Journal of Forensic and Legal Medicine 43 (2016) 80e84

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Journal of Forensic and Legal Medicine

j o u r n a l h o m e p a g e : w w w . e l s e v i e r . c o m / l o c a t e / j fl m

Injury pattern in lethal motorbikes-pedestrian collisions, in the area of

Barcelona, Spain
nchez-Molina d,
M. Carmen Rebollo-Soria a, Carlos Arregui-Dalmases b, c, *, David Sa
s a
zquez-Ameijide d, Ignasi Galte
Juan Vela
a

Forensic Pathology Service, Institute of Legal Medicine in Catalonia, Barcelona, Spain

Department of Mechanical Engineering, Universitat Polit
ecnica de Catalunya, Barcelona-Tech, Spain
Center for Applied Biomechanics, University of Virginia, USA
d
Department Materials and Structural Engineering, Universitat Polit
ecnica de Catalunya, Barcelona-Tech, Spain
b
c

a r t i c l e i n f o

a b s t r a c t

Article history:
Received 27 February 2016
Received in revised form
1 July 2016
Accepted 24 July 2016
Available online 27 July 2016

Introduction: There are several studies about M1 type vehicle-pedestrian collision injury pattern, and
based on them, there has been several changes in automobiles for pedestrian protection. However, the
lack of sufcient studies about injury pattern in motorbikes-pedestrian collisions leads to a lack of
optimization design of these vehicles. The objective of this research is to study the injury pattern of
pedestrians involved in collisions with motorized two-wheeled vehicles.
Methods: A retrospective descriptive study of pedestrian's deaths after collisions with motorcycles in an
urban area, like Barcelona was performed. The cases were collected from the Forensic Pathology Service
database of the Institute of Legal Medicine of Catalonia. The selected cases were categorized as
pedestrian-motorcycle collision, between January 1st, 2005 and December 31st, 2014. Data were
collected from the autopsy, medical, and police report. The collected information was then analyzed
using Microsoft Excel statistical functions.
Results: Traumatic Brain Injury is the main cause of death in pedestrian hit by motorized two-wheeled
vehicles (62.85%). The most frequent injury was the subarachnoid hemorrhage, in 71.4% of cases, followed by cerebral contusions and skull base fractures (65.7%). By contrast, pelvic fractures and tibia
fractures only appeared in 28.6%.
Conclusions: The study characterizes the injury pattern of pedestrians involved in a collision with
motorized two-wheeled vehicles in an urban area, like Barcelona, which has been found to be different
from other vehicle-pedestrian collisions, with a higher incidence of brain injuries and minor frequency of
lower extremities fractures in pelvis, tibia and bula.
2016 Elsevier Ltd and Faculty of Forensic and Legal Medicine. All rights reserved.

Keywords:
Pedestrian collision
Injury pattern
Motorcycles
Motorbikes
Autopsy
Traumatic brain injury

1. Introduction
Trafc accidents, including pedestrian-vehicle collisions, are one
of the leading causes of death in developed and developing countries. In 2005 in the United States more than 64,000 of the injured
people were pedestrians,1 in Germany in 2008, a total of 695 pedestrians were killed and 33.733 were injured.2 The magnitude of
the epidemiologic problem takes even more importance in developing countries, for instance in Ghana 60% of people who died by

cnica de Catalunya, Department of

* Corresponding author. Universitat Polite
Mechanical Engineering, Carrer del Comte dUrgell, 187, 08036, Barcelona, Spain.
E-mail address: carlos.arregui@upc.edu (C. Arregui-Dalmases).

trafc accidents were pedestrians.3 Therefore, there are many initiatives undertaken by different institutions to reduce the number
of accidents and fatalities involving pedestrians, as well as the
severity of the sustained injuries.
In recent years there has been greater awareness in relation to
the so-called vulnerable users on the road such as pedestrians,
cyclists and two-wheeled motor users.4,5 The highest incidence of
motorcycle accidents are related to the characteristics of the
vehicle, such as its high maneuverability or its great power in
relation to its weight. Moreover, its high morbidity and mortality
are due to both the driver and the passenger due to the lack of body
structure and protection in comparison to other vehicles. Additionally, it particularly affects young people, leading to a great loss
of labor capacity or loss in life years.6

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On the other hand, in relation to pedestrians, awareness is such

that the European Union Directive 2003/102/EC of the European
Parliament and of the Council from November 17th, 2003 related to
the protection of pedestrians, amending Directive 70/156/EEC, has
forced the automotive industry to redesign M1 vehicles for their
design to be more friendly for the pedestrians in case of collision.
This regulation is not intended to avoid any injury in case of impact,
but to minimize its consequences in order to prevent unnecessary
injuries. These adopted measures consist, inter alia, to increase the
distance between the hood and the rigid structures, to include
collapsible structures designed to absorb energy, to incorporate
energy absorbing elements between the pedestrian and rigid
structures, reducing the potential of area being impacted, etc.7
Most of the current research has been done on type M1 vehicles.
Currently there is a lack of knowledge of the injury patterns in other
vehicles such as motorcycles. Is there any difference between M1
injury pattern and motor vehicles with two wheels? Is vulnerability
affected by geometric factors, stiffness, size, speed, momentum or a
combination of all of them?.8 It would seem common sense that
stiffness, speed and mass are against the pedestrian, since in this
type of collision pedestrians are injured in different levels of
severity or, as we will discuss in this research, even death. However,
there is not legislation for the design of motorcycles to try to
minimize the consequences of a pedestrian impact.
It is not difcult to nd literature on motorcycle accidents and
injuries sustained by the drivers, or about the pedestrian injury
pattern from vehicle collisions,1,2 however it is challenging to nd
literature relative to collisions of pedestrians struck by motorcycles.
The aim of this study is to describe the injury pattern of pedestrians
who have been struck by motorcycles that resulted on death, in
urban areas.
2. Method
A retrospective descriptive study of pedestrian's deaths after
collisions with motorcycles in an urban area like Barcelona was
conducted between January 1st, 2005 and December 31st, 2014.
The cases were collected from the entire registry of the Forensic
Pathology Service database of the Institute of Legal Medicine of
Catalonia. The inclusion criterion was to be categorized as
pedestrian-motorcycle collision. The data were collected from the
autopsy report and complemented with the medical and police
les. When the pedestrian was deceased in the site of the accident,
a copy of the ambulance assistance report was investigated. In cases
that required transfer to a hospital, data from the nal medical
report were also investigated.
The Pathology Service of the Institute of Legal Medicine of
Catalonia performed a total of 12797 autopsies in the studied
period of time, from those total cases 837 were categorized as
motor vehicle accidents and 300 were pedestrians involved in
collisions with any type of vehicle. A total of 38 pedestrians were
categorized in the data base as pedestrian's deaths after collisions
with motorcycles. After double checking the autopsy reports,
medical and police reports three cases were excluded for not
meeting the inclusion criteria, in two cases for inaccurate codication and one for fatality not related to the motorcycle collision.
The total pedestrians analyzed in this study were n 35.
Data were collected and analyzed with Microsoft Excel statistical functions. Victim's data collected were: age, sex, date of accident, date of death, hospital admission, cause of death; and injuries
sustained on head, neck, upper and lower extremities, thorax,
abdominal and back. For the interpretation of the injuries the
Abbreviated Injury Score (AIS) was used for each reported injury, and
from these scores the Maximum Abbreviated Injury Score (MAIS) of
head, neck, upper extremities, lower extremities, thorax, abdomen,

81

back and general was calculated. Additionally the Injury Severity

Score (ISS) (sum of the squares of the highest AIS score in the three
most severely injured body regions) and the New Injury Severity
Score (NISS) (the sum of the squares of the highest AIS score
regardless of the body region in which they occur) were calculated.
3. Results
A total of 35 pedestrian fatal cases were collected, 18 men and 17
women, with an average age of 67.4 22.7 years for women and
72.3 15.2 years for men.
From the 35 pedestrians, 91.4% (n 32) of the cases received
hospital treatment while the other three people died in the crash
site. Those who received hospital care, 80% died the same day of the
accident or the next day; and those who survived beyond two days
had an average hospital stay of 4 days. The results are presented in
Table 1.
The most important cause of death was Traumatic Brain Injury
(TBI) in 62.9% of the cases, followed by hypovolemic shock in 20% of
the cases, and a combined thoracic and brain trauma in 5.7% of the
cases (Table 2).
When the cause of death reported in the autopsy was TBI, the
MAIS was the punctuation of the head (except in two cases, cases 11
and 16, where the cause of death was the TBI but had an equal MAIS
for head and thorax) whereas when the cause of death was the
hemorrhage the MAIS was the one found in lower extremities,
thorax and/or abdomen.
The pedestrians died from injuries sustained in the accident in
all the cases, except in one of the cases, whose cause of death was
pneumonia as a complication of injuries after a long hospital stay.
The 31.4% of patients sustained an AIS 5 on the head and 91.43%
sustained severe injuries with AIS 3 in this anatomical region. The
next often anatomical regions injuries with an AIS 3 were the
thorax (45.7%) and the lower extremities (20%). According to the
MAIS, 40% had a MAIS 5 and 60% had a MAIS 4, and only one
case (2.85%) was coded as MAIS 6 due to a thoracic aortic rupture.
The average calculated ISS was 27.7 13.4. The ISS median was
27, with data between 9 and 75. A signicant variation was
observed regarding the NISS, with an average of 36.2 13.9 and a
median of 34, with data also between 9 and 75 (Table 2). It should
be noted that pedestrians with highest scoring both at ISS and NISS
presented the most serious injuries in thoracic and abdominal
areas.
Using additionally the AIS categories 9e15 for moderately
injured patients, 16e24 for severely injured patients and 25e75 for
critically injured patients, a total of 5 pedestrians were included in
the 9e15 (14%), 9 included in the 16e24 (26%) and 21 pedestrians in
the category of critically injured patients 25e75 (60%).
The main injuries grouped by anatomic region can be observed
in Table 3.
The most frequent injuries found (Table 3) were derived from
TBI, specically subarachnoid hemorrhage in 71.4% of cases, followed by cerebral contusions and skull base fractures (65.7%) and

Table 1
Time lapsed from the accident to the death. Note: the fatalities during the same day
include the 3 fatalities at scene.
Fatality event

Immediately/at scene
During the same day
Next day
7 days
30 days
Total

3
18
10
6
1
35

8,6
51,4
28,6
17,1
2.9
100

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82

M.C. Rebollo-Soria et al. / Journal of Forensic and Legal Medicine 43 (2016) 80e84

Table 2
Causes of death and punctuation AIS for the different injuries sustained in the different anatomic regions, MAIS, ISS and NISS.
Case number

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35

Age

81
80
78
87
79
83
68
82
62
83
66
78
86
81
86
16
48
78
85
88
71
53
77
60
32
38
85
88
92
25
56
56
70
80
69

Gender

M
M
F
M
M
F
F
M
M
M
F
M
F
M
M
F
M
M
F
M
M
F
F
M
M
F
F
F
F
F
F
M
F
F
M

Cause of death

2
1
1
1
7
1
1
1
1
2
1
1
1
1
1
1
1
2
2
2
1
1
1
1
1
2
6
1
5
1
1
2
3
5
4

AIS

AIS

AIS

AIS

AIS

AIS

Head/neck

Face

Thorax

Abdomen

Extremities

External

0
0
0
0
0
1,2,2
0
0
0
0
0
0
0
0
0
0
0
2
2,2,3
2,2,2
2,2
0
1
0
0
2,2,2,2
4
0
0
2,2,2
2
4
2
2,2,2,2
2,4

2
0
0
0
0
2,2,2,2,2
2,2
2
0
0
0
3
2
2,2
0
0
0
2,3
2,2,4
0
0
0
0
0
2,2
2,3,3
2,2,2,2,3
0
2
0
2
2,3
4
2,2,2,3
1,1,2,3

0
2,2,3,3
2,3,3,3
2,3,3,3
2,3,3
2,2,2,3
1,2,3,3
1,2,3,3
1,2,3,3,3,4
3
2,2,3,3,3
1,1,2,2,3,3,3
3,3,3
2,2,3,3
2,2,3,3,5
1,1,2,3,3,3,3,5
2,4,5
1,2,2,3
0
1,1,2,2,2,3,4
1,1,2,2,3,3,3,5
1,1,2,3,3,5
1,1,2,2,4,5
1,1,2,2,3,4,5
1,2,3,3,4,5
1,1,2,3
1,2,2,2,3,3
1,2,2,3,3,5
1,2,2,3,3
1,2,2,3,3,4,5
1,2,3,3,3,5,5
3
1,2,3,3
1,2,2,2,4
0

0
0
0
1
1,2
0
1
0
0
0
0
0
0
0
0
0
0
1
0
0
0
1,2
0
2
1
0
0
0
0
0
0
0
1
1
0

2
0
0
0
0
2
2
2
0
3
2,3
0
3
2,3,3
0
0
1
2,3,3,3
2,2
1,3
1
0
2
0
0
3,4
2,3,3,3
3
2,2,3,5
3
3
2,4
1,3,5
4,5
1,2,2,2,3,6

1,1,1
1,1
1,1
1,1,1,1
0
1,1,1,1
1,1,1,1,1
1,1,1,1,1,1,1
1,1,1
1,1,1
1,1,1,1
1,1,1,1,1,1,1,1,1,1
1,1
1,1,1
1,1,1,1
1,1,1,1,1,1
0
1,1,1,1,1,1,1,1,1,1,1,1,1
1,1,1,1,1,1,1,1,1,1,1,1,1
1,1,1,1,1,1,1,1,1,1,1,1,1
1,1,1,1,1,1,1,1,1,1,1,1
1,1,1,1,1,1,1,1,1,1
1,1,1,1,1,1
1,1,1,1,1,1,1,1,1
1,1,1,1,1,1
1,1,1,1,1,1,1,1,1,1,1,1,1,1,1
1,1,1,1,1,1,1,1,1,1,1
1,1,1,1,1,1,1
1,1,1,1,1,1,1,1,1,1,1,1,1,1,1,1,1
1,1,1,1,1,1,1,1,1,1,1
1,1,1
1,1,1,1,1
1,1
1,1,1,1,1,1,1,1,1
1,1,1,1,1,1,1,1,1,1,1,1

MAIS

ISS

NISS

2
3
3
3
3
3
3
3
4
3
3
3
3
3
5
5
5
3
4
4
5
5
5
5
5
4
4
5
5
5
5
4
5
5
6

9
10
10
11
13
17
17
17
17
19
19
19
22
22
26
26
26
27
29
29
30
30
30
30
30
34
34
35
38
38
38
41
50
50
75

9
22
27
27
22
17
22
22
34
19
27
27
27
27
43
43
45
27
29
34
43
43
45
50
50
34
34
43
43
50
59
41
50
57
75

Causes of death: 1: Traumatic Brain Injury; 2: Hemorrhage; 3: Traumatic Brain Injury and Hemorrhage; 4: Thoracic Trauma; 5: Traumatic Brain Injury and Thoracic Trauma; 6:
Abdominal Trauma; 7: Pneumonia. ISS between 9e15 is associated to moderately injured patients, 16e24 for severely injured and 25e75 for critically injured.

Table 3
Sustained injuries distributed by anatomic region.
Anatomic region

Type of injury

Frequency % (n)

Head

Cranial vault fracture (AIS 2, 3)

Skull base fracture (AIS 3, 4)
Subarachnoid haemorrhage (AIS 2)
Subdural haematoma (AIS 3, 4, 5)
Epidural haematoma (AIS 3)
Cerebral contusion (AIS 3,4)
Brain stem haemorrhage (AIS 5)
Facial fractures (AIS 1, 2)
Lung contusion/laceration (AIS 2, 3, 4)
Haemothorax/Pneumothorax (AIS 3, 4)
Rib fracture (AIS 2, 3, 5)
Sternum fracture (AIS 2)
Intestine contusion (AIS 2)
Renal contusion (AIS 2)
Liver contusion/laceration (AIS 2, 4)
Mesentery contusion (AIS 2)
Retroperitoneal haematoma (AIS 2)
Spleen laceration (AIS 2, 3)
Cervical vertebrae fracture (AIS 2)
Thoracic vertebrae fracture (AIS 2)
Clavicle fracture (AIS 2)
Radio fracture (AIS 2)
Ulna fracture (AIS 2)
Amputation under the knee (AIS 3)
Tibia fracture (AIS 2, 3)
Fibula fracture (AIS 2)
Pelvis fracture (AIS 2, 3, 4)

34.29 (12)
65.71 (23)
71.43 (25)
54.29 (19)
8.57 (3)
65.71 (23)
22.86 (8)
22.86 (8)
31.43 (11)
8.57 (3)
45.71 (16)
14.29 (5)
8.57 (3)
20.0 (7)
17.14 (6)
17.14 (6)
5.71 (2)
8.57 (3)
5.71 (2)
14.29 (5)
5.71 (2)
8.57 (3)
8.57 (3)
2.86 (1)
28.57 (10)
20.0 (7)
28.57 (10)

Face
Thorax

Abdomen

Spine
Upper extremities

Lower extremities

subdural hematomas (54.3%).

The most common thoracic injuries were rib fractures, found in
45.7% of the cases while the most frequent abdominal injuries were
liver contusion/laceration and mesentery contusions, found in 17.1%
of the cases.
The most frequent injuries in lower extremities where pelvic
and tibia fractures, found both in 28.6% of the cases; bula fractures
were found in 20% of the cases.
In the neck, back and the upper extremities the frequency of the
sustained injuries was lower than 10%, with the exception of the
thoracic vertebrae fracture which was found in 14.3% of the cases.
4. Discussion
Although Legal Medicine9 has always considered the car
pedestrian collision as typical or atypical, according to four phases
(crashing, dropping, dragging and crushing), recent literature has
indicated that this classication is not completely satisfactory. In
practice, researchers consider an important distinction between
rst and second impacts10: the rst impact is the one against the
vehicle, and the second impact is the one against the oor.
Both classications are based on injuries suffered by pedestrians
after a collision with vehicles of four wheels; but the kinematics of
the collision as well as the injury pattern is different between twowheeled vehicles and four-wheel vehicles.
The main contribution presented in this study is that it focuses
on the pedestrian injury pattern struck by two wheels vehicles,
since other research has been studying the injury pattern of the

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accidents in general, but not specically to the ones involving pedestrians hit by motorcycles, or at least they don't distinguish between vehicles.1,2,11,12
In our study, as in most studies on accidents1,3,11,12, most people
hit by a car were male, as contrast with the study of Ehrlich et al.13
where a predominance of female were found.
Our mean age was much higher than that of other studies, such
as Peng et al.12 with 27.6 0.3 years or the one of Schmucker et al.2
with 37.1 years. In the study of Ehrlich et al.,13 the age average for
women was similar to our study, 69 years on average, with cases
reported between 16 and 91 years, and in our study 67.4 22.7
years on average with cases from 16 to 92 years.
Most of the injured died in hospital (91.4%). Those who survived
beyond 24 h, had a median stay of 4 days, which coincides with the
median of hospital stay in the study by Starnes et al.1
In the present study, the most common cause of death was the
TBI, a fact that coincides with the study Schmucker et al.2 In both
studies, the most common injuries were subarachnoid hemorrhage
and brain contusions. In our case, this may be because the cases
studied are fatalities and the injuries of higher mortality are those
located on the head. In other studies present in the literature the
most frequent injuries were in muscle-skeletal12 system, above all
in lower extremities, not only in developed countries, as the United
States of America1,11 or European14 countries but also in developing
countries such as India.15 This could be explained because our data
were collected from forensic data not from hospital reports like in
these studies.
In lower limb injuries, the most common fractures were the
pelvis (28.57%), this is more frequent than in the study of Siram
et al.11 where they represent 9.2%, or in the study performed by
Starnes et al.1 where they represent 14.4%, which also reected a
higher incidence of pelvic fractures in women than in men. In our
case pelvis fracture appears in 10 cases out of 35, in 6 women and 4
men. The higher frequency may be due to the location of the vehicle
with which the collision occurs. In accidents with utility vehicles,
pelvic fractures usually occur when the pelvis hits against the
hood,7 in the wrap around the vehicle, resulting in a reduction in
collision speed and a greater area of impact, therefore reducing the
pelvic load. In contrast, in the case of accidents for two-wheeled
vehicles, the collision occurs in the front area of the vehicle so
that there is a direct impact against the pelvic area, without the
speed reduction; and due to the small surface of contact this causes
stress concentration to the pelvic area. This could explain both the
increased frequency of fractures of the pelvis and lower frequency
of fractures of the tibia and bula as well as knee injuries. Fractures
of tibia and bula, so prevalent in bumper injuries, in our study
were only found in 28.57% and 20% respectively, similar to the
study of Starnes et al.1 which shows a percentage of tibial fractures
of 27.3%. On the other hand in the study of Schmucker2 these
fractures appear in 40.54% of cases, but it recognizes the need to
further investigate the mechanism of fracture of tibia and bula
since in many cases these lesions appear on the contralateral leg.
Thus, the mechanism of injury is not completely identied so far.
The most common chest injuries where rib fractures, a fact that
coincides with the study of Schmucker et al.2 The major abdominal
injuries in this study were in liver and spleen. In our study, however, although liver lesions are the most frequent, the spleen ones
are more infrequent, appearing only in 8.5% of cases.
The ISS average found in the study of Peng et al.12 was 24.5 1.0
in dead people, which is 2 units lower than in our study, while in the
research performed by Schmucker et al.2 was 31, Schmucker acknowledges that the ISS is in the upper limit compared to other
studies (9e34) since they have excluded cases produced at a speed
under 20 km/h. In our study, it is also reasonable that the ISS was
observed at the upper limit since only have been studied cases

83

resulting in death, so that injuries are more severes and therefore it

is logical to expect an ISS greater. Also in this same study Schhucker
et al.,2 62% had a 4 MAIS and in our study this percentage was 60%.
From ISS 9e15 there is a total of ve pedestrians (14%) that are
considered moderately injured patients with result of fatality. In
four of the cases the possible explanation of the fatality is due to the
limitation of the ISS. For the four cases all the AIS3 injuries are
located in the head and therefore only one AIS3 is considered for
the ISS calculation. In the case of using the NISS the values are
increased to 22e27 due to the multiple anatomical region
consideration.
A current limitation of our study is the lack of quantication of
injuries of pedestrians hit by motorcycles when pedestrian does not
die as a result of the injuries or further complications, which can
explain the higher ISS score and the lower incidence of injuries in
lower limbs. The lower incidence of fractures of the tibia and bula
in our study could also be due to the autopsy technique itself, since
during the external examination of the body, a closed and nondisplaced fracture from one of the two leg bones may be unnoticed, when there is not any deformity or joint mobility due to
postmortem rigor mortis phenomenon, although this phenomenon
is partly minimized by the fact that most of the fatally injured
pedestrians were previously treated in clinical settings, where
these injuries could be easily seen by radiological study, and our
study incorporated also the medical report.
Another limitation, commonly present in the eld of research
related to pedestrian protection, is the difculty to distinguish
between the injuries produced by rst and/or second impact;
additional investigations are needed to clarify this topic.
5. Conclusions
A retrospective descriptive study of pedestrian's deaths after
collisions with motorcycles in an urban area like Barcelona was
conducted; the conclusion of this investigation shows the injury
pattern of fatal motorcycle-pedestrian collisions. The main injuries
sustained by the pedestrian were located in head, thorax and lower
extremities. In the case of the head injuries, the subarachnoid
hemorrhage in 71.4% of cases, cerebral contusions and skull base
fractures (65.7%) and subdural hematomas (54.3%) were the most
frequent injuries while the most frequent thoracic injury were rib
fractures (45.7%), followed by pelvic and tibia fractures (28.6%).
Traumatic brain injury was the main cause of death determined in
the autopsy found in 62.85% of the cases, followed by hypovolemic
shock in 20% of the cases, and 5.7% due to a combined thoracic and
brain trauma.
There is a need to increase the research involving accidents with
motorbikes, the kinematics of the collision, the energies involved
and areas of the vehicle responsible for different injuries, since the
behavior of the impact from structure of the motorcycle is unknown to date. Due to the differences in the injury pattern and the
number of detected fatal accidents, it would be advisable that the
European mandatory measures provided for the design of M1 vehicles for pedestrian protection were explored and properly applied
in the future to other vehicles, such as the motorcycles, because has
been proved that motorcycle is a vehicle with the potential of inict
serious injuries to the pedestrians in case of collision.
Contributions
M. Carmen Rebollo-Soria: Data collection, article preparation,
initial data analysis. Carlos. Arregui-Dalmases: article conception,
nchez-Molina: Data analysis, literature restudy design. David Sa
view, discussion section. Juan Vel
azquez-Ameijide: Acquisition of
s:
data, successive revisions of the manuscript. Ignasi Galte

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84

M.C. Rebollo-Soria et al. / Journal of Forensic and Legal Medicine 43 (2016) 80e84

Acquisition of data, revising the article in critically for important

intellectual content, nal approval of the version to be published.
Conict of interest
The authors report no conict of interest in this research.
Acknowledgements
The authors would like to thank Luis Pedro Cobos for his efforts
in editing the paper.
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