Voluntary and mandatory use of face mask by pedestrians in Guatemala City during the COVID-19 pandemic / Uso voluntario y obligatorio de mascarilla por peatones en la ciudad de Guatemaladurante la pandemia de COVID-19

The COVID-19 pandemic has currently affected more than 200 countries and caused around four million cases. Face masks are recommended for preventing the contagion. The Guatemalan government issued a decree for the mandatory use of face masks in public places. In order to find out the frequency of voluntary and mandatory use of face masks by Guatemalans we conducted a case study divided in two episodes (pre and post mandatory use decree) by driving a 27.8 km car transect through 11 of the 22 zones of Guatemala City and observing the use of face mask by pedestrians walking on the sides of the transect. Pedestrians were visually classified by age category (children [< 12 years], juveniles [12-21 years], adults [21-65 years] and elders [> 65 years]) and gender. During the pre-decree observation, we registered 476 individuals using a face masks and 674 not using or using them improperly. During the post-decree observation, we registered 797 individuals using face masks and 211 not using or using them improperly. In general, the frequency of face mask use was higher in the post-decree sample. Males used face masks less frequently than females, especially the elders and especially before the use became mandatory. Although the mandatory use decree managed to increase the frequency of the use of the face mask, there is a portion of the population that is not using it or that is using it improperly, so this should be considered by the health authorities who are dealing with the COVID-19 pandemic.

a pandemia de COVID-19 ha afectado actualmente a más de 200 países y causado alrededor de cuatro millones de casos. Se recomienda el uso de mascarillas faciales para prevenir el contagio. El gobierno de Guatemala emitió el decreto 6-2020 para el uso obligatorio de mascarilla en lugares públicos. Para determinar la frecuencia del uso voluntario y obligatorio de la mascarilla por parte de los guatemaltecos, se realizó un estudio de caso dividido en dos episodios (pre-decreto y post-decreto), recorriendo un transecto de 27.8 km en 11 de las 22 zonas de la ciudad de Guatemala y observando el uso de mascarilla por los peatones que caminaban a los lados del transecto. Los peatones se clasificaron visualmente por categoría de edad (niños [< 12 años], jóvenes [12-21 años], adultos [21-65 años] y adultos mayores [> 65 años]) y sexo. Durante el recorrido pre-decreto, observamos 476 personas usando mascarilla y 674 que no la utilizaban o la utilizaban incorrectamente. Durante el recorrido post-decreto, observamos 797 personas utilizando mascarilla y 211 que no la utilizaban o la utilizaban incorrectamente. En general, la frecuencia de uso de la mascarilla aumentó, luego de publicado el decreto. Los hombres usan mascarilla en menor proporción que las mujeres, sobre todo antes de publicarse el decreto. Aunque el decreto de uso obligatorio logró aumentar la frecuencia de uso de la mascarilla, todavía hay una parte de la población que no la está utilizando o que la está utilizando de manera incorrecta por lo que esto debe ser considerado por las autoridades de salud que están lidiando con la pandemia.

Siniestros de tránsito de las personas mayores en Chile entre los años 2008 y 2017: estudio descriptivo / Road traffic accidents of the elderly in Chile between the years 2008-2017: a register-based descriptive study

OBJETIVO: Determinar si las personas mayores tienen mayor tasa de sufrir siniestros de tránsito, de fallecer o de lesionarse en estos, en comparación con personas adultas en Chile entre los años 2008 y 2017. MÉTODO: Se utilizaron las bases de datos de la Comisión Nacional de Seguridad de Tránsito de los últimos 10 años y los datos de habitantes según las proyecciones realizadas por el Instituto Nacional de Estadística. Se calcularon las medidas de efecto e intervalos de confianza del 95%. RESULTADOS: Las personas mayores en Chile tuvieron 0,5 veces la tasa de sufrir un siniestro de tránsito; 0,6 veces la tasa de lesionar y 1,3 veces la tasa de fallecer en un siniestro de tránsito que presentan las personas adultas. Antofagasta y Arica fueron las regiones con menor y mayor ocurrencia de fallecimientos de personas mayores. Las principales causas de siniestro fueron la imprudencia del conductor y peatón, las que a su vez presentaron 1,6 y 2,6 veces la tasa de fallecimiento en personas adultas. De los principales tipos de siniestros, sólo en los atropellos las personas mayores tuvieron mayor ocurrencia de muerte (razón de tasas 2,4). CONCLUSIONES: Confirma la mayor vulnerabilidad a fallecer en un siniestro de tránsito de las personas mayores. Se aprecian grandes diferencias a través de las diversas regiones del país. Las futuras investigaciones deben abordar las características de los usuarios, las estrategias que podrían ayudar a estos a tener una mejor interacción y promover la salud con foco en la seguridad vial en las personas mayores.

OBJECTIVE: To determine if older adults in Chile have higher rates of traffic incidents, resulting in death or injury when compared to younger adults between 2008 and 2017. METHODS: The databases of the National Traffic Safety Commission of the last ten years and the data of inhabitants according to the projections made by the National Statistics Institute were used. Effect measures and 95% confidence intervals were calculated. RESULTS: The elderly in Chile had 0.5 times the rate of suffering a traffic accident, 0.6 times the rate of injury, and 1.3 times the rate of dying in a traffic accident when compared against non-elderly adults. Antofagasta and Arica were the regions with the lowest and highest occurrence of death for older adults, respectively. The leading causes of traffic accidents were the imprudence of the driver and pedestrian, which presented 1.6 and 2.6 times the death rate when compared against non-elderly adults. Of the main types of traffic accidents, only when the pedestrian was hit by a vehicle, the elderly had a higher occurrence of death (rate ratio 2.4). CONCLUSIONS: Older adults presented a greater vulnerability to death by traffic accidents. Substantial differences are seen across different regions. Future research should address the characteristics of the users, the strategies that could help them to have better interaction, and promote health with a focus on road safety for older people.

Atendimento de urgência e emergência a pedestres lesionados no trânsito brasileiro / Urgent and emergency care for pedestrians injured in Brazilian traffic

Resumo O objetivo do artigo foi descrever o perfil epidemiológico de pedestres que sofreram lesões no trânsito, atendidos em unidades de urgência e emergência participantes do VIVA Inquérito de 2014 e a caracterização desses eventos e de suas consequências para essas vítimas. Trata-se de um estudo transversal realizado no período de setembro a novembro de 2014 em 24 capitais brasileiras e no Distrito Federal. Foram analisadas variáveis que caracterizam a vítima, o acidente e sua gravidade e a evolução do caso. Foram calculadas frequências simples e relativas. Realizou-se análise bivariada segundo sexo e faixa etária. Para verificar a independência entre as variáveis, empregou-se o teste de Rao-Scott, com um nível de significância de 5%. Os resultados mostram que 34,3% dos atendimentos foi de indivíduos na faixa etária de 20 a 39 anos, 54,2% de pessoas de cor parda, 35,9% de indivíduos com até 4 anos de escolaridade. Os atropelamentos ocorreram principalmente à noite (33,6%) e à tarde (31,3%). Em todos os grupos etários a maior parte dos casos evoluiu para a alta, mas 41,6% dos idosos (60 anos ou mais) necessitaram de internação hospitalar. Destaca-se a necessidade de investimentos públicos priorizando a circulação de pedestres no planejamento do trânsito e da infraestrutura das vias.

Abstract This paper aimed to describe the epidemiological profile of pedestrians injured in traffic accidents treated at urgent and emergency facilities participating in the 2014VIVA Survey and the characterization of these events and consequences for these victims. This is a cross-sectional study conducted in the period from September to November 2014 in 24 Brazilian state capitals and the Federal District. We analyzed variables that characterize the victim, the accident and its severity and case outcome. We calculated simple and relative frequencies and performed a bivariate analysis by gender and age group. We used the Rao-Scott test with a 5% significance level in order to verify the independence of variables. Results show that 34.3% of attendances were for individuals aged 20–39 years, 54.2% had brown skin and 35.9% of individuals had up to 4 years of schooling. Run-overs occurred mainly at night (33.6%) and in the afternoon (31.3%). Most cases resulted in discharge in all age groups, but 41.6% of the elderly (60 years and over) required hospitalization. We stress the need for public investment, prioritizing pedestrian circulation in traffic and road infrastructure planning.

Transport accident mortality in Chile: trends from 2000 to 2012 / A mortalidade por acidentes de transporte em Chile: tendências de 2000 a 2012

Abstract The aim of this study is to describe the trends of transport accident mortality in Chile from 2000 to 2012 by year, geographic distribution, gender, age group, and type of accident. Population-based study. Data for transport accident mortality in Chile between 2000 and 2012 were used. The crude and adjusted per region transport accident mortality rates were calculated per 100,000 inhabitants. The annual percentage change (APC) of the rates and relative risks (RR) were calculated. The average transport accident mortality rate (TAMR) in Chile (2000-2012) was 12.2. The rates were greater in men (19.7) than in women (4.8), with a RR of 4.1. The rates were higher in the country's southern zone (15.9), increasing in recent years in the southern zone, with a significant positive APC in the northern and central zones. The Maule region had the highest rate (21.1), although Coquimbo was the region with the most significant APC (2.2%). The highest rate (20.3) was verified in the 25-40 age group. The highest rate (14.3) was recorded in 2008. The most frequent type of accident was pedestrian. In general the APC trends of the rates are increasing significantly. This, added to rapid annual automotive growth, will only exacerbate mortality due to transport accidents.

Resumo O objetivo deste estudo é descrever as tendências da mortalidade por acidente em transporte no Chile, entre 2000-2012, por ano, distribuição geográfica, gênero, idade e tipo de acidente. Estudo populacional. Foram usados dados de mortalidade por acidentes de transporte entre 2000-2012. Taxas brutas e ajustadas de mortalidade por acidentes no transporte por região foram calculadas por 100.000 habitantes. A variação percentual anual (APC) da taxa e os riscos relativos (RR) foram calculados. A taxa média de mortalidade por acidentes no transporte (TAMR) no Chile (2000-2012) foi de 12,2. As taxas dos homens (19.7) foram maiores que as das mulheres (4.8), com RR de 4.1. As taxas foram mais elevadas no sul do país (15.9), apresentando crescimento nos últimos anos, com uma APC significativa e positiva nas áreas norte e central. A região de Maule teve a maior taxa (21.1), embora a de Coquimbo tenha apresentado APC (2.2%) significativa. A taxa mais elevada (20.3) foi verificada no grupo de 25-40 anos. Em 2008 foi registrada a taxa mais elevada (14.3). O tipo mais frequente de acidente é o que envolve pedestres. Em geral, a APC tende a apresentar crescimento significativo. Isto, somado a um rápido crescimento automotivo anual, só irá agravar a mortalidade por acidentes de transporte.