.03%), 200 participants at ages of 31-40 years (34.25%), 215 crowdsourcing deliverymen (36.82%) and 510 full-time (87.33%). The incidence of road traffic injuries in the past one year was 14.90%, and 59 injuries were mild (67.82%). The parts of injuries were mainly upper limbs (31.03%) and lower limbs (45.98%). Multivariable logistic regression analysis showed that online deliverymen who did not wear a helmet at work (OR=2.591, 95%CI: 1.354-4.958) and worked as a crowdsourcing deliverymen (OR=2.232, 95%CI: 1.041-4.786) had higher risks of road traffic injuries, while online deliverymen who worked part-time (OR=0.154, 95%CI: 0.034-0.706) had lower risks of road traffic injuries.@*Conclusions@#The incidence of road traffic injuries among online deliverymen is associated with post, type of work and wearing helmets or not. The traffic safety education and management should be strengthened among online deliverymen.
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ObjectiveTo analyze the characteristics of hospitalized unintentional injuries and to provide evidence for formulating injury prevention and control strategies. MethodsDescriptive analysis was conducted on injury information of unintentional injury cases reported from 22 monitoring hospitals during 2017 to 2020 by injury surveillance system. The composition ratio index was used to analyze and explore the distribution（population， time and place）of injuries related to different causes. The disease burden was described by the length of hospital stay and hospitalization cost. ResultsA total of 32 716 hospitalized unintentional injury cases were reported from 22 monitoring hospitals. The male to female ratio was 1.18∶1. The majority of males were aged 15‒64 years and the majority of females were aged over 45 years. The top three causes of injuries were falls， traffic-related and blunt injury. Injuries occurred more frequently in July and August. 42.81% of the cases occurred at home. Fracture cases accounted for 75.79%. The median length of hospital stay was 10 days and the median cost was 15 431.50 yuan. The share of both falls and non-motor vehicle accidents increased year by year. ConclusionFalls among elderly people and road traffic injuries are the main causes of hospitalized unintentional injuries， and sharp or blunt instrument injuries are more severe in the male workforce. Considering high direct and indirect economic losses from injuries， steps should to be taken to improve injury surveillance system and to implement injury prevention and control strategies targeted on key groups and key injuries.
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Objective To analyze the epidemic characteristics of road traffic injuries in Haishu District of Ningbo City and to provide evidence for effective prevention strategies. Methods Based on the "Ningbo Inpatient Injury Monitoring Report Card"， we analyzed the epidemiological characteristics and the influencing factors of hospitalization expenses using the road traffic injuries cases collected from 2015-2019 of Haishu District were analyzed. Results The ratio of male to female was 1.46∶1 among the 8 543 cases. Most cases were between 25 to 64 years old. There were 83.09% cases had junior high school education or below. The top three occupations in the cases were preschoolers， transportation workers， and retired people. Road traffic injuries occurred more frequently in spring for preschoolers and in summer vacation for school-age children. Motor vehicle accidents caused more serious injuries than non-motor vehicle accidents （χ 2=59.069， P<0.001）. The economic burden caused by the traffic injuries was heavy. The main influencing factors of hospitalization expenses for road traffic injuries were age， gender， severity of injury and the attribute of injury. The median hospitalization cost was 12 400 Yuan， and the interquartile distance was 23 400 Yuan. Conclusion Road traffic injury not only causes serious bodily injury， but also increases the economic burden of family and society directly or indirectly. Traffic safety education should be carried out for key groups to prevent the occurrence of road traffic injuries.
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ObjectiveTo explore the status and influencing factors of electric bicycle （e-bike）-related traffic injury in Songjiang District of Shanghai， and to provide reference for prevention and control of the injury. MethodsA self-designed questionnaire was used to investigate the community residents over 16 years old who rode e-bike in Songjiang Western Industrial Zone. The survey included general demographic characteristics， physical and psychological conditions， e-bike use， accidents and injuries. Descriptive analysis， chi-square test and Fisher's exact probability method were used to explore the influencing factors of traffic injury by e-bike in Songjiang District. Results1 030 questionnaires were distributed and 1 013 valid questionnaires were recovered. The effective rate of the questionnaire was 98.35%. From June 2020 to May 2021， the incidence of e-bike traffic accidents in Songjiang Western Industrial Zone was 17.47% and the incidence of injuries was 12.64%. The difference between e-bike accident group and non accident group was statistically significant （P<0.05） in the following factors： gender， registered residence， educational level， sleeping time， fatigue， violation of traffic regulations including speed limit 25 km‧h-1 and crossing of red traffic lights， riding after alcohol drinking， riding speed higher than 30 km‧h-1， riding on the phone， wearing headset， turning without prompting signal， riding on the lane of motor vehicles，and e-bike life. The top three injured body parts were limb pelvis （48.10%）， body surface （27.85%） and head （13.92%）. The nature of injury was mainly contusion / abrasion （82.03%）， followed by fracture （17.19%）. ConclusionThe incidence of e-bike traffic accidents in Songjiang District is high. We should strengthen the traffic safety education of e-bike riders， strengthen the road traffic control， and reduce the occurrence of e-bike road traffic accidents in Songjiang District.
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Road traffic injury is a major public health problem globally. In China， about 10 thousand children died from road traffic injuries every year. This paper describes the current research status and epidemiological characteristics of road traffic injuries in children and adolescents， and analyzes the influencing factors and the current interventions， in order to reduce the incidence of road traffic injuries in children and to ensure the safety of children̩’s life and health.
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PURPOSE@#This research examined road traffic injury mortality and morbidity disparities across of country development status, and discussed the possibility of reducing country disparities by various actions to accelerate the pace of achieving Sustainable Development Goals target 3.6 - to halve the number of global deaths and injuries from road traffic accidents by 2020.@*METHODS@#Data for road traffic mortality, morbidity, and socio-demographic index (SDI) were extracted by country from the estimates of the Global Burden of Disease study, and the implementation of the three types of national actions (legislation, prioritized vehicle safety standards, and trauma-related post-crash care service) were extracted from the Global Status Report on Road Safety by World Health Organization. We fitted joinpoint regression analysis to identify and quantify the significant rate changes from 2011 to 2017.@*RESULTS@#Age-adjusted road traffic mortality decreased substantially for all the five SDI categories from 2011 to 2017 (by 7.52%-16.08%). Age-adjusted road traffic mortality decreased significantly as SDI increased in the study time period, while age-adjusted morbidity generally increased as SDI increased. Subgroup analysis by road user yielded similar results, but with two major differences during the study period of 2011 to 2017: (1) pedestrians in the high SDI countries experienced the lowest mortality (1.68-1.90 per 100,000 population) and morbidity (110.45-112.72 per 100,000 population for incidence and 487.48-491.24 per 100,000 population for prevalence), and (2) motor vehicle occupants in the high SDI countries had the lowest mortality (4.07-4.50 per 100,000 population) but the highest morbidity (428.74-467.78 per 100,000 population for incidence and 1025.70-1116.60 per 100,000 population for prevalence). Implementation of the three types of national actions remained nearly unchanged in all five SDI categories from 2011 to 2017 and was consistently stronger in the higher SDI countries than in the lower SDI countries. Lower income nations comprise the heaviest burden of global road traffic injuries and deaths.@*CONCLUSION@#Global road traffic deaths would decrease substantially if the large mortality disparities across country development status were reduced through full implementation of proven national actions including legislation and law enforcement, prioritized vehicle safety standards and trauma-related post-crash care services.
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Background In recent years, road traffic injury (RTI) has become a serious public health problem in China, and the factors affecting deaths caused by RTI are also complicated. Objective This study is designed to identify factors of RTI fatality risk and establish a road user fatality risk prediction model. Methods The data of traffic accident casualties in Pudong New Area of Shanghai from 2010 to 2016 were collected retrospectively, and the related impact factors of RTI were collected. Logistic regression was used to screen the selected factors of RTI fatality risk. A nomogram of RTI fatality risk was established, the consistency and accuracy of the model was evaluated by C-index and bootstrap internal verification, and a sensitivity analysis was also conducted. Results A total of 3521 casualties in traffic accidents were included in the study. The logistic regression results showed that age of victims, medical rescue distance, road type, transport means, injured body part, time of accident, and weekday/weekend affected RTI death risk (P<0.05). The nomogram model for RTI death risk showed that the most affecting factors were injured body part (especially head and neck injury), followed by age, transportation means, medical rescue distance, road type, time of accident, and weekday/weekend. The C-index of the model was 0.790, indicating high prediction accuracy and good fitness. The nomogram model for RTI death risk of head and neck injury showed that the score scales of all included factors expanded, the most prominent (most affecting) one was age; the RTI fatality risk of different road types changed, where urban road became the most dangerous road type; in addition, walking was the transportation means with the greatest risk of RTI fatality from head and neck injury. The results of the sensitivity analysis on accidents with varied casualties confirmed the robustness of the model. Conclusion The road user fatality risk of RTI is affected by many factors. As a simple tool to predict fatality risk of RTI, the nomogram based on logistic regression has certain reference significance for road traffic safety.
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Objective@#To learn the characteristics of road traffic injury cases caused by electric bicycles in Changshan County from 2013 to 2016,and to provide evidence for the development of preventive measures or traffic regulations.@*Methods@#The surveillance data of road traffic injuries caused by electric bicycles was collected from the hospital-based product injury monitoring system in Changshan County during 2013-2016. The descriptive epidemiologic analysis on demographic characteristics,body parts and degree of injury was conducted.@*Results@#A total of 7 078 road traffic injury cases caused by electric bicycles were reported from 2013 to 2016,accounting for 49.58% of road traffic injuries. The proportion of electric bicycle injuries was higher in females than in males（P<0.05）. There were 4 893 cases aged 30-64 years,accounting for 69.13%;5 562 cases with an education level of junior high school or below,accounting for 78.58%;2 005 cases occurring from July to September,accounting for 28.33%;5 216 cases occurring from 8:00 to 19:00,accounting for 73.69%. The injury mainly lay in head,accounting for 30.77%（2 178 cases）. Most injuries were flesh wounds,accounting for 74.96%（5 306 cases）. Most cases went home after treatment,accounting for 76.09%（5 386 cases）.@*Conclusion@#The incidence of road traffic injury caused by electric bicycles is high in Changshan County. Improving the safety awareness of women and people aged 30-64 years should be focused on.
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@#<p style="text-align: justify;"><strong>Objective:</strong> To determine the Disability Adjusted Life Year (DALY) weights of road traffic injuries and use the DALY weights in determining the total DALYs lost in Metro Manila using available data.</p><p style="text-align: justify;"><strong>Methods:</strong> Consensus on DALY weights for each of the 31 International Classification of Diseases (ICD)10 codes related to road traffic injuries was done using Delphi Process. Experts from different fields were invited to participate in 2 rounds of discussion-and-scoring were done to obtain consensus were obtained for each DALY weight. Philippine Health Insurance Corporation (PHIC) data on the counts of the 31 ICD 10 coded claims for the years 2011, 2012, and 2013 were obtained and used to calculate the total DALY lost due to vehicular injuries for Metro-Manila.</p><p style="text-align: justify;"><strong>Results:</strong> Road traffic related injuries affected mostly young people (mean 34 yo + 15) and affected mostly men (81%). There were a total of 3,199 injuries seen in 2,573 patients. 98.1% of the patients had a < 1 year type of injury with an average disability weight of 0.34154 and a total DALYs lost of 300.4. 0.5% of the patients had a ? 1 year type of injury with an average disability weight of 0.2726 and a total DALYs lost of 218.08.1.4% of the patients most likely died from their injuries earning a total DALYs lost of 1,440.The sum of DALYs lost is equivalent to a total of 1,958.12.</p><p style="text-align: justify;"><strong>Conclusion:</strong> The Metro Manila loses roughly Php 76.6 Million per year due to road traffic injuries and accidents. These events are highly preventable. Without proper interventions, road traffic injuries may lead to impoverishment of the young families who pick up the pieces, or are left behind.</p>
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Humans , Quality of LifeABSTRACT
Objective To analyze the tendency of road traffic injuries and explore its main influencing factors in China from 1997 to 2016, so as to provide references for decision-making of prevention and control. Methods Data was collected from national data website. Annual percent change (APC) and average annual percent change (AAPC) were calculated and trend tests were performed by Joinpoint Regression Program 4.6.0.0. Results The overall trend of the indexes was basically the same, reaching the highest record in 2002. The following downward tendency was different and tended to level off after 2009. However, the forecast showed that the fatality of road traffic accidents would increase slightly in recent years. For different road traffic modes, only the average annual percent change of motor vehicle injuries statistically descended (AAPC=-1.83, Z=-2.23, P=0.026). The average annual decreases of non-motor vehicle deaths were statistically significant (AAPC=-1.98, Z=-2.47, P=0.014), and the number of injured showed a notable upward trend instead (AAPC=3.95, Z=5.16, P<0.001). The indexes of walking and riding were declined markedly (AAPC≥7.90, P<0.001). Conclusions The status of walking and riding had been improved significantly, but motor vehicles injuries were still the main traffic mode causing road traffic injuries. The safety situation of non-motor vehicles was increasingly serious. Adopting legal compulsory measures and other intervention to routine systematic management was quite necessary.
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Background: Motorcyclists are the most vulnerable vehicle users in India. No published study has assessed the validity of self-reported estimates of helmet use in India. The objectives of this study were to assess helmet use by comparing observed and self-reported use and to identify factors influencing use among motorcyclists in Hyderabad, India. Methods: Population-based observations were recorded for 68 229 motorcyclists and 21 777 pillion riders (co-passengers). Concurrent roadside observations and interviews were conducted with 606 motorcyclists, who were asked whether they “always wear a helmet”. Multivariate logistic regression analyses were conducted to determine factors influencing helmet use. Results: In the population-based study, 22.6% (n = 15,426) of motorcyclists and 1.1% (n = 240) of pillion riders (co-passengers) were observed wearing helmets. In roadside interviews, 64.7% (n = 392) of the respondents reported always wearing a helmet, 2.2 times higher than the observed helmet use (29.4%, n = 178) in the same group. Compared with riders aged ≥40 years, riders in the age groups 30–39 years and 18–29 years had respectively 40% (95% confidence interval [CI]: 0.4 to 1.0, P < 0.05) and 70% (95% CI: 0.2 to 0.5, P < 0.001) lower odds of wearing a helmet after controlling for other covariates. Riders with postgraduate or higher education had higher odds of wearing a helmet (adjusted odds ratio [OR]: 4.1, 95% CI: 2.5 to 6.9, P < 0.001) than those with fewer than 12 grades of schooling. After adjusting for other covariates, younger riders also had 40% (95% CI: 0.3 to 0.9, P < 0.05) lower odds of self-reporting helmet use, while those with postgraduate or higher education had 2.1 times higher odds (95% CI: 1.3 to 3.3, P < 0.01) of reporting that they always wear a helmet. Police had stopped only 2.3% of respondents to check helmet use in the three months prior to the interview. Conclusion: Observed helmet use is low in Hyderabad, yet a larger proportion of motorcyclists claim to always wear a helmet, which suggests that observational studies can provide more valid estimates of helmet use. Interview findings suggest that a combination of increased enforcement, targeted social marketing and increased supply of standard helmets could be a strategy to increase helmet use in Hyderabad.
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Objective To study the characteristics and trend of illegal driving behavior in China to provide evidence for related policy enforcement.Methods Using indices as death rate of ten thousand vehicle,death rate per 100 000 population,thousands of road mileage,degree of motorization and death ratio etc.to analyze the current situation,characteristics of illegal vehicle driving behavior related to road traffic injuries,in China.Results From 2006 to 2010,death ratio on vehicle road traffic injuries related to the top five illegal driving behaviors were as follows:speeding (from 0.33 down to 0.17),on refuse to give way to others (from 0.26 to 0.14),on driving without license (from 0.21 to 0.08),on illegal driving encroachment (from 0.17 to 0.04) and on reverse driving (from 0.11 to 0.07).Death rates related to vehicle road traffic injuries on drunk driving or fatigue driving were 0.04 in 2010 and 0.02 in 2010,respectively.Conclusion Despite the fact that the number of vehicle road traffic injuries appeared a declining trend,the severity was increasing.Illegal driving behavior was still prevalent in China.
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Objective To know the influencing factors for the severity of motor vehicle road traffic injures ,and to provide scientific basis for making appropriate intervention measures.Methods 7 977 patients with motor vehicle road traffic injuries who were first diagnosed in injury surveillance sentinel hospital of Tongxiang City in 2012 and 2013 were selected, and the factors influencing the severity of injury were analyzed.Results The multivariate logistic regression analysis showed an increased risk of the injure severity among the people aged over 65 years old,alcohol drinking before the injury and migrant workers,the values of OR(95%CI)were 3. 231(2. 091 -4. 993),2. 796(1. 697-4. 607)and 1. 424(1. 217-1. 666)respectively.However,women,motor vehicle drivers,collision with non motor vehicle driver and using safety belt may contribute to the less serious damage,and the values of OR (95%CI)were 0. 837 (0. 753 -0. 930 ),0. 769 (0. 622-0. 952),0. 753 (0. 598-0. 948)and 0. 691 (0. 492-0. 970)respectively.Conclusion The risk factors for the severity of motor vehicle road traffic injures are elderly people,migrant workers and alcohol drinking.The safety education should be provided among the people and the targeted interventions should be developed and implemented.
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Objective To predict the burden caused by fatal road traffic injuries from 2015 to 2030. Methods We searched the websites of United Nations Population Division,United States Department of Agriculture,World Health Organization,China Energy Research Foundation and other agencies to obtain the predictive values of gross domestic product(GDP)per capita,urbanization, motorization and education from 2015 to 2030 in China. Predicted values were then applied to log-linear models to estimate the numbers and years of life lost due to road traffic injuries from 2015 to 2030. Results The mortality rate caused by road traffic injury decreased slightly,from 13.7/100 000 in 2015 to 11.8/100 000 in 2030. 191,189,183,169 thousand persons were estimated to die from road traffic crashes in 2015,2020,2025 and 2030,respectively,showing a declining trend. Years of Life Lost(YLLs)caused by road traffic deaths were predicted to be 6 918,6 634,6 189,5 513 thousand years in 2015,2020,2025 and 2030,respectively,also showing a gradual downward trend. But the YLLs displayed an increase among people at 55 years of age or older,between 2015 and 2030. Results from the sensitivity analysis showed a stable forecasting result. Conclusion Mortality, number of deaths and YLLs from road traffic crashes were predicted to decrease slightly,between 2015 and 2030 but the number of deaths and YLLs due to road traffic injuries will continue to increase from 2015 to 2030.
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Objective To predict the burden caused by fatal road traffic injuries from 2015 to 2030. Methods We searched the websites of United Nations Population Division,United States Department of Agriculture,World Health Organization,China Energy Research Foundation and other agencies to obtain the predictive values of gross domestic product(GDP)per capita,urbanization, motorization and education from 2015 to 2030 in China. Predicted values were then applied to log-linear models to estimate the numbers and years of life lost due to road traffic injuries from 2015 to 2030. Results The mortality rate caused by road traffic injury decreased slightly,from 13.7/100 000 in 2015 to 11.8/100 000 in 2030. 191,189,183,169 thousand persons were estimated to die from road traffic crashes in 2015,2020,2025 and 2030,respectively,showing a declining trend. Years of Life Lost(YLLs)caused by road traffic deaths were predicted to be 6 918,6 634,6 189,5 513 thousand years in 2015,2020,2025 and 2030,respectively,also showing a gradual downward trend. But the YLLs displayed an increase among people at 55 years of age or older,between 2015 and 2030. Results from the sensitivity analysis showed a stable forecasting result. Conclusion Mortality, number of deaths and YLLs from road traffic crashes were predicted to decrease slightly,between 2015 and 2030 but the number of deaths and YLLs due to road traffic injuries will continue to increase from 2015 to 2030.
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This research aimed to explore the application of autoregressive integrated moving average (ARIMA) model of time series analysis in predicting road traffic injury (RTI) in China and to provide scientific evidence for the prevention and control of RTI.Database was created based on the data collected from monitoring sites in China from 1951 to 2011.The ARIMA model was made.Then it was used to predict RTI in 2012.The ARIMA model of the RTI cases was Yt=eYt-1+0.456▽Yt-1+et (et stands for random error).The residual error with 16 lags was white noise and the Ljung-Box test statistic for the model was no statistical significance.The model fitted the data well.True value of RTI cases in 2011 was within 95％ CI of predicted values obtained from present model.The model was used to predict value of RTI cases in 2012,and the predictor (95％CI) was 207 838 (107 579-401 536).The ARIMA model could fit the trend of RTI in China.
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ObjectiveTo investigate the type,characteristics and development trend of prehospital medical care of sudden mass incident from 2001 to 2010 in Guangzhou.MethodsThe data of prehospital medical care of sudden mass incident in Guangzhou from 2001 to 2010 were come from the database of 120 Emergency Center.ResultsTotal 6 807 events of Sudden mass incident were recorded from 2001 to 2010,resulting in 26 749 injuries and 917 deaths.In all kinds of sudden mass incident,traffic accident was primary cause ( the number of cases,injuries and deaths accounted for 49.80％,55.29％ and 61.72％,respectively),followed by fighting,fire and poisoning.Over the past decade,the number of occurrence of traffic accidents and the number of injuries were increasing.The large sudden mass incident was 76.65％ in all levels of sudden mass incident happened from 2008 to 2010.Conclusions Traffic accident is an important cause of sudden mass incident in Guangzhou from 2001 to 2010.The number of the traffic accident cases and injuries were increasing.The large sudden mass incident was the main type in all levels of sudden mass incident.It is important to improve the emergency plan,strengthen the training of medical staff and organize the medical rescue drill of sudden mass incident regularly.
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Objective To evaluate the burden of road traffic injury (RTI) from perspectives both on the health of population and on social economic status so as to provide scientific evidence for policy making. Methods The status of mortality and disability caused by traffic accident in Penglai county was estimated, based on data from death registration and a sampling survey from 2006 to 2007.Together with the disability weights gained from global burden of disease (GBD) , health burden (DALY) was measured with GBD formula. The economic burden of RTI was evaluated. Results Average loss of the health life years (HLY) related to RTI was 31 373.04 per year. 70.59 HLY were lost per 1000 persons. Loss among the males was higher than females. The loss of DALY among the age group 15-44 years ranked the first place (39 209.71 HLY) which accounted for 62.42% of the total DALY. 79.45% of the total DALY were caused by disability. In 2006 and 2007 ,the economic loss caused by RTI was as high as 2.19 billion RMB, which accounted for 4.89% of the total amount of GDP while the indirect economic costs (2.15 billion RMB) accounted for 98.45% of the total costs in Penglai city. The economic loss of the males was obviously higher than the females and the loss by the group aged 15-59 years old accounted for 97.65% of the total. Conclusion RTI had severely influenced the health of the residents in Penglai city and brought heavy burden to the individuals,families as well as the society.
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Objective To describe the distribution of road traffic injuries through hospital based National Injury Surveillance System (NISS). Methods Data of road traffic injuries was descriptively analyzed from Chinese NISS from 2006 to 2008. Results In 2006-2008, road traffic injury was the second leading cause from NISS among attendants in ERs or clinics of the hospitals,with males (64.63%, 64.07%, 64.38% ) more than females (35.37%, 35.93%, 35.62%). People aged 30-44 (36.04%, 34.82%, 34.28% ), 15-29 (30.74%, 31.57%, 30.13%), 45-64 (20.28%, 20.70%,22.80% ) years were seen more than other age groups. The majority of road traffic injuries were unintentional (98.34%, 99.07%, 99.07% ), and mostly injured in head (35.21%, 33.74%, 35.77% )and lower limbs (24.08%, 24.54%, 23.95%) which mainly as bruise (56.47%, 57.92%, 58.89%) and fractures (17.70%, 15.84%, 15.88% ). The severities of injuries were mainly minor ones (63.69%,67.24%, 65.68% ), and mostly went home right after treatments (59.43%, 63.76%, 62.80% ).Conclusion The distribution of road traffic injuries from NISS kept stable from 2006 to 2008. Young and middle aged men were the focus population for road traffic injuries intervention. Further improvement ofNISS, multi-sectional collaboration-based advocacies and education programs as well as the enforcement of road safety law seemed the good practices for road traffic injury prevention.
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Head injury is an important cause of mortality worldwide as head is the most vulnerable part of the body involved in fatal road traffic accidents. The present study was undertaken on 100 victims of Road Traffic Accident who died due to injuries sustained to the head, which were autopsied at Kasturba Medical College, Manipal over a period of 3 years between January 1995 and December 1997. Most of the accidents had taken place in the afternoon hours (12.01 - 18.00 hrs). There was a marked male preponderance (89 %). The most vulnerable age group to accidents was found to be 21 to 30 years. Both pedestrians and occupants were equally involved. Two-wheeler occupants were most commonly involved. Head injury was present in 82 % of cases with skull fracture in 62 %. Fracture of the vault was found in 38 %, base of the skull in 34 % and both in 28 % of cases. In most of the cases, fissured fracture was found (57 %). Among intra-cranial haemorrhages, subdural haemorrhage was found in 77 % and subarachnoid haemorrhage in 55 % of cases. Contusions and lacerations of brain were found equally in 35 % of cases.