Perfil e tendência dos fatores de risco para acidentes de trânsito em escolares nas capitais brasileiras: PeNSE 2009, 2012 e 2015 / Profile and trend of risk factors for traffic accidents in schoolchildren in Brazilian capitals: PeNSE 2009, 2012 and 2015

RESUMO: Introdução: Os acidentes de transporte terrestre (ATT) são a segunda causa de morte em escolares de 13 a 17 anos. O presente estudo visou descrever os fatores de risco para ATT em escolares da Pesquisa Nacional de Saúde do Escolar (PeNSE) de 2015 e avaliar a tendência de indicadores selecionados nas três últimas edições da PeNSE. Metodologia: Estudo descritivo sobre fatores de risco para ATT no ano de 2015, com dados da PeNSE e análise de tendência das séries temporais, com testes de regressão ajustados por idade, das edições de 2009, 2012 e 2015, nas capitais brasileiras. Resultados: Em 2015, 26,3% dos escolares do nono ano, na maioria entre 13 e 15 anos, relataram terem sido conduzidos em veículo motorizado dirigido por alguém que consumiu bebida alcoólica e 32,4% relataram terem dirigido veículo motorizado; 30,7% dos adolescentes não usaram cinto de segurança no banco de trás; e 16,8% dos escolares usuários de motocicleta não usaram capacetes. Observou-se ainda tendência de piora dos indicadores entre 2009 e 2015, referentes a dirigir veículo motorizado (1,0 pontos percentuais) e ter sido conduzido em veículo por alguém que consumiu bebida alcoólica (1,1 pontos percentuais). Discussão: A ocorrência de ATT resulta da interação entre vias, veículos e usuários, tendo forte correlação com o comportamento. Conclusões: Os resultados apontam a necessidade de investir em medidas educativas, associadas a fiscalização, a melhoria das vias, pesquisas e aprimoramento da legislação. O monitoramento dos fatores de risco em escolares contribui substancialmente para apoiar intervenções das políticas públicas intersetoriais para a redução de morbimortalidade por trânsito.

ABSTRACT: Introduction: Land transport accidents (LTA) are the second cause of death in schoolchildren aged 13 to 17 years. The study aims to describe the risk factors for LTA in schoolchildren from the National School Health Survey (PeNSE) of 2015 and to evaluate the trend of selected indicators in the last three editions of PeNSE. Methodology: A descriptive study on risk factors for LTA in 2015, with PeNSE data and time series trends analysis, with age-adjusted regression tests of the 2009, 2012 and 2015 editions, in Brazilian capitals. Results: In 2015, 26.3% of ninth grade schoolchildren, mostly between 13 and 15 years of age, reported having been in a motor vehicle driven by someone who consumed alcohol and 32.4% had driven a motor vehicle; 30.7% of adolescents did not use seat belts in the back seat; and 16.8% of schoolchildren who ride motorcycles did not wear helmets. There was also a worsening of the indicators between 2009 and 2015, regarding driving a motor vehicle (1.0 percentage points) and having been driven by vehicle for consumption of alcoholic beverages (1.1 percentage points). Discussion: The LTA occurrence results from the interaction between roads, vehicles and users, and has a strong correlation with behavior. Conclusions: The results show the need to invest in educational measures, associated with supervision, the improvement of road infrastructure, research and improvement of legislation. The monitoring of risk factors in schoolchildren substantially contributes to support intersectoral public policies interventions to reduce morbidity and mortality in traffic.

Preventive Effects of Seat Belt on Clinical Outcomes for Road Traffic Injuries

Proper seat belt use saves lives; however, the use rate decreased in Korea. This study aimed to measure the magnitude of the preventive effect of seat belt on case-fatality across drivers and passengers. We used the Emergency Department based Injury In-depth Surveillance (EDIIS) database from 17 EDs between 2011 and 2012. All of adult injured patients from road traffic injuries (RTI) in-vehicle of less than 10-seat van were eligible, excluding cases with unknown seat belt use and outcomes. Primary and secondary endpoints were in-hospital mortality and intracranial injury. We calculated adjusted odds ratios (AORs) of seat belt use and driving status for study outcomes adjusting for potential confounders. Among 23,698 eligible patients, 15,304 (64.6%) wore seat belts. Driver, middle aged (30-44 yr), male, daytime injured patients were more likely to use seat belts (all P < 0.001). In terms of clinical outcome, no seat belt group had higher proportions of case-fatality and intracranial injury compared to seat belt group (both P < 0.001). Compared to seat belt group, AORs (95% CIs) of no seat belt group were 10.43 (7.75-14.04) for case-fatality and 2.68 (2.25-3.19) for intracranial injury respectively. In the interaction model, AORs (95% CIs) of no seat belt use for case-fatality were 11.71 (8.45-16.22) in drivers and 5.52 (2.83-14.76) in non-driving passengers, respectively. Wearing seat belt has significantly preventive effects on case-fatality and intracranial injury. Public health efforts to increase seat belt use are needed to reduce health burden from RTIs.

Comportamento no trânsito entre estudantes de medicina / Traffic behavior of medical students

OBJETIVOS: Estudar o comportamento de estudantes de medicina em relação ao trânsito, comparando os padrões atuais com aqueles observados em estudo realizado anteriormente na mesma instituição. MÉTODOS: Foram aplicados questionários padronizados em uma amostra de estudantes regularmente matriculados no curso médico da Faculdade de Medicina de Ribeirão Preto, objetivando coletar informações demográficas, socioeconômicas e referentes ao comportamento no trânsito e envolvimento em acidentes. Esses resultados foram comparados com os obtidos em investigação semelhante, realizada em 1997. RESULTADOS: Foram estudados 354 alunos em 2008 e 377 em 1997. Do total, 431 (59 por cento) já haviam dirigido logo após a ingestão de álcool, sendo que, desses, 21,5 por cento em condições de intensa alcoolização. Participação em rachas foi referida por 10,5 por cento dos participantes, com diferença marcante entre os sexos (12,5 por cento entre homens e 3,4 por cento em mulheres). Envolvimento em acidentes com vítimas, fatais ou não, foi referido por 19,2 por cento dos participantes. Esses percentuais atingiram 31,1 por cento entre os que já dirigiram intensamente alcoolizados e 42,9 por cento entre os que participaram de rachas. O estudo de 2008 evidenciou maior uso de capacete e de cinto de segurança em meio urbano e redução de uso de bebidas alcoólicas antes de dirigir. Por outro lado, mostrou redução de respeito contínuo à sinalização de semáforos. CONCLUSÃO: Comportamentos de risco no trânsito fazem-se presentes com elevada frequência entre os participantes, estando diretamente relacionados com o envolvimento em acidentes que provocam vítimas. Visto ser essa uma parcela populacional diferenciada, com conhecimento e contato direto com as consequências desses acidentes, esperar-se-ia uma menor presença de comportamentos de elevado risco. As informações oriundas desse trabalho devem conduzir a uma reflexão por parte da comunidade acadêmica com vistas à introdução de programas educativos capazes de produzir mudança efetiva de atitude dos estudantes.

OBJECTIVES: To study the traffic behavior of medical students comparing current patterns with those observed in a study previously carried out in the same institution. METHODS: Standard questionnaires were completed by a sample of regularly registered medical students of the " Faculdade de Medicina de Ribeirão Preto da Universidade de São Paulo", Brazil, to collect data regarding demographic and economic information and also traffic behavior and accident involvement. Results were compared to those obtained in a similar investigation done in 1997. RESULTS: In 2008, 354 students were interviewed and 377 in 1997. Of all, 431 (59 percent) had driven right after alcohol ingestion and 21.5 percent of them had driven under severe influence of alcohol. while 10.5 percent referred to participation in "street races", with a large difference between genders (12.5 percent of men and 3.4 percent of women). Involvement in accidents with victims, fatal or not, was reported by 19.2 percent of participants. This percentage reached 31.1 percent among those who had driven under severe influence of alcohol and 42.9 percent among those who participated in "street races". The 2008 study showed increased use of helmets and seat belts in urban areas, as well as reduction of alcohol consumption before driving. On the other hand, it disclosed less continuous compliance with traffic lights. CONCLUSION: Risky traffic behavior was found to be very frequent among these participants directly involved in accidents with victims. Since this is a distinctive segment of the population, that is aware and has direct contact with the consequences of traffic accidents, we would hope to find a lower incidence of such high risk behavior. Information provided by this investigation should lead to a reflection from the academic community intending to introduce educational programs to effectively change student behavior.

El respeto a las normas de tránsito en la cuidad de Santa Fe, Argentina / Traffic law compliance in the city of Santa Fe, Argentina

Se realizó un estudio de campo observacional descriptivo para evaluar el cumplimiento de algunas normas de tránsito en la ciudad de Santa Fe, Argentina, y comparar los resultados con mediciones realizadas anteriormente. Para ello, entre el 2 y el 4 de enero de 2006, se verificó en 13 sitios de la ciudad el cumplimiento de las normas que obligan a los automovilistas a usar cinturón de seguridad y a llevar a los menores de 10 años en el asiento trasero, y a los motociclistas, a conducir con casco y a no transportar menores. Las observaciones abarcaron 4 173 automóviles y 1 013 motocicletas. Solo 9 por ciento de los conductores de automóviles usaban el cinturón de seguridad. En 56 por ciento de los 246 automóviles que transportaban menores, estos se hallaban en el asiento delantero. En cuanto a los motociclistas, solo 12 por ciento usaba casco y 6,7 por ciento transportaba niños. Al comparar estas observaciones con cinco registros anuales anteriores, se comprobó que en los últimos tres años disminuyeron los porcentajes de acatamiento de estas normas de tránsito. Los resultados de este estudio sugieren que la mayoría de los conductores de vehículos de la ciudad argentina de Santa Fe viola las normas de tránsito consideradas. Para lograr disminuir la elevada mortalidad por accidentes viales no basta con contar con leyes de tránsito y organizar campañas de información, sino que, además, es necesario implementar sistemas que vigilen el cumplimiento de las normas.

An observational, descriptive study was conducted to evaluate compliance with certain traffic regulations in city of Santa Fe, Argentina, and compare these with measurements taken in prior years. During January 2-4, 2006, at 13 sites across the city, compliance with the following traffic rules was measured: for car drivers: seat belt use and restricting minors to the rear seat; and for motorcycle drivers: helmet use and not carrying a minor on board. At total of 4 173 cars and 1 013 motorcycles were observed. Only 9 percent of the car drivers wore seatbelts. Of the 246 cars carrying minors, 56 percent had a minor in the front seat. Regarding the motorcycles drivers, only 12 percent wore a helmet and 6.7 percent had a child on board. When these observations were compared with those of the previous five years, findings showed that over the past three years compliance rates had decreased. The results of this study suggest that most drivers in city of Santa Fe do not obey the stated traffic laws. In order to reduce the high rate of mortality from traffic accidents, in addition to legislation and public-awareness campaigns, a system for enforcing compliance is needed.

Association between exposure/non-exposure to the mandatory seat belt law with regards to compliance in vehicle accident victims a hospital review / Asociación entre exposición/no exposición a la ley obligatoria de cinturón de seguridad en relación con su cumplimiento en el caso de víctimas de accidentes vehiculares ­ un estudio basado en datos de hospital

OBJECTIVE: Injuries sustained in motor vehicle accidents (MVAs) are a major challenge to the Jamaican healthcare system. In November 1999, Jamaica enacted legislation to make seat belt usage in motor vehicles compulsory. The effect of this policy change on seat belt usage is unclear. This study therefore sought to determine the prevalence of seat belt usage and to determine the association between exposure/non-exposure to the mandatory seat belt law and seat belt use in subjects who presented to the Accident and Emergency Department (A&E) of the University Hospital of the West Indies (UHWI) as a result of motor vehicle accidents. METHODS: Subjects were recruited from June to November 2003, post-seat belt law (POBL) period, and May to October 1999, pre-seat belt law (PRBL) period. Data collected included demographic variables, seat belt use and position of the occupants in the vehicle. RESULTS: Of the 277 patients who were eligible for inclusion, data were complete in 258 subjects, 87 in the PRBL period and 171 in the POBL period. The prevalence of seat belt use was 47% (PRBL) and 63% (POBL) respectively. There was no significant gender difference at each period. The odds of wearing seat belt in the rear of a motor vehicle were significantly lower than that of a driver (Table 3, OR 0.19, 95% CI 0.07, 0.48). Adjusting for age, gender and position in vehicle exposure, there was about 100% increase in the odds of seat belt use during the post seat belt law era (OR = 2.09, 95% CI 1.21, 3.61). CONCLUSION: It is concluded from this hospital-based study that the mandatory seat belt law legislature was associated with increased seat belt use in motor vehicle accident victims. However, current data from the Road Traffic Agency indicate that there is still an alarming number of fatalities. This clearly suggests that additional public health measures are needed to address the epidemic of motor vehicle trauma in Jamaica.

Objetivo: Las heridas producidas en accidentes en vehículos motorizados (AVM) constituyen uno de los principales desafíos para el sistema de atención a la salud en Jamaica. En noviembre de 1999, Jamaica aprobó una legislación que obligada al uso del cinturón de seguridad en vehículos motorizados. El efecto de este cambio de política sobre el uso del cinturón de seguridad no está claro. Por lo tanto, este estudio busca determinar la prevalencia del uso del cinturón de seguridad y determinar la asociación entre exposición/no exposición a la ley obligatoria de cinturón de seguridad y el uso del cinturón de seguridad en sujetos que acudieron al Departamento de Accidentes y Emergencia (A&E) del Hospital Universitario de West Indies (HUWI) como resultado de un accidente vehicular. Métodos: Los sujetos fueron reclutados de junio a noviembre de 2003, período posterior a la ley de cinturón de seguridad (PLCS), y de mayo a octubre de 1999, período anterior a la ley de cinturón de seguridad (ALCS) Los datos recopilados incluyeron las variables demográficas, el uso de cinturón de seguridad, y la posición de los ocupantes del vehículo. Resultados: De los 277 pacientes que eran elegibles para ser incluidos, se completaron los datos de 258 sujetos, 87 en el período ALCS y 717 en el período PLCS. La prevalencia del uso del cinturón de seguridad fue 47% (ALCS) y 63% (PLCS) respectivamente. No hubo diferencia significativa de género en ninguno de los períodos. Las probabilidades de uso del cinturón de seguridad fueron significativamente más bajas para los ocupantes del asiento trasero que para el conductor del auto (Tabla 3, OR 0.19, 95% CI 0.07, 0.48). Ajustando por edad, género y posición en exposición vehicular, hubo un aumento de alrededor del 100% en las probabilidades de uso del cinturón de seguridad durante la era posterior a la ley del uso del cinturón de seguridad (OR = 2.09, 95% CI 1.21, 3.61). Conclusión: A partir de este estudio basado en datos de hospital, se llegó a la conclusión de que la legislación de la ley del uso obligatorio del cinturón de seguridad, estuvo asociada con el aumento del uso del cinturón de seguridad en víctimas de accidentes con vehículos motorizados. Sin embargo, los datos actuales de la Agencia del Tráfico de Carreteras, indican que existe todavía un número alarmante de casos fatales. Esto sugiere a todas luces la necesidad de medidas de salud pública adicionales para abordar la epidemia de traumas por accidentes de vehículos en Jamaica

Seating position, seat belt wearing, and the consequences in facial fractures in car occupants

INTRODUCTION: Trauma caused by traffic accidents is among the main etiologies involved in the occurrence of facial fractures throughout the world. However, the trauma mechanisms involved are different according to the location where the study was performed, due to different conditions of development, legislation, and culture. A retrospective study was done between February 2001 and July 2006, with the purpose of determining the epidemiology and the mechanisms involved in the occurrence of facial fractures among car occupants in the metropolitan area of São Paulo. METHODS: Data were collected from 297 patients admitted with facial fractures to the emergency room of the Hospital das Clínicas, São Paulo University Medical School. Within this period, 151 individuals had been involved in traffic accidents, among which 56 (37.08 percent) were inside passenger cars. These were grouped based on the seating position that they were occupying at the time of the accident and the wearing of seat belts. Data concerning the number and location of fracture lines were obtained from the different groups, and a fracture/patient index (F/P I) was calculated to compare and make reference to the impact energy among these groups, for subsequent analysis and discussion. RESULTS: 323 fracture lines occurred among 56 patients who were car occupants. By applying the F/P I, we obtained higher values in the group of rear-seat passengers who were not wearing seat belts (7.23 fractures per patient), followed by the group of drivers not wearing seat belts (6.33 fractures per patient), the group of front-seat passengers not wearing seat belts (5.58 fractures per patient), the group of drivers wearing seat belts (5.54 fractures per patient) and, finally, the group of front-seat passengers wearing seat belts (4.00 fractures per patient). None of the rear-seat passengers was wearing seat belts. CONCLUSION: The data collected indicate that the driver position shows a high...

INTRODUÇÃO: Os traumatismos devidos a acidentes de trânsito estão entre as principais etiologias na ocorrência de fraturas de face em todo o mundo. No entanto os mecanismos de trauma são diferentes, conforme o local onde o estudo foi realizado, devido a condições de desenvolvimento, legislação e cultura 1, 2, 3, 4. Com o objetivo de se conhecer a epidemiologia e os mecanismos envolvidos na ocorrência de fraturas de face em ocupantes de automóveis na região metropolitana de São Paulo, foi realizado um estudo retrospectivo entre Fevereiro de 2001 e Julho de 2006. MÉTODO: Foram coletados dados de 297 pacientes admitidos com fraturas de face na sala de emergência do HC-FMUSP. Destes, 151 indivíduos estiveram envolvidos em acidentes de trânsito sendo que 56 (37,08 por cento) estavam dentro de automóveis. Estes últimos foram agrupados baseados na posição em que estavam sentados no veículo no momento do acidente e no uso de cintos de segurança. Dados referentes ao número e localização dos traços de fratura foram obtidos nos diferentes grupos e um índice Fraturas/Paciente (IF/P) foi idealizado para comparar e avaliar o impacto nesses grupos, e para posteriormente serem analisados e discutidos. RESULTADO: Ocorreram 323 traços de fraturas nos 56 pacientes ocupantes de carros. Aplicando-se o IF/P obtivemos maiores valores no grupo de passageiros do banco traseiro sem cinto de segurança (7,23 fraturas/ paciente), seguido pelo grupo de motoristas sem cinto de segurança (6,33 fraturas/ paciente), passageiros dianteiros sem cinto de segurança (5,58 fraturas/ paciente), motoristas com cinto de segurança (5,54 fraturas/ paciente) e por último o grupo de passageiros dianteiros com cinto de segurança (4,00 fraturas/ paciente). Nesta amostragem, não houve ocupante do banco traseiro com cinto de segurança. CONCLUSÃO: Baseado nos dados dos pacientes e nos resultados do índice foi realizada uma análise comparando-se a incidência de fraturas de face em diferentes...

Maternal knowledge, attitude and practice of safety belt use during pregnancy at Srinagarind Hospital.

From January 2002 to July 2002, 260 pregnant women of more than 20 weeks gestation at the antenatal care unit of Srinagarind Hospital, who fulfilled the criteria and had signed consent forms, and had answered the structured questionnaires. This cross sectional study showed that 230 women (88.5%) had an acceptable level of knowledge. Only 85 pregnant women (32.7%) had received information about safety belt use during pregnancy and mostly from books or magazines. There were 97, 154, and 9 pregnant women (37.3%, 59.2%, and 3.5%) who had a good, fair and poor attitude about safety belt use during pregnancy. Prevalence of safety belt use during pregnancy was 93.5 per cent and 17 pregnant women (6.5%) never used it during pregnancy. The most frequent reason for not wearing safety belt was discomfort. Two hundred and twenty pregnant women (90.5%) identified the correct position of safety belt use.

Aspectos epidemiológicos das condiçöes de segurança e acuidade visual em condutores de veículo de Uberaba, Minas Gerais, 1996 / Epidemiological aspects on safety condition and visual acuity among vehicles drivers in Uberaba, Minas Gerais, 1996

A partir de trabalho integrado entre a Policia Rodoviária Federal, o Departamento Nacional de Estradas e Rodagem e a Faculdade de Medicina do Triângulo Mineiro, realizou-se estudo das condiçöes de segurança em veículos e da acuidade visual de motoristas que trafegavam em rodovias próximas ao município de Uberaba, MG. Entre 260 motoristas, observou-se que 27,3 por cento näo usavam cinto de segurança; 19,7 por cento näo apresentavam faroletes, farois e lanternas em condiçöes adequadas; 14,1 näo usavam luz de freio; 9,8 por cento näo tinham, em seus veículos, o funcionamento de setas; 37,7 por cento apresentavam alteraçöes visuais no olho direito e 41,2 por cento no olho esquerdo. Entre os que usavam correçäo visual, 43,9 por cento estavam com correçäo inadequada.

Safer roads for children in the United Arab Emirates

A study was conducted to obtain a representative view of the parents of primary school children regarding which strategies should be employed to reduce the toll of road traffic accidents in the United Arab Emirates. A cross-sectional population-based study was conducted in Al-Ain, UAE, in which parents were asked to give their suggestions on how to make the roads safer for their children. Strategies aimed at reducing vehicle speed, improved personal driving, adherence to existing rules, and driver and pedestrian education were regarded as paramount. There is widespread awareness of road safety problems in the country and the public appears ready to accept major safety initiatives by government agencies

Prevalencia del uso del cinturón de seguridad en tres sectores del área oriente de Santiago / Prevalence of the use of seat belts in 3 sectors of the eastern area of Santiago

Se estudia el uso del cinturón de seguridad por parte de pilotos y copilotos en automóviles particulares, en 3 sectores del área oriente de Santiago. Se registran 5.136 vehículos particulares y se entrevistan a 963 pilotos y 569 copilotos. El porcentaje de uso general encontrado fué de 23,2% para el piloto y de un 16,8% para el copiloto. Destaca la baja para el piloto en comparación a lo encontrado en un estudio similar hace un año que era de 35,4%, diferencia que es estadísticamente significativa. El porcentaje de uso sube en relación a la escolaridad, de un 8,3% con educación básica a un 18,1% con educación media y un 27,3% con escolaridad superior. Se estudia el uso del cinturón por parte del piloto al ir sólo que es de un 20,1%, con copiloto de 23,7%, con copiloto y acompañantes 28,7% y acompañante solamente de un 39,3% Se estudian otras relaciones según edad, sexo, día hábil o festivo, no encontrándose diferencias significativas