Incidence Of Road Traffic Injuries Research Articles

A novel correction method for modelling parameter-driven autocorrelated time series with count outcome

BackgroundCount time series (e.g., daily deaths) are a very common type of data in environmental health research. The series is generally autocorrelated, while the widely used generalized linear model is based on the assumption of independent outcomes. None of the existing methods for modelling parameter-driven count time series can obtain consistent and reliable standard error of parameter estimates, causing potential inflation of type I error rate.MethodsWe proposed a new maximum significant ρ correction (MSRC) method that utilizes information of significant autocorrelation coefficient ρ estimate within 5 orders by moment estimation. A Monte Carlo simulation was conducted to evaluate and compare the finite sample performance of the MSRC and classical unbiased correction (UB-corrected) method. We demonstrated a real-data analysis for assessing the effect of drunk driving regulations on the incidence of road traffic injuries (RTIs) using MSRC in Shenzhen, China. Moreover, there is no previous paper assessing the time-varying intervention effect and considering autocorrelation based on daily data of RTIs.ResultsBoth methods had a small bias in the regression coefficients. The autocorrelation coefficient estimated by UB-corrected is slightly underestimated at high autocorrelation (≥ 0.6), leading to the inflation of the type I error rate. The new method well controlled the type I error rate when the sample size reached 340. Moreover, the power of MSRC increased with increasing sample size and effect size and decreasing nuisance parameters, and it approached UB-corrected when ρ was small (≤ 0.4), but became more reliable as autocorrelation increased further. The daily data of RTIs exhibited significant autocorrelation after controlling for potential confounding, and therefore the MSRC was preferable to the UB-corrected. The intervention contributed to a decrease in the incidence of RTIs by 8.34% (95% CI, -5.69–20.51%), 45.07% (95% CI, 25.86–59.30%) and 42.94% (95% CI, 9.56–64.00%) at 1, 3 and 5 years after the implementation of the intervention, respectively.ConclusionsThe proposed MSRC method provides a reliable and consistent approach for modelling parameter-driven time series with autocorrelated count data. It offers improved estimation compared to existing methods. The strict drunk driving regulations can reduce the risk of RTIs.

Prediction of the burden of road traffic injuries in Iran by 2030: Prevalence, death, and disability-adjusted life years

PurposeRoad traffic accidents pose a global challenge with substantial human and economic costs. Iran experiences a high incidence of road traffic injuries, leading to a significant burden on society. This study aims to predict the future burden of road traffic injuries in Iran until 2030, providing valuable insights for policy-making and interventions to improve road safety and reduce the associated human and economic costs. MethodsThis analytical study utilized time series models, specifically autoregressive integrated moving average (ARIMA) and artificial neural networks (ANNs), to predict the burden of road traffic accidents by analyzing past data to identify patterns and trends in Iran until 2030. The required data related to prevalence, death, and disability-adjusted life years (DALYs) rates were collected from the Institute for Health Metrics and Evaluation database and analyzed using R software and relevant modeling and statistical analysis packages. ResultsBoth prediction models, ARIMA and ANNs indicate that the prevalence rates (per 100,000) of all road traffic injuries, except for motorcyclist road injuries which have an almost flat trend, remaining at around 430, increase by 2030. Based on estimations of both models, the rates of death and DALYs due to motor vehicle and pedestrian road traffic injuries decrease. For motor vehicle road injuries, estimated trends decrease to approximately 520 DALYs and 10 deaths. Also, for pedestrian road injuries these rates reached approximately 300 DALYs and 6 deaths, according to the models. For cyclists and other road traffic injuries, the predicted DALY rates by the ANN model increase to almost 50 and 8, while predictions conducted by the ARIMA model show a static trend, remaining at 40 and approximately 6.5. Moreover, these rates for the prediction of death rate by the ANN model increased to 0.6 and 0.1, while predictions conducted by the ARIMA model show a static trend, remaining at 0.43 and 0.07. According to the ANN model, the predicted rates of DALY and death for motorcyclists decrease to 100 and approximately 2.7, respectively. On the other hand, predictions made by the ARIMA model show a static trend, with rates remaining at 200 and approximately 3.2, respectively. ConclusionThe prevalence of road traffic injuries is predicted to increase, while the death and DALY rates of road traffic injuries show different patterns. Effective intervention programs and safety measures are necessary to prevent and reduce road traffic accidents. Different interventions should be designed and implemented specifically for different groups of pedestrians, cyclists, motorcyclists, and motor vehicle drivers.

Road traffic injuries and associated mortality in the Islamic Republic of Iran.

Road traffic accidents are a major public health problem globally, causing millions of injuries, deaths and disabilities, and a huge loss of financial resources, especially in low- and middle-income countries. To determine the incidence of road traffic injuries and associated mortality from 1997 to 2020 in the Islamic Republic of Iran. This retrospective study used data from the Legal Medicine Organization of the Islamic Republic of Iran to estimate the annual rates of road traffic injuries and associated mortality from 21 March 1997 to 20 March 2020. The data were analysed using STATA version 14 and the annual rates are reported per 100 000 population. During the study period, 5 760 835 road traffic injuries and 472 193 deaths were recorded in the Islamic Republic of Iran. The mortality rate increased from 22.4 per 100 000 in 1997 to 40 per 100 000 in 2005 and decreased to 18.4 per 100 000 in 2020. The injury rate increased from 111.1 per 100 000 in 1997 to 394.9 per 100 000 in 2005. It decreased in 2006 and 2007 and increased from then until 2010, finally reaching 331.8 per 100 000 in 2020. The male to female ratio for road traffic mortality was 3.9 in 1997 and 4.6 in 2020. The case fatality rate was highest (20.1%) in 1997 and decreased to 5.6% in 2020. Continuous interventions are needed to reduce the burden of road traffic injuries and associated mortality in the Islamic Republic of Iran.

Socio-demographic corelation of traumatic brain injury patients at a tertiary care centre of northern India

India has a limited and evolving health infrastructure. A vast majority of rural and distant population are unable to access good quality treatment due to limited number of tertiary care centres in the country. Information from National Crime Records Bureau (NCRB) reveals that nearly 500000 deaths occur every year due to injuries and 1/3 of them are due to Road Traffic Injuries (RTI). Trauma in general and traumatic brain injury (TBI) in particular poses a major public health crisis in India and in many developing countries. TBI causes significant number of deaths, disabilities and socio-economic losses. Selected 150 head injury patients admitted under the Department of Neurosurgery, Trauma Centre, Institute of Medical Sciences (IMS), Banaras Hindu University (BHU), Varanasi, UP, India. The peak incidence of head injury was observed in the younger population, male deceased outnumbered female, most common cause for TBIs was RTI followed by fall from height, most of the victims had rural background, among victims students were in highest number and most belonged to low to middle income group family.Trauma is not a 100% preventable problem but accidental deaths are preventable and the incidence of RTIs can be minimized by creating due attention in public. Global experience clearly indicates that road traffic injuries are amenable to prevention and require systematic approaches. Burden of disability can also be minimized by increasing rehabilitation services. Government should step in for implementation of traffic safety rules and driving regulations, efficient transport system for accidents victims and instructions for strict governance.

Increasing rate of road traffic accidents in Sub Saharan Africa, an issue of negligence or carelessness? Case study, Cameroon

Objective: Road traffic injuries (RTIs) have over the years been on the rise with most casualties coming from the African region, even though they possess and utilize less cars than the developed countries. The purpose of this paper was to highlight the government's and civilians' negligence and carelessness in reducing the incidence of RTIs in Africa, using Cameroon as a case study. Methods of Review: This paper examined various literature searches from Science Direct, PubMed, World Health Organization official reports, Ministry of Public Health Cameroon reports, United Nations Population Fund (UNFPA), Centre for Disease Control and Prevention (CDC), and Scopus. Results: The burden of RTIs is not only felt medically but economically as most victims are often left to cater for their injuries from their personal expenses with little or no government assistance. Although there is a significant lack of data on the exact number of deaths related to road traffic accidents due to poor reporting systems, a variety of factors account for this including; unequitable resource distribution, lack of well-trained paramedics, mismanaged funds, and improper, control, and management of existing road traffic policies. Conclusion: The steady rise in RTIs in Cameroon has cut short the lives of most young people, adversely affected Quality of Life, increased economic burden, we are confident that the best approach to reducing the fatality rate from road accidents is by reviewing and amending policies governing transport systems in Cameroon.

Road traffic injuries: psychological and social aspects

Introduction. Despite the positive trend in recent years, the incidence of road traffic injuries and deaths from it remains high, significantly higher than in developed countries. The economic significance of the problem is determined by the high level of disability among the victims, and by the fact that a significant part of them are people of working age. The following factors contribute to the occurrence and certain outcomes of road accidents: people (behavior, health, psychological state of road users); vehicle condition; environment (road infrastructure); the state of organization of medical care for victims (including the possibility and readiness of participants and witnesses of road accidents to provide first aid). The objective was to analyze the level of driving culture and the readiness of drivers to provide first aid based on the results of self-assessment. Methods and materials. The main research method was a sociological survey, which was conducted on the basis of the Google Forms survey administration program. The survey was conducted among the population of St. Petersburg and the Leningrad region. The questionnaire developed for the study included 29 questions. All questionnaires were encrypted and processed using the Excel and Statistica 10 statistical applications. Results. Assessing their level of knowledge of the rules of the road, most of the respondents considered it as average (45.3 %) and above average (34.0 %). Only 7.5 % considered it as high. Every third (34.2 %) respondent was a participant in an road accident (including 4.9 % – road accidents with victims). 45.3 % of respondents assessed the level of driving culture as average; 39.6 % – rather low; and only 5.7 % – as rather high. The majority (83.0 %) of drivers always used seat belts. Among drivers with children, 11.8 % did not have special child restraints. 10.4 % of respondents did not have a first aid kit in their car. The readiness of drivers to provide first aid was low. Only 26.9 % of the respondents confidently answered that they could provide first aid for the victims. Conclusions. The problem of preventing road accidents and reducing mortality from them can only be solved using a systematic approach, including optimization of traffic organization, improvement of road infrastructure, condition of vehicles, improvement of the organization of medical care for victims, etc. However, the central place should be given to cultivating the culture of all road users, psychological readiness to comply with traffic rules, providing first aid.

Health-Care Facilities and Road Traffic Injuries in Thiruvananthapuram City

Background: Road traffic injuries (RTIs) are a growing public health concern in India. Despite good health infrastructure and better-connected roads, Kerala has the fifth highest incidence of RTI in India. The spatiotemporal analysis of RTI in Trivandrum is undertaken in this context. Methods: RTI data for 2016 was obtained from the State Crime Records Bureau, Thiruvananthapuram and the population data were taken from the Census 2011. Spatial statistical analysis was used to look for geographical distribution and spatiotemporal clustering of RTIs. Health-care facilities providing emergency trauma care services in the city were identified from secondary sources. Results: A total of 2,319 people, including pedestrians, got injured in 1,926 accidents in Thiruvananthapuram city in 2016. A Moran’s I value of 0.23 signifies spatial autocorrelation (clustering) of RTIs in Trivandrum. The rates of RTIs were significantly high among senior citizens, male sex, two-wheeler users, and during daytime. Most deaths (48.2%) occur among the active age group of 30 to 60 years. A severity map was generated and using LISA, local hotspots were identified. Eight significant cluster locations were identified among the 100 wards. The mean distance from the accident hotspots to the nearest health-care facility was 1.2 km for the public and private facilities. Conclusion: There is a significant spatial-temporal clustering of RTIs in Thiruvananthapuram city. Proportionally higher deaths occur among pedestrians, 2-wheeler users, and women, which needs further exploration. The study results could be used to plan and build RTI prevention strategies in Thiruvananthapuram city

Burden of road traffic injuries in Iran: a national and subnational perspective, 1990−2019

ObjectivesReliable and valid information on burden of road traffic injuries (RTIs) is essential for short-term and long-term planning. We designed the present study to describe the levels and trends of...

Road traffic injuries in Tanzanian children and adolescents: A cross-sectional household survey

ObjectiveTo measure annual rates of road traffic injuries (RTI) and to describe the characteristics of road traffic crashes experienced by children and adolescents in Tanga, Tanzania. MethodsWe conducted a cross-sectional household survey using geospatial population-weighted sampling in the city of Tanga in northern Tanzania. Data were collected in February and March of 2022. We report 12-month rates of road traffic crashes and RTI (reported by adult caregivers) among children and adolescents <18 years of age. ResultsA total of 2,794 adult respondents reported data on 6563 children and adolescents, among whom, 180 were reported to have experienced road traffic crashes in the past 12 months (crash incidence: 27.4 per 1,000 children, 95%CI 23.5-31.4) and 158 sustained injuries (RTI incidence: 24.1 per 1000 children, 95%CI 20.4-27.8). Almost a quarter of RTI (23%) were reported to be major (resulting in ≥30 days of missed activities). RTI was higher among adolescents (13-17 years) than children <5 years (21.5 vs. 14.1 per 1,000, p=0.039). Few children always or sometimes wore helmets when riding on motorcycles/motorbikes (12.8%) or wore safety restraints/seat belts in cars or other vehicles (11.9%). ConclusionThe high rate of road traffic crashes and RTI observed among children and adolescents in a medium-sized city in Tanzania underscores the urgent need to improve road safety and increase use of safety equipment in low resource settings.

Use of a capture-recapture statistical model to assess morbidity and mortality of road traffic accidents in Gaza Strip: a retrospective study

BackgroundIn low-income and middle-income countries, road traffic injuries (RTIs) are commonly under-reported. In this study I estimated the incidence of RTIs and RTI deaths in Gaza Strip using the capture-recapture method. MethodsAll data registered on RTIs and RTI deaths from Jan 1 to Dec 31, 2018, were obtained from police records and Palestinian Ministry of Health hospital records. Linked data from these two sources are available through a web-based registry. When possible, records in the two sets of records were linked by an identification number. I used the Chapman formula of capture-recapture to estimate the numbers of RTIs and RTI deaths: (R=[(R1 + 1)(R2 + 1)/(r+1)]–1). FindingsThe Ministry of Health hospital and the traffic police registries included 1722 and 1356 records, respectively. 970 records could be linked. Although the Ministry of Health hospital records reported more RTIs, fewer than the police records contained information about the injury type and vehicle involved (1053 [61%] vs 1302 [96%] and 849 [49%] vs 1139 [84%], respectively. Most individuals involved in RTIs were men (1313 [76%] in hospital records and 1039 [77%] in police records). 684 (40%) individuals in the hospital records and 516 (38%) in the police records were younger than 15 years and 712 (41%) and 541 (40%), respectively, were in the 15–35-year age group. Most (523 [94%]) of the linked RTIs involved four-wheeled vehicles. The number of RTIs estimated by the Chapman method was 2407 (95% CI 2354–2460), meaning that hospital records captured 72% and police records captured only 56%. The hospital and police records included 16 and 57 deaths, respectively, 14 of which had linked records. Of these deaths, 29 (51%) in the police records and 10 (62%) in the hospital records involved people younger than 15 years, and 45 (79%) and 16 (100%), respectively involved four-wheeled vehicles. The total number of fatalities estimated by the Chapman method was 65 (95% CI 55–74). Therefore, the hospital records captured only 25% whereas police records captured 88%. The population of Gaza Strip in 2018 was 1 932 843 in 2018. Thus, based on the estimated values, the incidence of RTIs would have been 125 per 100 000 population and that for RTI deaths fatalities would have been 3·4 per 100 000 population. InterpretationThe capture re-capture method has some methodological biases, such as it requires an equal probability of capture between data sources, perfect linkage of data from data sources, and closed populations. However, it might be a powerful tool to improve estimates of the incidence of RTIs and RTI deaths where reporting is incomplete. Neither the Ministry of Health hospital nor the police registry independently provided accurate numbers. Both registries should be strengthened to provide reliable information not only on numbers but also on crash circumstances, injury patterns, road users, vehicles involved, and behavioural risk factors. Reporting of injury cause, manifestation, location, severity, and type could be improved by use of a standardised systems, such as ICD-10 codes. FundingNone.

Relationship between mobility and road traffic injuries during COVID-19 pandemic-The role of attendant factors.

This study investigates the important role of attendant factors, such as road traffic victims' access to trauma centres, the robustness of health infrastructure, and the responsiveness of police and emergency services in the incidence of Road Traffic Injuries (RTI) during the pandemic-induced COVID-19 lockdowns. The differential effects of the first and second waves of the pandemic concerning perceived health risk and legal restrictions provide us with a natural experiment that helps us differentiate between the impact of attendant factors and the standard relationship between mobility and Road Traffic Injuries. The authors use the auto-regressive recurrent neural network method on two population levels-Tamil Nadu (TN), a predominantly rural state, and Chennai, the most significant metropolitan city of the state, to draw causal inference through counterfactual predictions on daily counts of road traffic deaths and Road Traffic Injuries. During the first wave of the pandemic, which was less severe than the second wave, the traffic flow was correlated to Road Traffic Death/Road Traffic Injury. In the second wave's partial and post lockdown phases, an unprecedented fall of over 70% in Road Traffic Injury-Grievous as against Road Traffic Injury-Minor was recorded. Attendant factors, such as the ability of the victim to approach relief centres, the capability of health and other allied infrastructures, transportation and medical treatment of road traffic crash victims, and minimal access to other emergency services, including police, assumed greater significance than overall traffic flow in the incidence of Road Traffic Injury in the more severe second wave. These findings highlight the significant role these attendant factors play in producing the discrepancy between the actual road traffic incident rate and the officially registered rate. Thus, our study enables practitioners to observe the mobility-adjusted actual incidence rate devoid of factors related to reporting and registration of accidents.

Identification of Factors Affecting Road Traffic Injuries Incidence and Severity in Southern Thailand Based on Accident Investigation Reports

Thailand has the second-highest rates of road traffic mortality globally. Detailed information on the combination of human, vehicle, and environmental risks giving rise to each incident is important for addressing risk factors holistically. This paper presents the result of forensic road traffic investigation reports in Thailand and determines risk factor patterns for road traffic injuries. Detailed forensic reports were extracted for 25 serious traffic accident events. The Haddon matrix was used to analyze risk factors in three phases stratified by four agents. The 25 events analyzed involved 407 victims and 47 vehicles. A total of 65.8% of victims were injured, including 14.5% who died. The majority (66.1%) of deaths occurred at the scene. Human-error-related factors included speeding and drowsiness. Passenger risks included not using the seat belt, sitting in the cargo area and the cab of pickups. Overloaded vehicles, unsafe car modifications, no occupant safety equipment and having unfixed seats were vehicular risks. Environmental risks included fixed objects on the roadside, no traffic lights, no guard rails, no traffic signs, and road accident black spots. At present, traffic accidents cause much avoidable severe injury and death. The outcome of this paper identifies a number of preventable risk factors for traffic injury, and importantly examines them in conjunction. Road traffic safety measures need to consider how human, vehicle, and environmental risks intersect to influence injury likelihood and severity. The Haddon matrix is useful in identifying these pre- and post-accident risk factors. Furthermore, the sustainable preventions of road traffic injury need to address these risks together with active law enforcement.

Prevalence and prevention of traffic injury among children in 28 counties of 6 provinces in China, 2017

Objective: To investigate the incidence of traffic injuries among children aged 0-17 years in 28 counties of 6 provinces and to provide prevention suggestions. Methods: Using the general survey method, a questionnaire survey was conducted on the road traffic injuries of children in 28 counties of 6 provinces in 2017. Results: A total of 204 628 students were surveyed, 908 of whom had experiences of road traffic injuries. Road traffic injuries were 0.44% among children in 28 counties of 6 provinces in China and 0.94% among children who did not attend kindergartens. July is a high incidence period of road traffic injuries among children (12.92%). When children suffer from road traffic injuries, the first three activities were playing (21.61%), riding an electric bicycle (20.40%), walking (20.07%). Most injuries appeared as contusion/abrasion, accounting for 42.26% of the total cases. The injured parts were mainly lower limbs, upper limbs, and heads, accounting for 38.85%, 23.29%, and 20.20%. Most children with road traffic injuries recovered after related treatments, accounting for 85.43% of all cases. The median length of hospital stay of children with road traffic injuries was seven days, and the median expense in hospitals was 3 000 Yuan (RMB). Conclusions: The incidence of road traffic injuries among males appeared higher than females, and the children who did not attend the kindergartens were the highest. During playing, riding an electric bicycle and walking were the top three activities prone to road traffic injuries.

Effect of COVID-19 on epidemiological characteristics of road traffic injuries in Suzhou: a retrospective study

BackgroundTo present the new trends in epidemiology of road traffic injuries (RTIs) during the Coronavirus disease 2019 (COVID-19) pandemic in Suzhou.MethodsPre-hospital records of RTIs from January to May in 2020 and the same period in 2019 were obtained from the database of Suzhou pre-hospital emergency center, Jiangsu, China. Data were extracted for analysis, including demographic characteristics, pre-hospital vital signs, transport, shock index, consciousness, pre-hospital death. A retrospective study comparing epidemiological characteristics of RTIs in Suzhou during the 5-month period in 2020 to the parallel period in 2019 was performed.ResultsA total of 7288 RTIs in 2020 and 8869 in 2019 met inclusion criteria. The overall volume of RTIs has statistical difference between the 2 years (p < 0.001), with fewer RTIs in 2020 compared with 2019. Electric bicycle related RTIs increased during the pandemic (2641, 36.24% vs 2380, 26.84%, p < 0.001), with a higher incidence of RTIs with disorder of consciousness (DOC) (7.22% vs 6.13%, p = 0.006).ConclusionsUnder the impact of COVID-19, the total number of RTIs in Suzhou from January to May 2020 decreased. This observation was coupled with a rise in electric bicycle related injuries and an increase in the incidence of RTIs with DOC.

Epidemiological characteristics of road traffic injuries accepted by Shenzhen Emergency Center from 2010 to 2018

Objective To investigate the current situation of road traffic injuries (RTI) among the population in Shenzhen from 2010 to 2018, and to provide references and suggestions for improving road traffic safety related policies and traffic injures prevention in Shenzhen. Methods Retrospective analysis was performed on the RTI data accepted by the Emergency Comprehensive Information Query Platform of Shenzhen Emergency Center from 2010 to 2018, and statistics were made on the overall situation, population characteristics, time, regional distribution and severity of RTI in Shenzhen. Results From 2010 to 2018, there were 79 369 cases of RTI in Shenzhen, and the ratio of injuries to instant deaths was 79.66∶1. The incidence of RTI in Shenzhen Emergency Center was generally decreasing (χtrend2=8.200, P=0.004), and the on-site death rate was also showed a decreasing (χtrend2=4.604, P=0.032) trend. The incidence rate of male was 478.90 per 100 000, which was higher than that of female (223.92 per 100 000, χ2=92.823, P Conclusion According to the epidemiological characters from 2010 to 2018, the key points to preventing and controlling RTI would be: improving the road traffic management system; improving the traffic safety awareness of the key crowds; strengthening the roads regulation during the rush hours; deploying the emergency resources more rationally; shorting the emergency response time; improving the first aid system and service mode; and developing scientific precautionary measures.

Geographical mapping of road traffic injuries in Lilongwe, Malawi.

Road traffic injuries are a leading cause of death and disability, especially in low- and middle-income countries. Identifying injury hotspots are valuable for introducing preventive measures. This is usually accomplished by using police data, but these are often unreliable in low-income countries. This study aimed to identify hotspots for injuries by collecting geographical data in the emergency room. This was a cross-sectional study of adult road traffic injury patients presenting to the Casualty Department in the central hospital in Lilongwe, the capital of Malawi. An electronic tablet with downloaded maps and satellite photos was used to establish the exact location of the injuries. The geographical data were analyzed with geographic information software. We included 1244 road traffic injured patients, of which 23.9% were car passengers or drivers, 18.6% were motorcyclists, 17.8% were pedestrians and 18.0% were cyclists or bicycle passengers. Heatmaps of the injuries identified 5 locations where the incidence of injuries was especially high, and 148 patients were injured in these hotspots during the 90 days of inclusion. Four of these hotspots were along the main road through the capital. Age over 55, rural setting, alcohol use before the injury, high speed limit at the site of injury and being a pedestrian or motorcyclist were significantly associated with a higher degree of injury severity. Around half of the patients that were injured in a four-wheeled vehicle did not use a seat belt, and these patients had a much higher risk of getting a more severe injury. We have identified specific locations with a high incidence of road traffic injuries in Lilongwe, Malawi, with a simple methodology and within a short time frame. The study demonstrates the feasibility of collecting geographical data at admission to hospital.

Social and environmental risk factors for road traffic injuries among children under five in rural China.

Background:Road traffic injuries (RTIs) have become a considerable issue for children. In China, RTIs are among the top 3 contributors to injury-related mortality and disability-adjusted life years. The present study aimed to evaluate social and environmental factors that may contribute to RTIs among children under 5 in rural areas of China.Methods:The study was based on 1 year of data (October 1, 2015 to September 30, 2016) from the National Maternal and Child Health Surveillance System (NMCHSS) from all districts in 334 National Maternal and Child Health Surveillance Districts in 30 Chinese provinces, autonomous regions, and municipalities. Data were analyzed to identify environmental, social, and primary caregiver factors related to RTIs among children under 5.Results:Based on data for the 279 children registered in the NMCHSS during the study period, incidence of RTIs increased with increasing age and was higher for boys than girls. Risk of RTIs depended on distances from the child's home to roads and playgrounds. Enrollment in kindergarten and characteristics of primary caregivers affected risky road behaviors by children. Most primary caregivers (67.4%) reported never using child car seats, and 70.6% reported never using a child helmet. Among primary caregivers without a driver's license, 24.8% reported having driven motor vehicles or motorcycles.Conclusions:The living environment and behaviors of primary caregivers can affect risk of RTIs in children younger than 5 years in rural China. Road safety awareness should be strengthened at the community and kindergarten levels.

Decreasing Trends in Road Traffic Injury Incidence and Mortality in Nigeria: A Ten-Year Analysis

BackgroundRoad traffic accidents constitute a significant public health burden in Nigeria. In this study, we aim to (1) characterize the temporal burden of road traffic injury (RTI) and mortality rates in Nigeria over a decade, (2) identify regional RTI incidence, mortality trends, and high-risk regions, and (3) assess the impact of state population on injury and mortality. Materials and methodsWe retrospectively reviewed aggregate state-level RTI incidence and mortality counts reported by the Federal Road Safety Corps from January 2001 through December 2010. We also reviewed population data from the National Population Commission. In addition to national analyses, regional analyses were performed in Nigeria's six geopolitical zones and one Federal Capital Territory (FCT). Regression analysis was also performed to determine the relationship between population and RTI incidence and mortality. ResultsThe national median RTI incidence and mortality rates declined by 53% and 75%, respectively, between 2001 and 2010. Analysis by geopolitical zone yielded the greatest increases for both injury and mortality in the FCT and the greatest decreases for both in the South-South region. The average geopolitical zone, apart from the FCT, experienced a 24% decrease in the incidence rate and a 69% decrease in the mortality rate. An analysis of variance, run to assess potential differences in RTI incidence and mortality rates by state population, yielded significant values of P = 0.0023 for injury and P = 0.0002 for mortality. ConclusionsAcknowledging the potential for underreporting, a more holistic surveillance approach would generate more accurate data for future policy creation to improve clinical outcomes.

Incidence and pattern of road traffic injuries in tribal population of Jharkhand: One-year study in a tertiary care teaching hospital.

Background and Aim:Road traffic injuries (RTIs) are a leading cause of mortality and morbidity globally. This study aimed to assess the incidence and pattern of RTIs in the tribal population of Jharkhand.Methods and Materials:This prospective observational study was conducted for a period of 1 year (June 2018 to May 2019) at the Rajendra Institute of Medical Sciences, Ranchi, Jharkhand. A pretested semi-structured questionnaire was administered. A total of 1713 road traffic accident (RTA) victims belonging to tribal population were interviewed during the study period. Data were entered in a Microsoft Excel sheet and analyzed using Statistical Package for Social Sciences (SPSS) version 16.Results:There were 1258 (73.4%) males and 455 (26.6%) females. The majority (31.4%) of patients belonged to the age group of 21–30 years, followed by 19.2% in the age group of 31–40 years. The majority (52.13%) of RTAs involved a two-wheeler vehicle. Head injury was the most common type of injury (40.86%), followed by lower limb injury (26.68%). Common upper limb injuries were in the humerus and radius and ulna region. The majority of lower limb injuries involved tibia and femur. Common thoracic-abdomen injuries were soft tissue injury and lung contusion. Drunk driving (alcohol influence) was seen in 34.68% of cases of RTI.Conclusions:RTA is a major public health problem which needs to accelerate the efforts of road safety preventive measures. Road safety education should be promoted.

Area-Wide Traffic-Calming Zone 30 Policy of Japan and Incidence of Road Traffic Injuries Among Cyclists and Pedestrians.

Objectives. To quantify the impact of the "Zone 30" policy introduced in September 2011 on the incidence of cyclist and pedestrian injuries in Japan.Methods. This was an interrupted time-series study. We used the data of cyclist and pedestrian injuries recorded by the Japanese police between 2005 and 2016. We evaluated the monthly number of deaths and serious injuries per person-time on narrow roads (width < 5.5 m, subjected to the policy) compared with that on wide roads (≥ 5.5 m) to control for secular trends. We regressed the injury rate ratio on 2 predictors: the numbers of months after January 2005 and after September 2011. Using the regression results, we estimated the number of deaths and serious injuries prevented.Results. There were 266 939 deaths and serious injuries. By 2016, the cumulative changes in the rate ratio spanned from -0.26 to -0.046, depending on sex and age, and an estimated number of 1704 (95% confidence interval = 1293, 2198) injuries were prevented.Conclusions. The policy had a large preventive impact on cyclist and pedestrian deaths and serious injuries at the national level.