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Objective To explore the impact of severe weather on road traffic injuries (RTIs). Methods Relevant literature on the impact of meteorology on the occurrence and resulting casualties of road traffic injuries was searched. Meta-analysis was performed on the included literature using state16.0 software. Results A total of 28 articles were included. The results of meta-analysis showed that heat wave, cloudy day, snowy day, rainy day and other severe weather such as storm had a statistically significant impact on the occurrence of road traffic injuries. Severe weather such as storms had a statistically significant impact on RTIs casualties. Conclusion Heat wave, cloudy day, snowy day, rainy day, storm and other bad weather are independent risk factors for the occurrence of RTIs. Storm is a risk factor for accident casualties. There is not enough evidence to show that low temperature, cold wave and heavy fog are the influencing factors of road traffic accidents.
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Background: Injuries due to road traffic injuries (RTIs) depend upon various factors that include human, vehicle and environmental factors that plays a vital role before, during and after a fatal vehicular accident. Road traffic injuries involve high human suffering and monetary costs in terms of ultimately deaths, injuries and loss of potential income. Aims and Objective: The aims and objective of study was to study the incidence of death due to road traffic injuries, demographic profile including various contributary factors of victims and vehicles and to analyse the magnitude of deaths.Material & Methods:The present retrospective and cross sectional study was conducted in Forensic Medicine & Toxicology Department, Government Medical College, Amritsar. All the autopsies conducted on road traffic injuries victims during the period from Jan, 2016 to Dec, 2020 were studied. Results:Majority of cases taken up for study were males (80%) followed by females (20%), majority cases belonged to the age group of 21 -30 years (34.72%). The majority of cases (70.61 %)that met with road traffic injury happened at evening time period. Head injury was the cause of death in 42.45% cases followed by 33.88% cases having multiple injuries.Conclusions:Motorization though has enhanced the lives in this era but that has come up with some price. High priority is demanded towards the alarming rate of human loss due to RTIs. Awareness at every level including the strict formation of policies that would prevent such RTIs in future.
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Introduction@#Globally, the number of people who die from road crashes continues to rise, reaching a high of 1.35 million in 2016. Due to this continued increase in fatalities and injuries within the road transport system, especially in low- and middle-income countries, 2011 to 2020 was declared by the United Nations General Assembly in 2010 as the Decade of Action for Road Safety. @*Objectives@#This study looked into the epidemiology of road crashes and injuries in Metro Manila over ten years, from 2008-2017, from data gathered at the Department of Surgery of the Philippine General Hospital (PGH). @*Method@#A retrospective review of patients’ clinical records was conducted to describe the epidemiology of road crash cases in the Trauma Division, Department of Surgery of the PGH. Clinical records of the road crash patients admitted to the division over the ten years, January 1, 2008, to December 31, 2017, were extracted from the Integrated Surgical Information System (ISIS). @*Results@#A total of 422 patients were admitted to the PGH Department of Surgery and recorded in the ISIS database, from 2008 to 2017, who suffered from road crashes in Metro Manila. Most of these patients (80.8%) were male. The mean age of patients was 32.4 years. The highest number of admissions (27.5%) and road crash deaths (6.9%) were in 2016; the highest number was from the city of Manila (26.7%), and most happened at nighttime (61.8%) between 6:00 PM and 5:59 AM. Throughout the years, motorcycle (52.8%) was the vehicle type involved. Among patients with helmet use information, 65.4% were not wearing helmets, 91.2% had a history of alcohol intake. The majority incurred multiple injuries (82.7%), with the external region (53.8%) as the most common. Patients who sustained injuries to their head and neck region were five times more likely to die and six times more likely to have an unchanged patient outcome than those who did not have these injuries. Patients who had a GCS of 8 and below or those who had severe brain injuries were eight times more likely to die and six times more likely to have an unchanged patient outcome. @*Conclusion@#This study looked into the epidemiology of road crash cases admitted to the Surgery Department of the PGH. Road crash injuries and deaths remain a growing concern among the citizens of Metro Manila. It is hoped that the results of this study will provide policymakers with an objective and data-driven perspective on road crashes.
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Accidents , PatientsABSTRACT
Background: Children form vulnerable road users during their regular school commute. School children safety is not taken into consideration before construction of road network. The total number of persons injured in India during 2015 near schools or colleges or educational institutions due to road traffic accidents are 13,270 in urban areas according to National Crime Records Bureau which is quite alarming. Current study is the first attempt in both rural and urban Karnataka towards understanding travel pattern, behaviour and perceptions among school children during commute to schools. The objectives of the present study were to assess travel pattern, behaviour and perception of school children in Bangalore urban and rural districts and to assess factors associated with travel pattern.Methods: A cross sectional study was conducted using a representative sample of schools selected by simple random sampling. Data was collected using a pre-tested, semi-structured questionnaire which was analysed using SPSS version 20.Results: Nearly 86% of school children travelled less than 5 kms to reach their schools. Nearly 39% of school children travelled alone to school. Most common mode of travel to school was by walk. Nearly 27.4% did not cross the main roads safely. Adherence to road safety behaviour was insufficient. Vehicular traffic was perceived as a major apprehension by children during school commute.Conclusions: Commute of children to schools in both urban and rural part of Bangalore was unsafe with least adherence to safety measures, which might increase their vulnerability to road traffic injuries.
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Objective To investigate the status and influencing factors of road traffic injuries among children aged 0-17 in Shashi District, Jingzhou City, and to provide a basis for formulating strategies and measures to prevent road traffic injuries in children. Methods A staged random sampling method was used to select preschool children from 8 communities, and students from 8 primary schools, 8 junior high schools and 4 senior high schools, respectively, in Shashi District of Jingzhou. A questionnaire survey was conducted on the children on road traffic safety, and the incidence of children's traffic injuries and their cognition and behavior were analyzed. Results A total of 8 299 children completed the survey. The incidence rate of non-fatal road traffic injuries was 1.07%. Children aged 11-15 years had the highest incidence of road traffic injuries among all age groups, accounting for 66.29% of the total injuries, followed by the 16-20 years old group. The main risk factors of road traffic injuries in children were not taking the special lane when riding a bicycle, running red lights, using mobile phones when walking, and not wearing a helmet when riding a motorcycle. Walking was the main way for students to have road traffic injuries. Conclusion Children's road traffic injuries became a social problem that should not be ignored. Students above fourth grade were the key population for children's road traffic injury intervention in Shashi District. Road traffic safety publicity and intervention should be carried out for children of different ages and genders.
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PURPOSE@#Successful application experiences on public-private partnership (PPP) in different countries, suggest that PPP could be an option in road traffic injury (RTI) prevention. The present study aims at investigating the applicability of PPP policy in RTI prevention in Iran based on the experts' perspectives.@*METHODS@#This is a qualitative study with grounded theory approach which has been conducted in Tabriz University of Medical Sciences, Iran in 2018. The participants were 22 experts in the field of RTIs selected using purposive sampling method. Data were collected by semi-structured interviews and analyzed with content-analysis method.@*RESULTS@#The results were classified under 5 main themes (applicability, scopes and services, challenges, advantages, and strategies) for applying PPP policy and 37 sub-themes. Due to the prevalence of RTIs, the present challenges in public sector, existence of qualified private sector, and successful experiences in other areas, there are opportunities for private sector partnership in prevention of RTIs. Private sector could participate in different scopes and services regarding RTI prevention, including road construction and maintenance, maintenance and provision of vehicles safety and public education. The main challenges including legislation issues, ambiguities in collaboration, political and organizational unsustainability, government's financial hardship and lack of experienced experts in the field of RTI. However, there are significant advantages including high efficiency in program implementation, covering the weaknesses of public sector, effective and efficient management on application of PPP in RTI prevention. The strategies include identifying and prioritizing the assignable activities, identifying the qualified private sector, developing PPP policies and legal frameworks, creating a common language between public and private parties, trying to meet the expectations of the private sector by public sector, developing a comprehensive and sound contract, and cultivating public culture to accept private sector in the field of RTI prevention.@*CONCLUSION@#This study sought to determine whether PPP could be used as strategy to reduce the burden of RTIs in Iran. But it requires a lot of preliminary studies to provide the context and conditions for applying this policy.
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Adult , Female , Humans , Male , Middle Aged , Accidental Injuries , Accidents, Traffic , Expert Testimony , Iran , Public-Private Sector Partnerships , Qualitative ResearchABSTRACT
PURPOSE@#Motorcycle accident is a major cause of road traffic injuries and the motorcyclists are considered as vulnerable road users. The present study aimed to determine the epidemiological characteristics of fatal motorcycle crashes in Iran.@*METHODS@#In this cross-sectional study, a total of 28,356 motorcycle traffic fatalities registered in the Legal Medicine Organization of Iran were analyzed during the period between March 2011 and March 2017. The examined variables included demographic characteristics, helmet use, crash mechanisms, crash location, position state, type of counterpart vehicle, cause of death and place of death. In the study, road traffic mortalities involving drivers and/or passenger of motorcycles were included. Cases or events registered without these conditions were excluded from the study. To analyse the data, SPSS statistics 25 and GraphPad Prism 8 softwares were used.@*RESULTS@#Of the 122,682 fatal traffic injury cases, 28,356 (23.1%) were motorcycle users, of whom 95.3% were male and 4.7% were female. Most of the motorcycle fatalities belonged to the age group of 18-24 years (29.1%). Head trauma was the major cause of death (59.0%). Also, the overall proportion of safety helmet use among motorcycle crash victims was estimated at 37.4%. Most of the road traffic crash cases (46.8%) happened out of city and half of people (49.9%) died in hospital. About 77.4% of the victims were motorcycle riders and 21.1% were pillion passengers. The highest rate of mortality belonged to the self-employed (38.4%) and then workers (21.8%) and students (10.2%). In addition, most fatalities occurred in people with low education (77.5%) and the least occurred in university graduates (5.5%). Among 31 provinces of Iran, Fars had the highest (9.3%) occurrence rate and Kohgiluyeh and Buyer-Ahmad had the lowest (0.5%). Most of the crash mechanisms were due to motorcycle-vehicle crashes (80.2%), followed by rollover (9.8%).@*CONCLUSION@#Comprehensive public education and special rules are needed to reduce the rate of deaths in motorcycle crashes.
Subject(s)
Adolescent , Adult , Child , Female , Humans , Male , Middle Aged , Young Adult , Accidental Injuries , Epidemiology , Mortality , Accidents, Traffic , Mortality , Cross-Sectional Studies , Educational Status , Head Protective Devices , Health Education , Iran , Epidemiology , Motorcycles , RegistriesABSTRACT
Abstract Economic crisis is often managed with austerity policies. These measures seem to burden the population disproportionately, with the poorer being more affected. This paper aims to investigate health outcomes performance after the recent Brazilian crisis and gauge whether that pattern also emerged. Public domain data from 2010 to 2017 was used, and it was found that suicide and homicide rates increased after 2014, while mortality by road traffic injuries decreased at the same time. Furthermore, these trends were exacerbated in the North and Northeast regions and in the municipalities with the poorest quintiles of Human Development Index (HDI). The austerity policies followed by the Brazilian economic crisis may have influenced the mortality trends due to external causes, with a possible stronger impact in the North and Northeast regions and among less developed municipalities.
Resumo Crises econômicas são comumente administradas com políticas de austeridade. Estas medidas atingem a população de modo desproporcional, sendo os mais pobres os mais afetados. Este artigo pretende investigar a performance dos desfechos de saúde após a crise econômica recente e avaliar se o padrão de desproporcionalidade também ocorreu no Brasil. Dados públicos de 2010 a 2017 foram utilizados e encontramos que suicídios e taxas de homicídios aumentaram depois de 2014, enquanto mortalidade por acidentes de trânsito diminuíram. Além disto, estas tendências foram exacerbadas no Norte e no Nordeste e em municípios no quintil mais pobre em termos de Índice de Desenvolvimento Humano (IDH). As políticas de austeridade que se seguiram à crise econômica brasileira podem ter influenciado a tendência de mortalidade por causas externas, com um possível maior impacto no Norte e no Nordeste e em municípios menos desenvolvidos.
Subject(s)
Humans , Suicide/statistics & numerical data , Accidents, Traffic/mortality , Resource Allocation/economics , Economic Recession , Homicide/statistics & numerical data , Suicide/trends , Time Factors , Violence , Brazil/epidemiology , Accidents, Traffic/trends , Poverty Areas , Regression Analysis , Mortality/trends , Cause of Death , Homicide/trendsABSTRACT
Objective: To assess the frequency of common fractures secondary to a bike accident in patients admitted to the orthopedic department of a tertiary care hospital, urban center. Methods: This cross-sectional study embrace 240 patients with the bike out of action for 6-months from September 2017 to March 2018 in Department of Orthopedic Unit I and II, Dow University of Health Sciences/Civil Hospital urban center. Temporary history concerning the time of accident and age of the patients was taken. Examination and relevant X-Rays were done. All the knowledge was noted in proforma. Results: The common age of the patients was 32 years (0.92 ± 7.30). There have been 200 (83.33%) male and 40 (16.67%) female. Out of 240 patients, femoris fracture was found in 68 (28.33%), leg bone fractures 134 (55.83%), there have been 19 (7.92%) arm bone fractures, and radius-ulna fractures were determined in 19 (7.92%). Conclusion: Majority of the accidents are preventable by an academic campaign of the general public, social control of traffic rules, provision of facilities for passengers and upgraded observance system for transportation and drivers. Preventive programs and actions should be launched by policy manufacturers of involved departments and stakeholders at the national level.
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Road traffic accidents claim over a million lives every year in the world. As per World Health Organization (WHO) it is one of the leading cause of death. India, being a rapidly developing country with expanding economy has its own issues as regarding road traffic accidents due to rapid proliferation of motorization. Road traffic accidents causes enormous morbidity and mortality and at the same time, the toll on the economy of the country as a result of it is quite heavy. Road traffic accident is a result of an interaction among different factors which include the environ-ment, vehicle and the human being. Traditionally it is considered that road traffic accidents are accidents which are unpredictable, inevitable and not preventable. But road traffic accidents are indeed predictable and preventable in majority of the cases. This require the knowledge of factors contributing and leading to road traffic accidents. There are certain preventive measures which if adopted can lead to decrease in morbidity and mortality resulting from RTA. Hence, it is the responsibility of all to contribute in reducing road traffic accidents.
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Urban population in our country has increased at an annual rate of 2.7% during the last decade and it is estimated that by 2031, there would be about 600 million people living in urban India. The fast pace of urbanization has come to stay with increasing proportion of urban poor and vulnerable with health indicators much worse than their rural counterparts. The need to provide health care to urban poor has been emphasized in the past in various health committees' reports and National 5-year Development Plans, but no significant dent was made to improve the urban health scenario of the country. The National Urban Health Mission launched in May 2013 provides us a concrete mechanism to address special health needs of urban population with focus on urban poor. There is a strong need to set up primary healthcare system in urban areas and systematically deal with urban health challenges in terms of vector-borne diseases, rising incidence of noncommunicable diseases, air pollution and acute respiratory infections, road traffic accidents, trauma, and injuries. The initiatives to address these challenges do not remain confined to health sector alone but also need to be supported by sectors other than health such as social welfare, women and child development, road transport and highways, school education, drinking water, and sanitation. We really need to address wider and social determinants of health to effectively improve the urban health scenario.
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@#<p style="text-align: justify;"><strong>BACKGROUND:</strong> Road traffic injuries (RTI) are a leading cause of morbidity and mortality globally. Despite underreporting, the scarce Philippine data suggest that RTI pose a significant health problem in the country. It is imperative, therefore, to accurately quantify the burden of RTI in the Philippines.</p><p style="text-align: justify;"><strong>OBJECTIVE:</strong> This study aimed to provide the first comprehensive baseline estimation of the socioeconomic burden of RTI in the Philippines for year 2014.</p><p style="text-align: justify;"><strong>METHODS:</strong> The study was a mixed method study design that utilized both primary and secondary data. These data were used to construct parameters needed for the modeling estimates. Measure of socioeconomic burden estimated were (1) economic costs, (2) disability-adjusted life years (DALYs), and (3) healthy life years (HeaLY).</p><p style="text-align: justify;"><strong>RESULT:</strong> Estimated deaths due to RTI in 2014 were 12,336 translating to 454,650 years life lost due to premature death. Injury episodes from RTI were estimated to be 2,798,088 in 2014 with 186,174 leading to admissions, translating to 56,224 years life lost to disability. The total DALY loss due to RTI in 2014 was estimated at 510, 874, while healthy life years lost were estimated to be 76,215,477.4. The estimated deaths and injuries for that year equaled to direct medical cost of PhP 1.213 B, productivity loss due to premature death of PhP 24.620 B, and productivity loss due to illness of PhP 685 M resulting to a total economic cost of PhP 26.519 B to the society.</p><p style="text-align: justify;"><strong>CONCLUSION:</strong> The findings indicate that RTI is an important public health concern in the Philippines with substantial economic and health burden. Investing in preventive measures will likely yield significant economic and health gains for the Philippines.</p>
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Humans , Wounds and InjuriesABSTRACT
@#BACKGROUND:The mortality rate from road traffic injuries has increased in sub-Saharan Africa as the number of motor vehicles increase. This study examined the capacity of hospitals along Malawi's main north-south highway to provide emergency trauma care. METHODS:Structured interviews and checklists were used to evaluate the infrastructure, personnel, supplies, and equipment at all four of Malawi's central hospitals, ten district hospitals, and one mission hospital in 2014. Most of these facilities are along the main north-south highway that spans the country. RESULTS:Between July 2013 and March 2014, more than 9200 road traffic injuries (RTIs) and 100 RTI deaths were recorded by the participating hospitals. All of the hospitals reported staff shortages, especially during nights and weekends. Few clinicians had completed formal training in emergency trauma management, and healthcare workers reported gaps in knowledge and skills, especially at district hospitals. Most central hospitals had access to the critical supplies and medications necessary for trauma care, but district hospitals lacked some of the supplies and equipment needed for diagnosis, treatment, and personal protection. CONCLUSION:The mortality and disability burden from road traffic injuries in Malawi (and other low-income countries in sub-Saharan Africa) can be reduced by ensuring that every central and district hospital has a dedicated trauma unit with qualified staff who have completed primary trauma care courses and have access to the equipment necessary to save lives.
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Resumen: Objetivo: Estimar la potencial subestimación de la mortalidad por lesiones de tránsito en las entidades federativas de México para un periodo de 15 años. Se buscó identificar variables sociales y económicas de cada entidad federativa que pudieran estar potencialmente asociadas con la calidad de la clasificación estadística de las defunciones. Material y métodos: Análisis secundario de bases de mortalidad, periodo 1999-2013. Mediante modelos de imputación múltiple, se identificaron los registros que pudieran ser muertes atribuidas al tránsito y se realizó un análisis de correlación simple. Resultados: La subestimación de defunciones por lesiones de tránsito durante el periodo fue de 18.85%, con importantes variaciones por entidad federativa. No hubo evidencia de que existiera asociación de alguna variable con el porcentaje de subestimación de la mortalidad. Conclusiones: La clasificación de la mortalidad es diferente en las entidades federativas. Esta información es de gran utilidad para focalizar intervenciones que permitan mejorar el registro de las defunciones en el país.
Abstract: Objective: To estimate the potential underestimation of mortality from traffic injuries at the subnational level in Mexico for a period of 15 years and to identify social and economic variables at the state level that could potentially be associated with the quality of statistical classification of deaths. Materials and methods: Secondary analysis of validated mortality databases for the period 1999-2013 was conducted. Using multiple imputation models, registries that could potentially be attributed to road traffic deaths were estimated and the potential underestimation of mortality due to this external cause was quantified. A simple correlation analysis was carried out. Results: The potential underestimation of deaths from traffic injuries during the period was 18.85% at the national level, with significant variations by state. From the data analyzed, there was no statistical evidence of any association of the percentage of road traffic deaths underestimation with the variables analyzed. Conclusions: Performance in terms of mortality classification is different at the state level in Mexico. This information is useful for targeting interventions to improve the recording of deaths in the country.
Subject(s)
Humans , Accidents, Traffic/mortality , Socioeconomic Factors , Death Certificates/legislation & jurisprudence , International Classification of Diseases , Retrospective Studies , Cause of Death , Databases, Factual , Mexico/epidemiology , Models, TheoreticalABSTRACT
Objective To understand the distribution of reported road traffic injuries case in Tianjin from January to December 2013.Methods The injury data was collected from the disease surveillance system which covered all the areas in Tianjin.All the reported injury cases were at their first medical care seeking in sentinel hospitals from 1 January 2013 to 31 December 2013.Results A total of 26 405 injury cases were reported,including 103 deaths (0.4％),during this period with the incidence of 263.01/100 000.The male to female ratio of the cases was 1.68 ∶ 1 and average age of the cases was (40.24 ± 17.58) years.The injuries caused by motor vehicle traffic accident accounted for 74.0％ (19 547 cases) and the non-motor vehicle traffic accident caused cases accounted for 26.0％ (6 858).The first four areas with higher incidence were Binhai (684.86/100 000),Dongli (634.03/100 000),Xiqing (519.83/100 000) and Jinnan (504.12/100 000) districts.The three districts with lower incidence were Heping (44.69/100 000),Nankai (52.36/100 000) and Hedong (64.34/100 000) districts.The mild,moderate and serious cases accounted for 59.7％ (15 771 cases),33.1％ (8 747 cases) and 6.8％ (1 783 cases) respectively.The differences in incidence among different districts and age groups were statistical significant (P＜0.005).The death number in Tanggu district was highest,accounting for (26.21％) of the total,and age specific death number was highest in age group 45-64 years,accounting for 46.60％ of the total.Conclusion The case number and severity of road traffic accident caused injury varied with area and age group in Tianjin.It is necessary to develop targeted prevention and control measures to reduce the incidence of road traffic accident related injuries.
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the young people in the age group of 10-24 yr in India constitutes one of the precious resources of India characterized by growth and development and is a phase of vulnerability often influenced by several intrinsic and extrinsic factors that affect their health and safety. Nearly 10-30 per cent of young people suffer from health impacting behaviours and conditions that need urgent attention of policy makers and public health professionals. Nutritional disorders (both malnutrition and over-nutrition), tobacco use, harmful alcohol use, other substance use, high risk sexual behaviours, stress, common mental disorders, and injuries (road traffic injuries, suicides, violence of different types) specifically affect this population and have long lasting impact. Multiple behaviours and conditions often coexist in the same individual adding a cumulative risk for their poor health. Many of these being precursors and determinants of non communicable diseases (NCDs) including mental and neurological disorders and injuries place a heavy burden on Indian society in terms of mortality, morbidity, disability and socio-economic losses. Many health policies and programmes have focused on prioritized individual health problems and integrated (both vertical and horizontal) coordinated approaches are found lacking. Healthy life-style and health promotion policies and programmes that are central for health of youth, driven by robust population-based studies are required in India which will also address the growing tide of NCDs and injuries.
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Os acidentes de transporte terrestre (ATT) causam expressivo número de mortes e hospitalizações entre jovens no mundo, sendo no Brasil responsável por 17,1 por cento dos óbitos entre 10 e 14 anos. Este artigo apresenta resultados da Pesquisa Nacional de Saúde do Escolar (PeNSE), inquérito realizado em uma amostra probabilística de escolares do 9º ano do ensino fundamental de escolas públicas e privadas das capitais brasileiras, em 2009. Foram estimadas as prevalências (e IC95 por cento) das situações de risco para acidentes de transporte. Os 60.973 entrevistados indicam que (nos últimos trinta dias): 26,3 por cento (IC95 por cento 25,5 por cento-27,0 por cento) referiram nunca ter usado cinto de segurança; 18,5 por cento (IC95 por cento 18,0 por cento-19,1 por cento) dos menores de 18 anos referiram ter dirigido veículo motorizado (>1 vez); 18,7 por cento (IC95 por cento 18,1 por cento-19,2 por cento) referiram ter sido transportados em veículo conduzido por alguém que consumiu bebida alcoólica (>1 vez) e 35 por cento (IC95 por cento 33,8 por cento-36,2 por cento) referiram não ter usado capacete pelo menos uma vez quando andava de motocicleta. Os resultados estão de acordo com as elevadas taxas de morbimortalidade de jovens no país por ATT, o que reforça a importância de ações educativas para adolescentes e a necessidade de ações intersetoriais integradas, além de legislação específica e fiscalização rigorosa.
Road traffic injuries are the cause of an expressive number of deaths and hospitalizations among young people in the world. In Brazil, it is responsible for 17.1 percent of all deaths among adolescents aged 10 to 14 years. This article presents the results of the National Adolescent School-based Health Survey (PeNSE), using a probabilistic sample of students in the 9th grade of high schools (public and private) of the Brazilian capitals in 2009. The prevalence (and 95 percentCI) of risk factors for road traffic injury among adolescents were estimated. Main results from the 60,973 interviews were: in the last 30 days, 26.3 percent (25.5 percent to 27.0 percent 95 percentCI) reported no use of seat-belts while riding in a moving vehicle; 18.5 percent (18.0 percent to 19.1 percent 95 percentCI) of youths younger than 18 years reported driving a motor vehicle (> once); 18.7 percent (18.1 percent a 19.2 percent 95 percentCI) reported a history of being driven by a driver who had been drinking (> once); and 35.0 percent (33.8 percent to 36.2 percent 95 percentCI) reported no use of helmets while riding a motorcycle (> once). The results are in accordance with the high rates of morbidity and mortality from traffic injury among youths, reinforcing the need of integrated intersectoral actions, specific legal measures and strict control.
Subject(s)
Adolescent , Female , Humans , Male , Accidents, Traffic/statistics & numerical data , Brazil , Health Surveys , Risk FactorsABSTRACT
Background & objectives: Injury prevention is a daunting health challenge as public health systems particularly in the developing world are least prepared to respond to this issue. In 2005, an estimated 5.4 million people worldwide died from injuries over 90 per cent in low- and middle-income countries. The main objective of this bibliometric analysis was to document injury literature published on low- and middle- income countries, and also to quantify literature on road traffic injuries by countries before and after the World Health Day on Road Safety celebrated in April 2004. Methods: A systematic search was done using MeSH terms on PubMed. Papers on road traffic injuries were assessed by country/cluster and by publication date for two periods (March 2001 - March 2004) and (April 2004 - April 2007). The rate of articles published per million population was calculated. Finally, a comparison was made between disease burden in disability adjusted life years (DALYs) and quantum of papers published. The search was performed on April 29, 2007. Results: PubMed had 8.26 million articles listed; of which, 72 per cent were in English and only 2 per cent were on unintentional injuries. For papers in all languages including English on road traffic injuries, 41 per cent were from US, 36 per cent from Europe (other than Eastern Europe). Two most populous countries, China and India contributed only 0.9 and 0.7 per cent papers on road traffic injuries, respectively. On neoplasm there were 280 articles published per million population whereas for road traffic injuries, rate was 4 articles per million population. Northern Africa, India and China had less than one article on road traffic injuries per 1,000 road traffic related deaths. The percentage change in English papers on road traffic injuries for the period 2004-2007 in comparison to period 2001-2004 was +191 per cent for China, +118 per cent for India, and +106 per cent for Middle East. Unintentional injuries overall represented 18 per cent of the burden in terms of DALYs and represented only 2 per cent of all published articles. Interpretation & conclusion: The results noticeably reflected the small proportion of papers on injuries, the dominance of US, and the apparent increase in percentage of road traffic injuries papers from low- and middle- income countries after World Health Day on Road Safety in 2004. Policies on injury prevention and safety in developing countries will be effective if based on local evidence and research, and designed to suit the social, political, and economic circumstances found in developing countries.
Subject(s)
Accidents, Home/statistics & numerical data , Accidents, Traffic/statistics & numerical data , Bibliometrics , Cost of Illness , Developing Countries/statistics & numerical data , Drowning/epidemiology , Drowning/prevention & control , Humans , Quality-Adjusted Life Years , Global Health , Wounds and Injuries/epidemiology , Wounds and Injuries/prevention & controlABSTRACT
Objective To find out the situation of seat belt wearing among drivers and passengers in Nanjing after the National Road Traffic Safety Law and its Ordinance had been issued for 3 years, in Jiangsu province. Methods Situation on seat belt wearing among drivers and front passengers on four types of vehicles including taxi, cars (below 8 seats), vans and pickups was studied during different time blocks at 4 sites in the city. Results A total number of 35 256 vehicles, their drivers and another 15 772 passengers sitting in the front, were observed. The prevalence rates of seat belt wearing, not wearing and pretend wearing among drivers were 49.9%, 44.1%, and 4.6% respectively while among front-seat passengers were 9.1% and 90.9% respectively. There were significantly declining trends in seat belt wearing among both drivers and front-seat passengers during the 3-years of observation, after adjustment by sex, types of vehicles and other factors (P<0.01). Risk of not wearing among front seat passengers was higher for those 'not-wearing' drivers (OR=8.10, P<0.01). Conclusion Neither the current law nor ordinance in Jiangsu province gives detailed regulations on seat belt wearing, which hampers the effective enforcement.
ABSTRACT
OBJETIVO: Determinar la prevalencia y distribución de los accidentes de tránsito no fatales (ATNF) en México. MATERIAL Y MÉTODOS: Se utilizaron datos de la ENSANUT 2006. En los hogares visitados se seleccionó a un adulto, un adolescente y un niño, hasta conformar una muestra de 94197 sujetos que representa a la N de 102 886 482 individuos. La variable dependiente fue la prevalencia de ATNF en los 12 meses anteriores a la encuesta. RESULTADOS: La prevalencia de accidentes (de tránsito o no) fue de 6.0 por ciento y de esa cifra 16.7 por ciento correspondió a ATNF. Los hombres del grupo de 20 a 44 años, los habitantes de áreas urbanas y los de mejor nivel socioeconómico (NSE) presentaron mayor prevalencia (p<0.05). Jalisco, Aguascalientes y Sonora registraron la mayor prevalencia y Guerrero, Michoacán y Oaxaca la menor. CONCLUSIONES: Los ATNF en México se concentran en hombres de edad productiva en zonas urbanas y se relacionan con el NSE individual y el desarrollo económico de cada estado.
OBJECTIVE: To determine non-fatal road traffic injuries (NFRTI) prevalence and its distribution in Mexico. MATERIAL AND METHODS: Data from ENSANUT Survey 2006 were used. Using simple random sampling, one adult, one adolescent and one child were selected in each household, constituting a final sample of 94 197 representing an N of 102 886 482 people. The dependent variable was the prevalence of road traffic injuries (RTI) during the 12 months prior to the survey. RESULTS: The general accident prevalence was 6.0 percent; 16.7 percent corresponded to NFRTI. Men in the 20 to 44 age group living in urban areas and with high socioeconomic status had a higher RTI prevalence (p<0.05). Jalisco, Aguascalientes and Sonora were states with the highest prevalence of RTI, while Guerrero, Michoacan and Oaxaca were those with the lowest. CONCLUSIONS: NFRTI are frequent in Mexico and they are concentrated among men in productive ages in urban areas; they are associated with socioeconomic status at the individual level and with the state's development at the population level.