Factores asociados al requerimiento de rehabilitación física en los peatones sobrevivientes de atropello en Perú, 2016 - 2021

Introducción. Los accidentes de tránsito (AT) son un problema de salud pública a nivel mundial, se estiman 1,3 millones de muertes anuales, y en los sobrevivientes deja secuelas traumáticas que pueden disminuir la calidad de vida. De las víctimas, los peatones lesionados representan el 22%. El objetivo del presente estudio fue determinar los factores asociados al requerimiento de rehabilitación física de los peatones lesionados por algún AT en el territorio peruano. Métodos. Se realizó un estudio observacional de corte transversal con los datos secundarios brindados por el Centro Nacional de Epidemiología, Prevención y Control de Enfermedades (CDC Perú) por medio de fichas epidemiológicas. Resultados. Se analizaron 14 186 registros que involucran a peatones lesionados por atropellamiento en carretera por algún vehículo motorizado entre el 2016 y el 2021. El 87,89% de las víctimas no requirieron rehabilitación posterior al suceso. Existe una mayor probabilidad de rehabilitación si el lesionado tiene una mayor edad y si la hora del accidente fue entre las 00:00 y 05:59 horas del día. Existe una menor probabilidad de rehabilitación si el accidente lo ocasiona un motocarro. Conclusiones. Existe una gran cantidad de accidentados jóvenes y adultos, sin embargo, la edad mayor se comporta como un factor asociado a la necesidad de rehabilitación, así mismo, el tipo de carretera y el tipo de vehículo causante influyen en el desenlace de la víctima.

Introduction. Traffic accidents (TA) are a public health problem worldwide, with an estimated 1.3 million deaths per year from collisions and leaves traumatic sequels in the survivors. Of the total number of victims affected in an AT, injured pedestrians represent 22%. The objective of this study was to determine the factors associated with the requirement of physical rehabilitation of pedestrians injured by any TA in the Peruvian territory. Methods. An observational cross-sectional study was carried out with the data provided by the National Center for Epidemiology, Prevention, and Control of Diseases (CDC Peru) through epidemiological records. A regression analysis was performed, and prevalence ratios (PR) were reported, having the rehabilitation requirement as a dependent variable. Results. A total of 14,186 records of pedestrians injured by being hit by a motor vehicle on the road between 2016 and 2021 were analyzed. 87.89% of the victims did not require post-event rehabilitation. There is a greater probability of rehabilitation if the injured person is older and if the time of the accident occurred between 00:00 and 05:59 hours of the day. There is a lower probability of rehabilitation if the accident is caused by a minor motor vehicle. Conclusions. Many young people and adults are injured; however, older age is a factor associated with the need for rehabilitation, likewise, the type of road and the type of vehicle responsible influence the outcome of the victim.

Effects of Impact Angle on Head Injury in Six-Year-Old Child Pedestrian-Car Collision / 医用生物力学

Objective To explore the influence of child head injury under different impact angles by applying the finite element model of six-year-old child pedestrian as specified in the European New Car Assessment Programme (Euro NCAP). Methods Based on the finite element model of 6-year-old pedestrian with detailed anatomical structure as specified by the Euro NCAP (TB024), four groups of simulation experiments were set up to explore the mechanism of head injury in children under different impact angles. The initial position for head mass center was on the longitudinal center line of the car. The initial speed of the car was 40 km/h. The car contacted with the model from the direction of the right (0°), the front (90°), the left (180°) and the back (270°). The kinematics differences and head impact responses were compared, and injuries of the facial bone and skull were analyzed. Results Through the analysis of head contact force, acceleration of head mass center, resultant velocity of head mass center with the vehicle, head injury criterion (HIC15), facial bone fracture and skull stress distribution, it was found that the risk of head fracture and brain contusion under back impact and front impact was higher than that under side impact. The risk of head fracture and brain contusion was highest under back impact, while the lowest under side impact. Conclusions Child pedestrian head injury was the largest under back impact. The results have important application values for the assessment and development of car-pedestrian collision protection device.

Pedestrian traffic safety behaviors among primary and secondary school students in Xiacheng District / 预防医学

Objective@#To investigate the pedestrian traffic safety behaviors of primary and secondary school students in Xiacheng District of Hangzhou,and to provide reference for formulating traffic safety strategy. @*Methods@# In October 2015,nine campuses of six schools in Xiacheng District were selected to observe the pedestrian traffic safety behaviors of the primary and secondary school students walking to and from school,such as taking the zebra crossing,observing the traffic condition,running and playing with cellphones when walking across the road.@*Results@#Totally 2 585 students were investigated,and 2 580 students were valid（99.81%）. When walking across the road,1 887 people took the zebra crossing,accounting for 73.14%;71.89% of boys and 74.51% of girls took the zebra crossing,and there was no significant difference（P>0.05）;64.76% and 81.32% of the students took the zebra crossing on the way to school and home,with a significant difference（P<0.05）. When walking across the road,1 683 students people observed the traffic conditions,accounting for 65.23%;63.61% of boys and 67.02% of girls observed the traffic conditions,and there was no significant difference（P>0.05）;64.05% and 66.39% of the students observed the traffic conditions on the way to school and home,with a significant difference（P<0.05）.There were 362 students running across the road, accounting for 14.03%;15.31% of boys and 12.62% of girls ran across the road,and there was no significant difference（P>0.05）;9.26% and 18.68% of the students ran across the road on the way to school and home,with a significant difference（P<0.05）. There were 53 students playing with cellphones when crossing the road,accounting for 2.05%;2.29% of boys and 1.79% of girls played with cellphones,and there was no significant difference（P>0.05）;1.41% and 2.68% of the students played with cellphones on the way to school and home,with a significant difference（P<0.05）. @*Conclusions @#Primary and secondary school students have dangerous behaviors when walking across the road. We should focus on the intervention of not taking the zebra crossing and not observing traffic conditions when crossing the road on the way to school,and playing with cellphones on the way home.

Genetic diversity of Lippia rotundifolia Cham. in Minas Gerais, Brazil

Lippia rotundifolia is an aromatic species, endemic from Campos rupestres and isolated by mountains. We aimed with the research to study the genetic variability of chá-de-pedestre (Lippia rotundifolia Cham.) with natural occurrence in ten places of the State of Minas Gerais, from molecular markers of ISSR type. The places of collection were: Parque Estadual de Serra Nova; Parque Estadual Veredas do Peruaçu; Abóboras community; Gigante community; edge of Rio do Peixe; environmental preservation area of Olhos d´água; private property in Joaquim Felício; Parque Estadual do Rio Preto; São Gonçalo do Rio das Pedras and brook of Rio Tigre. After the establishment of the extraction and amplification of DNA fragments with primers ISSR, an array of genetic distance was built. From this matrix, we analyzed the genetic diversity index as the allelic frequency (Na and Ne), Shannos´s index (H´), polymorphism (PLP), heterozygosity (He) and gene flow (Nm). The result showed higher genetic variability within the population (93%). The genetic diversity index was low (He = 0.132; H´= 0.214; Na = 1.111; Ne = 1.183; PLP = 56.67%). In general the species have low genetic diversity. The greatest diversity in populations occurred with an average temperature of 20°C. The Rio Tigre showed higher genetic distance and isolation.

Left-turning vehicle-pedestrian conflicts at signalized intersections with traffic lights: Benefit or harm? A two-stage study / 中华创伤杂志(英文版)

PURPOSE@#Vehicle-pedestrian conflicts are common at road intersections when traffic lights change. However, the impact of traffic light on transportation safety and efficiency remains poorly understood.@*METHODS@#A two-stage study was used to survey the proportion of intersections with conflicting traffic lights and the related transportation efficiency and safety were evaluated as well. First, a cross-sectional study estimated the proportion of signalized intersections with conflicting left-turning vehicle-pedestrian traffic lights in Changsha city, China. Second, a natural experiment compared transportation efficiency and safety between intersections with and without conflicting left-turning vehicle-pedestrian traffic lights. Risky conflicts, where motor vehicles violated laws and failed to yield to pedestrians in crosswalk were used as a surrogate for transportation safety. The number of motor vehicles and pedestrians passing through the intersections per second and per meter were used to estimate transportation efficiency. Data were collected and analyzed in 2015 (from March to December). A search of online news from domestic media sources was also conducted to collect pedestrian injury data occurring at the intersections.@*RESULTS@#About one-fourth (57/216) intersections had conflicting left-turning traffic lights (95% CI: 20.5%, 32.3%). Risky vehicle-pedestrian conflicts were more frequently observed at intersections with conflicting lights compared to those without (incidence rate ratio (IRR) = 3.13; pedestrians: IRR = 4.02), after adjusting for type of day (weekday vs. weekend), the time period of observation, and motor vehicles traffic flow. Intersections without conflicting vehicle-pedestrian traffic lights had similar transportation efficiency to those with conflicting lights after controlling for covariates (p > 0.05). The systematic review of news media reports yielded 10 left-turning vehicle-pedestrian crash events between 2011 and 2017, involving 11 moderate or severe pedestrian injuries and 3 fatal pedestrian injuries.@*CONCLUSION@#Over one-fourth of road intersections in Changsha city, China have conflicting left-turning traffic lights. Conflicting traffic lights cannot improve transportation efficiency, but increase risky conflicts between vehicles and pedestrians.

Revisiting Pedestrian Casualties In Malaysia And The Escalating New Threats

@#Pedestrians’ fatality trend in road crashes has been improving in recent years though it remains third in rank behind motorcyclists and car occupants. Based on the statistics, young pedestrians were the most affected group and the commonest injury regions were head and legs. Pedestrian crashes occurred primarily in rural areas and straight roads and at low light environment, and often involve cars and motorcycles. In addition to existing issues of careless and illegal crossing practices, there are potential new hazards face by pedestrian, which are mobile electronic device use and electric vehicle, especially when crossing roads. Road safety programs and interventions shall consider these new issues.

Video-based assessment of pedestrian behavior: development and testing of methods / Estudio de comportamiento peatonal basado en video: desarrollo y prueba de los métodos

ABSTRACT Objective The aim of this paper is to develop a computer algorithm that analyzes pedestrian behavior at an urban site in Bogota, Colombia, considering that the assessment of pedestrian behavior is a road safety priority. Methods Pedestrians were video-taped as they crossed a selected road. An algorithm was developed in order to record, from these videos, pedestrian and vehicle positions and speeds. This information made possible the identification of hazardous behaviors, which were compared through visual assessments. Results 429 pedestrians crossed the selected road at an average distance of 4.5 meters from vehicles that moved at an average speed of 21 km/h. With a maximum difference of 19 % with respect to visual assessments, the algorithm estimated that 58.5 % pedestrians crossed through non-designated locations; 62.2 % crossed near moving vehicles, and that 41.2 % ran while they were crossing the road. Conclusions Video-based analysis can be used to assess pedestrians' behavior. Future research work should focus on improving both the accuracy and the number of safety parameters of the algorithm.(AU)

RESUMEN Objetivo La medición del comportamiento de peatones es una prioridad de la seguridad vial. Por lo anterior, se desarrolló un algoritmo para analizar el comportamiento de los peatones en una zona urbana de Bogotá, Colombia. Métodos Los peatones fueron filmados mientras cruzaban la calle. Mediante el algoritmo se midieron las posiciones y velocidades de peatones y vehículos en los videos. Se identificaron los comportamientos riesgosos y se compararon visualmente. Resultados 429 peatones cruzaron la vía a una distancia promedio de 4.5 metros de los vehículos (velocidad promedio 21 km/h). El algoritmo estimó, con una diferencia máxima de 19 % con respecto a lo observado, que 58.5 % de los peatones cruzaron por zonas incorrectas, 62.2 % cruzaron cerca de vehículos en movimiento y 41.2 % corrieron al cruzar. Conclusiones El análisis basado en video puede utilizarse para medir el comportamiento de los peatones. Los trabajos sobre el tema que se realicen en el futuro deben enfocarse en mejorar la precisión y los parámetros de seguridad del algoritmo.(AU)

Physical and physiological quality of the Lippia rotundifolia seeds according to the osmotic conditioning and electrical conductivity / Qualidade física e fisiológica das sementes de Lippia rotundifolia em função do condicionamento osmótico e condutividade elétrica

ABSTRACT: Lippia rotundifolia is a native species of the Cerrado, endemic to the chain backbone and highly aromatic, whose essential oil has medicinal properties of high pharmacological value, but because it is a non-domesticated species, little is known about its spread. Due to its importance, the objective was to evaluate the effect of the osmotic conditioning on the physical and physiological quality of seeds. The experimental design was completely randomized with four replications of 100 seeds, being treatments consisted of two kinds of seeds (with and without tegument) subjected to ten days of immersion in water (0, 2, 4, 6, 12, 24, 48, 72, 96 and 120 hours). After each period, the seeds were submitted to the electrical conductivity test and germination. Electrical conductivity and germination there is a directly proportional relationship, while the best osmotic conditioning time is achieved with the seed husk and immersed in water for 48 hours.

RESUMO: Lippia rotundifolia é uma espécie nativa do Cerrado, endêmica da cadeia do espinhaço e altamente aromática, cujo óleo essencial possui propriedades medicinais de alto valor farmacológico, mas, por tratar-se de uma espécie não domesticada, pouco se sabe quanto a sua propagação. Devido a sua importância, objetivou-se avaliar o efeito do condicionamento osmótico sobre a qualidade física e fisiológica de suas sementes. O delineamento experimental foi o inteiramente casualizado com quatro repetições de 100 sementes, sendo que os tratamentos consistiram em dois tipos de sementes (com e sem tegumento) submetidas a dez tempos de embebição em água (0, 2, 4, 6, 12, 24, 48, 72, 96 e 120 horas). Após cada período, as sementes foram submetidas ao teste de condutividade elétrica e de germinação. Entre a condutividade elétrica e a porcentagem de germinação há relação diretamente proporcional, enquanto o melhor tempo de condicionamento osmótico é alcançado nas sementes com tegumento e imersas em água, durante 48 horas.

The effects of mobile electronic device use in influencing pedestrian crossing behaviour

Mobile phone distraction is a global issue in road safety perspective especially involving the pedestrians. A lot of research findings had suggested that the use of mobile phone increase the risk for pedestrians while crossing the road, but there have been very few studies that could explain the said threat in Malaysia’s situation. This study aims to identify the distracted pedestrian behaviour via the video recording method. More than 300 samples were observed as involved in mobile phone distractions while crossing the roads from a total of approximately 1,500 analysed samples. The study also found that the highest mode of distraction observed among pedestrians was the “handheld usage” (conversing) as compared to the “hands-free” and “application usage” modes. In addition, the distractions had significantly affected the time to cross and the observed road users who were involved in “application usage” took longer time to cross. These results provide a prevalence material that may be useful in the development of countermeasures.

Car-pedestrian accident reconstruction based on finite element simulation and genetic neural network / 医用生物力学

Objective In order to fully reconstruct the accident by utilizing pedestrian injuries information gained from the car-pedestrian collision, a new method based on finite element simulation and genetic neural network to deduce the car-pedestrian collision parameters in reverse is proposed. Methods Crash simulations from different contact angles (back, left, front, right) at different impact speeds (25, 40, 55 km/h) were conducted by using Hyperworks and LS-DYNA, so as to obtain the head injury criterion (HIC) value and the maximum velocity of the thoracic wall. According to the criteria of injury biomechanics, the severities of the pedestrian head and thorax and corresponding injury locations were analyzed and set as predictors, and the predictive values of collision parameters were then acquired by using genetic neural network. Finally, this method was verified by two car-pedestrian accidents with the video and exact collision parameters. Results For both cases of the car-pedestrian accidents, the car speeds at the collision of pedestrian were 54 and 49 km/h, respectively, and the car-pedestrian contact angles were both 180°. While according to the pedestrian injuries information, the predictive values of the car speeds at the collision of pedestrian were 51 and 43 km/h, and the predictive values of the car-pedestrian contact angles were 184° and 169°, respectively. The reconstruction accuracies of two cases were 0.94 and 0.88. Conclusions The proposed method in the study can be used to predict car-pedestrian collision parameters efficiently and accurately by utilizing the pedestrian injuries information, which provides a new method for cause analysis and responsibility recognition, as well as theoretical references for the treatment and protection of head and thoracic injuries occurred in the car-pedestrian collision.

Pedestrian injuries in children: who is most at risk?

<p><b>INTRODUCTION</b>This study evaluates the demographics of paediatric pedestrian injuries with the aim of identifying the group of children who is most vulnerable and the risk factors for major trauma (MT).</p><p><b>METHODS</b>Data was extracted from the integrated trauma system of a regional paediatric referral hospital. All paediatric cases involving road traffic accidents from January 2011 to December 2013 were studied. Demographics, injury mechanism, treatment and outcome were evaluated. Patients were categorised as MT or non-MT (NMT) based on their Injury Severity Score, admission to the intensive care unit, type of surgery (e.g. life/limb-saving) and death. Data analysis was done using nonparametric tests and Fisher's exact test.</p><p><b>RESULTS</b>A total of 261 children were admitted for pedestrian injuries during the study period. The median age was ten years (range 14 months-16 years) and the median weight was 42.4 (range 8.6-93.7) kg. Half (i.e. 50.2%) of the children were primary-schoolers. The majority of the accidents occurred on roads (i.e. 83.1%), between 12 pm and 6 pm (i.e. 52.8%). Among the 261 children, 177 (67.8%) were unaccompanied by an adult at the time of the accident; 17 (6.5%) children sustained MT, while 244 (93.5%) suffered NMT. MT patients were more likely to have lost consciousness (p < 0.001) and been flung (p = 0.001).</p><p><b>CONCLUSION</b>Most paediatric pedestrian injuries involved primary-schoolers walking home from school unaccompanied by adults. This information should inform future road safety campaigns. Being flung and loss of consciousness predicted MT in children who sustained pedestrian injuries.</p>

Pedestrian injuries and the relevant burden in shanghai, china: implications for control / 生物医学与环境科学（英文）

<p><b>OBJECTIVE</b>To study the associations of pedestrian injuries with age, income and educational level in Shanghai and to analyze the relative disease burden.</p><p><b>METHODS</b>Information on pedestrian-related cases and deaths were collected from 494 hospitals and mortality registry systems from 1992 to 2010, and a multistage cluster sampling survey conducted in 2006. Logistic regression model was used in the analyses.</p><p><b>RESULTS</b>The age group of 5-9 had the highest mortality and morbidity among children. Mortality increased obviously among those aged 60 or above. Individuals with an educational level under the primary school and with the lower family average income were more likely to suffer pedestrian-related injuries. Multivariate Logistic analysis demonstrated that lower income and lower educational level increased the risk of pedestrian injuries with the odds ratio of 1.40 (95% CI: 1.15-1.71) and 1.70 (95% CI: 1.20-2-40), respectively. About 13.54% of the share of GDP for the healthcare, social security and welfare industries in Shanghai was occupied by the burden of pedestrian-related injuries in 2006.</p><p><b>CONCLUSION</b>Pedestrian-related injury has inverse association with victims' income and educational level. Children of 5-9 years old and adults over 60 with lower educational level and lower monthly income are the target persons to be intervened.</p>

Aportaciones a las ciencias de la salud: el comportamiento peatonal arriesgado de chilenos y brasileros / Contributions to the health sciences: the risky pedestrian behavior of chileans and brazilians

Los peatones son causantes y víctimas de accidentes de tránsito en el mundo y muy especialmente en América latina. Un modelo de comportamiento riesgoso en conductores es aplicado a peatones en dos países del Cono Sur de América: Brasil con la mayor tasa de mortalidad por accidentes de tránsito, y Chile, la menor. Una muestra accidental -463 participantes, 223 chilenos y 240 brasileros, de 17 a 40 años de edad- respondió la Escala de Comportamiento Peatonal controlándose sexo, edad, licencia de conducir y participación en accidentes de tránsito. Contribuyendo a explicar la contrastante mortalidad, los chilenos realizan significativamente menos transgresiones, ligeramente menos errores y lapsus al transitar por la ciudad, que los brasileños. Los hombres de ambos países son más transgresores que las mujeres. Se discute la utilidad del modelo utilizado y de los resultados, entregándose algunas recomendaciones para la salud pública en este ámbito.

Pedestrians are causative and victims of traffic accidents in the world and very especially in Latin America. A model originally built for drivers risk behavior is applied to pedestrians in two contrasting countries in the Southern Cone of America: Brazil has the highest mortality rate for traffic accidents and Chile the lowest. An accidental sample -463 participants, 223 Chileans and 240 Brazilians of 17 to 40 years of age-, answered an instrument containing the scale of pedestrian behavior (ECP, 1999) and information relating to sex, age, licensed drivers and participation in traffic accidents was collected. Contributing to explain the contrasting mortality, Chileans reported to perform significantly less pedestrian's transgressions, fewer errors and lapses than Brazilian pedestrians. Men in both countries are more transgressors than women. We discuss the utility and the results of the model used giving some recommendations for public health in this area.

A Study of Pattern of Vehicular Injuries over Pedestrians: A Retrospective Study.

Objectives: Present study makes a little effort to understand patterns of injuries over pedestrians during road traffic accidents, to set on record a statistical statement of the severity and survival period in pedestrians accidents and to define, delineate and compare present study with other available studies. Materials and Methods: Present study is based on an analysis of 156 autopsies on victims of pedestrian accidents at Sheth V.S. General Hospital, Ahmedabad during two consecutive years from May 2008 to April 2010. Result: This study shows the males (80.8%) are outnumbered the females (19.2%). Evaluation of patterns of injuries shows head injury is overall most common in pedestrians. In primary impact injury head injury (41%) and lower limb injuries (36.5%) are most common followed by pelvic injuries (12.1%). Head injury (33.9%) is again most common in secondary impact injuries. Chest injuries (16.6%) and abdomen injury (12.8%) are most common secondary injuries to pedestrians followed by head (8.3%) and neck (5.1%). Road traffic accidents are the major contributors of unnatural deaths worldwide. Pedestrians are the most commonly involved victims in such cases.

Profile of pedestrian deaths in road traffic accidents.

Introduction: Pedestrians deaths in automobile road accidents in frequently encountered. Pedestrian deaths constitute a high percentage of all road fatalities. Material & Method:Out of total 367 accident death postmortem examinations,87(23.70%) were pedestrians. The present study aimed at analyzing pattern of 87 pedestrian deaths; out of these 73 were male victims. Results: Majority of pedestrian accidents occurs at 10AM-2PM (27 cases) followed by 6 PM-10PM(25 cases). The pedestrians were hit by heavy vehicles in 31 cases, two wheelers in 20 cases, car &jeep in 16 cases Head injury is responsible in 67 pedestrian death cases followed by chest injury in 40 cases, abdominal injury in 28 cases.

Pedestrians' Beliefs about Road Crossing in Bogotá: Questionnaire Development / Puntos de Vista de peatones en un cruce de vías en Bogotá: desarrollo de cuestionario

Understanding the pedestrian choices is essential for the design of safe road systems. This study develops methods for self-reported assessment of pedestrian behavior. A self-report instrument was developed to investigate the Theory of Planned Behavior (TPB) constructs in relation to pedestrians' road crossing using a convenient sample. Internal consistency and factor analysis were conducted to test the reliability and construct validity of the instrument. Self-reported intention to execute risky behavior was compared with observed behaviors. The developed questionnaire showed high internal consistency for most of the TPB constructs (Chronbach's alpha>0.7). Factor analyses confirmed that questions grouped in constructs, as hypothesized. Pedestrians' intention to execute risky behavior was related to pedestrians' perceived physical capability and to the simultaneous crossing of other pedestrians. However, this intention correlated moderately with observed risky behavior (Rs = 0.35). The potential to understand the mechanisms of pedestrian choices using the developed instrument are considered exploratory, yet promising.

El poder entender las decisiones que toma un peatón es esencial para el diseño de sistemas viales seguros. Este estudio desarrolla métodos para la medición del comportamiento del peatón por medio de auto-reportes. Se desarrolló un instrumento de auto-reporte para investigar los constructos de la Teoría del Comportamiento Planeado (TPB, por sus siglas en inglés) en relación al cruce de las vías por parte de los peatones, usando una muestra conveniente. Se condujeron análisis de consistencia interna y de factores para probar la confiabilidad y validez de constructos del instrumento. La intención auto-reportada de ejecutar comportamientos riesgosos fue comparada con los comportamientos observados. El desarrollo del cuestionario mostró una alta consistencia interna para la mayoría de los constructos del TPB (alfa de Cronbach > 0.7). El análisis de factores confirmó que las preguntas se agrupaban en constructos, tal y como se hipotetizó; la intención de los peatones de ejecutar comportamientos riesgosos estuvo relacionada con la posibilidad física percibida por los peatones y con el cruce simultáneo de otros peatones. Sin embargo, esta intención se correlacionó solo moderadamente con el comportamiento riesgoso observado (Rs = 0.35). En conclusión, el potencial para entender los mecanismos de las elecciones de los peatones, usando el instrumento desarrollado, se considera aún exploratorio, pero sin embargo prometedor.

Repensando o fenômeno do envelhecimento na agenda política das cidades: a importância da promoção da mobilidade de pedestres / Rethinking ageing in the political agenda of cities: the importance of promoting pedestrian mobility

As cidades confrontam-se atualmente com o duplo desafio de se assumirem cada vez mais enquanto polos de atração e aglutinadores de cidadãos e de concentrarem uma população tendencialmente em envelhecimento. Se é certo que várias orientações têm sido definidas no sentido de fomentar um novo olhar para a relação cidades/envelhecimento, não é menos verdade que a visão preconizada, compreensivelmente holística (abarcando temas como inclusão social, comunicação, emprego, habitação e transportes) carece de alguma especificidade e esclarecimento quanto à qualidade do espaço público e aos fatores que condicionam e geram maior mobilidade por parte dos cidadãos (em geral) e das pessoas idosas (em particular). Num contexto em que se salientam as questões de promoção de atratividade dos espaços enquanto mecanismos indutores de desenvolvimento econômico, por um lado, e em que se verifica a emergência de uma nova visão dos cuidados a prestar às pessoas idosas, designadamente ao apostar na sua permanência na comunidade (ageing in place), por outro, a temática em discussão revela-se de importância acrescida para a formulação de políticas públicas. Centrando-se essencialmente no domínio da organização territorial dos serviços e da mobilidade de pedestres, este texto procura contribuir para o debate, sublinhando sua importância, analisando a bibliografia existente e identificando as principais áreas de intervenção a considerar na construção de uma comunidade que proporcione às pessoas idosas condições que permitam otimizar as capacidades individuais e manter uma qualidade de vida saudável.

Cities are now facing a double challenge: not only urban population is growing but it is also getting older. Though several guidelines have been developed in order to look at this cities/ageing nexus through a new perspective, the overall view, holistic by nature (involving issues such as social inclusion, communication, employment, housing and transports), lacks some specificity and clarification in what concerns the quality of public space and the aspects that prevent and generate mobility amongst the elderly. In this context of promoting attractive spaces as economic development engines, on the one hand, and striving to maintain older people in their community (ageing in place), on the other, the issue at stake is of added value for policy making and delivery. By focusing mainly in the subject of service's spatial location and pedestrian mobility, this paper develops an understanding of this subject by synthesising the evidence and providing an interdisciplinary perspective that potentially benefits public policy debates regarding the development of an elderly friend community capable of providing conditions to optimise individual capacities and maintain a healthy quality of life amongst older people.

Magnitude of pedestrian head injuries & fatalities in Bangalore, south India: A retrospective study from an apex neurotrauma center.

Background & objectives: Pedestrians contribute to 30-40 per cent of all road traffic injuries in India. However, there is a paucity of literature on pedestrian head injury as compared to two wheeler trauma. The purpose of the present study was to study the pattern of pedestrian injuries and their outcome with a special focus on head injuries. Methods: The study was conducted in two parts in the Trauma Center at National Institute of Mental Health & Neuro Sciences, Bangalore. A retrospective study was conducted at the casualty services of the hospital in which 529 consecutive pedestrians who sustained injury in a road traffic accident were studied from June to September 2009. In the second part, records from the hospital mortuary were retrospectively analyzed from 2007 to 2009. An analysis of 326 patients who died as a pedestrian in road accidents during this period was performed. Results: Patients in both paediatric and elderly age groups constituted 47.6 per cent (252/529) of all casualty admissions. Majority of the pedestrian injuries (41.7%, 221/529) occurred between 1600 - 2100 h; 87.1 per cent of all patients received some primary care before admission. The most common offending vehicle was a two wheeler (49.1%, 260/529). At the time of admission, 55.2 per cent (292/529) patients had sustained a moderate or severe head injury (GCS 3-13), and 40.5 per cent (214/529) had an abnormal CT scan. In addition, 90.4 per cent (478/529) patients had also sustained associated injuries. Major thoracoabdominal trauma was seen in 4 per cent and spine injury in 2.3 per cent of the patients. The mortality rate was 6.6 per cent. In the postmortem group, pedestrian deaths constituted 26.2 per cent of all the postmortems conducted. Two wheelers were the offending vehicle in the majority of the fatal crashes (39.9%). Interpretation & conclusions: Pedestrian injuries form a major part of the workload of a neurotrauma emergency. Majority of them sustained moderate to severe head injury. More attention, infrastructure and strict implementation of rules may help reduce this burden.

Motivos del desuso de puentes peatonales en Arequipa / Motives of disuse of pedestrian bridges in Arequipa

Objetivo: conocer las causas por las cuales las personas no utilizan los puentes peatonales de la ciudad de Arequipa. Métodos: estudio descriptivo realizado a través de la aplicación de una encuesta que recoge datos sobre la edad, género, grado de instrucción, procedencia y experiencia de accidentes previos. Se realizó un muestreo no probabilístico mediante la técnica de muestro por cuotas. Se pesquisaron 360 peatones, 270 hombres y 90 mujeres, que transitan por las vías aledañas a tres puentes de la ciudad: 1. El puente de la Avenida Venezuela, 2. El puente de la Avenida Alcides Carrión, y 3. El puente de la Avenida Ejército. Resultados: la edad promedio de la muestra era de 31,97 años y el grado de instrucción no fue determinante en el uso de los puentes. Se encontraron causas particulares para cada puente, lo que implica que su ubicación es relevante en la toma de decisiones de los peatones que los usan. La falta de tiempo y la pereza fueron los motivos más frecuentes que señalaron las personas para no utilizar los puentes peatonales. Conclusiones: es importante colocar bardas que eviten transitar por la pista indebidamente y realizar campañas de concientización que brinden información a los peatones sobre los riesgos a que se enfrentan por cruzar indebidamente la calle y por infringir la ley.

Objective: to find out the causes of disuse of pedestrian bridges in Arequipa city. Methods: descriptive study based on a survey gathering data on age, gender level of education, origin and experience of previous accidents. A non-probabilistic sampling was performed through quota sampling technique. Three hundred and sixty pedestrians (270 males and 90 females), who moved along pathways next to three city bridges such as Avenida Venezuela bridge, Avenida Alcides Carriion bridge and Avenida Ejercito bridge, were studied. Results: average age of the sample was 31.97 years, the level of education did not influence the use of bridges. Lack of time, sloth and the fear for attacks and robbery were the most frequent motives marked by pedestrians as causes for ignoring the pedestrian bridges. Conclusions: it is necessary to take measures in terms of security and surveillance at bridges, as well as launching awareness-raising campaigns that provide information to pedestrians on the possible risks of wrongly crossing the streets and of breaking the law.

Analysis of pedestrian road traffic crashes and injuries in Chongqing / 中华创伤杂志

Objeetive To analyze traffic accidents involving pedestrians in Chongqing from 2000 to 2006 so as to understand injury characteristics of the pedestrians. MethodsThe data of pedestrian road traffic crashes and injuries in three districts including one district in downtown,one in suburb and one in county of Chongqing from 2000 to 2006 were collected from road traffic crash and road traffic injury database to analyze severity of crashes,casualties,action and location of pedestrians in crashes. Results The road crashes led to 7 934 pedestrian injuries (24.74％) and 867 pedestrian deaths (49.46％).Intensity of the pedestrian road crashes in rural areas was higher than that in downtowns and suburbs.Of all pedestrian casualties,57.91％ were due to illegally crossing the driveway,and 15.43％ of the casualties were on the crosswalk.Most of the casualties occurred on the main roads,the third class highways and second main roads in Chongqing.But serious crashes occurred on the first and second class highways and substandard highways,which led to average 3.17,4.13 and 5.42 deaths,respectively.Pedestrians accounting for 52.46％ of the total severe injuries were more than the proportion among the minor to moderate injuries.Head injuries were the most common for the pedestrians and chest injuries were also usual among the severe injuries. Conclusions The intensity of pedestrian road crashes is higher than that of other crashes,especially in rural areas.It should be noticed that the main injuries of the pedestrians are head injuries,which is mainly resulted from illegally crossing driveway.It is worth noticing that a rather high proportion of pedestrians are impaired on the crosswalks,indicating that we should pay more attention to protect right of the pedestrians on the crosswalks during transportation law enforcement and safety education in the future.