Rate Of Road Traffic Injuries Research Articles

[Epidemic characteristics and trend analysis of major injuries deaths among children and adolescents in Jiangsu Province from 2012 to 2021].

Objective: To understand the situation and epidemic characteristics of injury deaths among children aged 5 to 24 years in Jiangsu Province from 2012 to 2021 and the trend of annual changes. Methods: The main injury mortality data of children and adolescents was collected, and the crude and standardized mortality rates of road traffic accidents, drowning, suicide, and accidental falls among children and adolescents over a decade and the annual average percentage of change (AAPC) were calculated. The main injury mortality characteristics and trends of children and adolescents of different age groups and genders were analyzed. Results: The total number of injury deaths among 5 to 24 adolescents in Jiangsu Province was 16 052, with a standardized mortality rate of 9.58/100 000. There was no significant trend in the overall standardized mortality rate of injuries (AAPC=-3.450%, P=0.055). The standardized mortality rate of road traffic injuries among children and adolescents showed a decreasing trend over the past decade, with statistical significance (AAPC=-9.406%, P<0.001). The standardized suicide mortality rate showed an upward trend over the past decade, with statistical significance (AAPC=9.000%, P=0.001). The overall injury mortality rate showed an upward trend with age. Suicide rates in males and females were on the rise and both have statistical significance (AAPC=9.420% and AAPC=9.607%, both P<0.05). The standardized mortality rates of female traffic accidents, drowning, and male traffic accidents showed a decreasing trend and were statistically significant (AAPC for female traffic accidents=-7.364%, AAPC for female drowning=-5.352%, and AAPC for male traffic accidents=-10.242%, all P<0.05). The standardized mortality rate of urban and rural traffic accidents showed a decreasing trend and was statistically significant(AAPC=-7.899% and AAPC=-9.421%, both P<0.001). The standardized suicide mortality rate showed an upward trend and statistical significance (AAPC=11.009% and AAPC=7.528%, both P<0.05). Conclusions: The overall injury situation of children and adolescents in Jiangsu Province improved in the past decade from 2012 to 2021, but the suicide mortality rate was on the rise. It is necessary to focus on the mental health issues of this age group and to strengthen the prevention and control of suicide among children and adolescents, in Jiangsu.

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 globally. 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.

11-Year Trend of Mortality from Fatal Road Traffic Injuries in The Center of Iran; a Cross-sectional Study.

Road traffic injuries (RTIs) are one of the major health problems in developed and developing countries. In Iran, RTIs are the first leading cause of years of life lost (YLL). So, the present study investigated the 11-year trend of RTI- related mortalities in Iran. This study was a population-based cross-sectional study. All-cause deaths as well as RTI-related mortalities' data were collected from the Civil Registration Organization (CRO) and Legal medical organization (LMO) of Isfahan during 2011-2021. The mid-year population, number of deaths due to RTIs, the crude and age-standardized mortality (per 100,000) of RTIs, and the percentage of proportional mortality by sex and year of accident during the study period were calculated and reported. Also, trend analysis was done using join point regression program. During the study period, 11,248 deaths occurred due to RTIs in Isfahan province. 8,894 cases were male (79.03%), the highest number of deaths in both male and female cases was reported in those aged 15-39 years. Among the males, trend of standardized mortality in 2011-2015 was decreasing (annual percentage changes = -6.76(CI 95%: -2.53, -15.03)), while in 2015-2021 it was increasing (annual percentage changes = 3.00 (CI 95%: 0.63, 9.87)). However, no significant trend was observed among females. The findings of the present study showed that the number and standardized mortality rate of RTIs decreased during the 11-year period. It seems that applying stricter policies, improving the quality of the roads of the province, improving the quality of cars, and increasing the number of hospital and pre-hospital medical facilities can play an effective role in reducing RTIs.

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.

Clinical and epidemiological characteristics of road traffic injuries in the conditions of a metropolis

Background. The problem of traffic injuries remains relevant, both in peacetime and in wartime; this problem is of particular importance in the conditions of a metropolis. At the moment, there are practically no scientifically based protocols (Clinical Pathways) for the provision of medical care to the victims with road accident injuries. The main cause is the lack of clinical and epidemiological analysis data as a fundamental basis for creating protocols and clinical routes. Materials and methods. We analyzed 1,139 cases of road traffic injuries among victims in the conditions of a metropolis, they were selected by the method of irreversible randomization from an array of more than 12,000 patients. The main clinical and epidemiological signs and their correlation were studied. Particular attention was given to the sign of participation in the traffic. All results of the analysis are within the range of probability. Results. It was found that the specific weight of affected men is almost twice as high as the specific weight of women; moreover, the mortality rate among affected women is half that of men. Men predominate among active road participants (drivers and pedestrians), women — passive ones (passengers). In both gender groups, persons of working age predominate, while the dissipation of the distribution is less pronounced in women. Drivers of working age have the highest specific weight. Active road users theoretically have a lower chance of survival when injured in a road accident than passive road users. In addition, pedestrians also have the highest risk of dying as a result of a road accident. Conclusions. 1. The clinical and epidemiological characteristics of road traffic injuries in the conditions of a metropolis is a rather complex component of the general characteristics of road traffic injury rate in the conditions of a metropolis as a whole. 2. The results of the analysis of gender and age characteristics of the array of victims due to road traffic accidents in the conditions of a metropolis indicate that 63.65 % of them are males aged 21–60 years, which is an important characteristic of the medical and social phenomenon of road traffic injury rate. 3. It was found that active road users (drivers and pedestrians) are injured most often, 77.53 % in total, which determines a certain risk of trauma depending on participation in the traffic. 4. The relationship was revealed between the age of victims and their participation in the traffic when forming the clinical and epidemiological characteristics of road traffic injuries in the conditions of a metropolis. 5. The influence of clinical and epidemiological characteristics, namely age, gender and participation in the traffic, on the outcome of the traumatic process in the victims was determined. In addition, the nature of this impact needs further verification. 6. The clinical and epidemiological characteristics of road traffic injuries in the conditions of a metropolis require further risk-oriented assessment.

Effects of Te Ara Mua – Future Streets suburban street retrofit on traffic speed and volume: Controlled before-after study

BackgroundTraffic speed and volume are important determinants of road traffic injury rates for all travel modes, and high traffic speed and volume can deter walking and cycling. Te Ara Mua – Future Streets is a project in Māngere, Aotearoa New Zealand, that aims to make it safer and easier for people to get around their local neighbourhood, especially by walking and cycling. Key components include implementation of a street hierarchy and street design changes to reduce speeds on neighbourhood streets, as well as other components including improved active transport infrastructure. MethodsWe used tube counters to measure motor vehicle speed and volume before and after the intervention, at different levels of the street hierarchy: arterial, collector and local streets. A difference-in-differences approach was used to assess changes in the intervention area compared with a matched control area. ResultsWe found post-intervention mean speed reductions of 8 km/h on local streets, and 5–6 km/h on collector streets, relative to the control area. Mean traffic volumes reduced by 17–24% on local streets, with no change on collectors or arterials. Both post-intervention time points showed similar results, indicating a sustained effect. ConclusionsOverall, this intervention successfully reinforced a street hierarchy, creating local residential streets that are more conducive to road safety and active travel. Implementation of similar interventions in disadvantaged neighbourhoods could help reduce road traffic injury inequities within cities. The findings suggest a promising contribution to safer streets that are more attractive for walking and cycling. Our future research will evaluate broader impacts of this intervention on travel mode shift, injury rates and other health and social outcomes.

How do driving behavior and attitudes toward road safety vary between developed and developing countries? Evidence from Iran and the Netherlands

Introduction: The rates of road traffic injuries and fatalities in developing countries are significantly higher than in developed countries. This study examines the differences in driving behavior, road safety attitudes, and driving habits between a developed country (the Netherlands) and a developing country (Iran), which bear major differences in terms of crash involvement per population. Method: In this context, this study assesses the statistical association of crash involvement with errors, lapses, aggressive driving incidents, and non-compliance with traffic rules, attitudes, and habits. Structural equation modeling was used to evaluate data obtained from 1,440 questionnaires (720 samples for each group). Results: The results revealed that more insecure attitudes toward traffic-regulation observance, negative driving habits, and risky behaviors, such as traffic rule violations act as influential factors of crash involvement. Iranian participants showed a greater likelihood to get involved in violations and driving habits with a higher level of risk. In addition, lower levels of safety attitudes toward traffic-regulation observance were observed. On the other hand, Dutch drivers were more likely to report lapses and errors. Dutch drivers also reported safer behavior in terms of unwillingness to engage in risky behaviors such as violations (speeding and no-overtaking). The structural equation models for crash involvement based on behaviors, attitudes, and driving habits were also evaluated for their accuracy and statistical fit using relevant indicators. Practical Applications: Finally, the findings of the present study point out the need for extensive research in some areas to foster policies that can effectively enhance safer driving.

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.

Child safety restraint patterns in Moldova

Objective The Republic of Moldova has one of the European region’s highest road traffic injury rates and also has an increase in motorization and exposure of children as vehicle passengers. This study describes child restraint use, and parents’ knowledge and attitudes toward child restraint based on observations in Chisinau, the country’s capital and largest city. The study aims to describe the use of child restraints and to compare data with existing standards of good practice. Methods An observational study on child safety restraint use was conducted in 2018. Observational sites included 22 early education institutions, where drivers (n = 611) and child passengers (n = 710) were observed. Observations were conducted as motor vehicles parked or pulled to a stop near the early education institutions and included a driver survey on knowledge and attitudes toward restraint legislation and child safety behavior. Results Of the 710 child passengers observed, 462 (65.1%) were appropriately restrained, 145 (20.4%) were seated in restraints inappropriate for the child and 103 (14.5%) of children were unrestrained. Younger children (0-3 year-old) were 7 times more likely to be properly restrained compared with children with ages between 4 and 6 (OR 1.92, 95% CI 1.15 to 3.22). Two-thirds out of 609 observed drivers with full study data, N = 431 (70,8%), knew about the mandatory legislation on using child safety restraints in the Republic of Moldova. The drivers using child safety restraints responded that they used them because of their safety features, and the major reason for nonuse was high price/affordability. Conclusion This study, the first to document child safety restraint use among children, indicates that much progress has been made, in that the majority of children are restrained and most drivers of children are aware of safety policies. However, progress can be made to increase knowledge and motivation to safely transport children, and to ensure safety seats are affordable and available. These data will be an important foundation on which to advocate for increased safety activities, child restraint policies, educational approaches in Moldova and to monitor progress over time.

Effect of COVID-19 Pandemic on Incidence and Mortality Rate Due to Road Traffic Injury in Shiraz.

Objective:To evaluate the effect of COVID-19 pandemic on the incidence and mortality rate of road traffic injuries in Shiraz, Iran.Methods:This cross-sectional study was performed on the data of patients who admitted by road traffic accidents 18 months before the outbreak of COVID-19 and 18 months after COVID-19 in the largest provider of trauma level 1 care services in southern Iran. SPSS 19 software was used to analyze the data.Results:A significant decrease of 12.8% was observed in the number of patients admitted by road traffic accidents during the COVID-19 pandemic period compared to the same period before the pandemic (p<0.0001). But the death toll from road traffic accidents has increased significantly during the COVID-19 pandemic period compared to the same period before the pandemic (p=0.01). Conclusion:Due to the COVID-19 restrictions, it seems that factors such as restrictions on suburban travel, closure of public and recreational spaces, reduction of intra-city traffic, people staying at home and a significant reduction in injuries caused by traffic accidents, is reasonable. On the other hand, these restrictions, quarantines, and COVID disease itself can lead to confusion, anxiety, fear of infection, and thus avoid or delay the search for health care and increase mortality. Therefore, planning and policy-making is essential in order to prepare the correct guidance for seeking treatment.

The impact of road safety policies in a deregulated alcohol tax environment in Hong Kong: a 15-year time series analysis.

Hong Kong reduced beer and wine tax in 2007, eliminated taxes on beer and wine and strengthened drink-driving legislation in 2008, and increased police traffic enforcement after the 2014 social unrest. This study aimed to measure the effects of implementing road safety policies on road traffic harm in the context of deregulated alcohol control policy in Hong Kong. Population-based interrupted time series analysis using seasonal autoregressive integrated moving average (sARIMA) models. Multiple sensitivity analyses were conducted. Hong Kong, China and Singapore from January 2004 to December 2019. A total of 313 728 road traffic injuries in Hong Kong and 163 773 road traffic injuries in Singapore as controls. Monthly rates of road traffic injuries, non-fatal injuries and serious/fatal injuries from Hong Kong and Singapore Police Force. The elimination of alcohol taxes and the enactment of road safety legislation in 2008 were associated with immediate reductions in total road traffic injuries of 6.71% (95% CI, 1.99%-11.20%), serious/fatal injuries of 13.80% (95% CI, 1.85%-24.30%) and sustained declines in drink-driving and collisions involving drink-driving. The effects of the 2007 tax reduction were inconclusive. Progressively increasing traffic enforcement was associated with continuous reductions in road traffic injuries by 0.21% per month (95% CI, 0.13%-0.30%), and serious/fatal injuries by 1.10% per month (95% CI, 0.85%-1.35%). Effects at the corresponding timepoints in Singapore did not reach statistical significance; the results were inconclusive regarding confounding effects on both regions. Despite weakened alcohol control and increased alcohol sales over the same period, road safety policies in Hong Kong are associated with net reductions in road traffic injuries, particularly serious/fatal injuries.

The neglected epidemic-Risk factors associated with road traffic injuries in Mozambique: Results of the 2016 INCOMAS study.

In 2019, 93% of road traffic injury related mortality occurred in low- and middle-income countries, an estimated burden of 1.3 million deaths. This problem is growing; by 2030 road traffic injury will the seventh leading cause of death globally. This study both explores factors associated with RTIs in the central region of Mozambique, as well as pinpoints geographical "hotspots" of RTI incidence. A cross-sectional, population-level survey was carried out in two provinces (Sofala and Manica) of central Mozambique where, in addition to other variables, the number of road traffic injuries sustained by the household within the previous six months, was collected. Urbanicity, household ownership of a car or motorcycle, and socio-economic strata index were included in the analysis. We calculated the prevalence rate ratios using a generalized linear regression with a Poisson distribution, as well as the spatial prevalence rate ratio using an Integrated Nested Laplace Approximation. The survey included 3,038 households, with a mean of 6.29 (SD 0.06) individuals per household. The road traffic injury rate was 6.1% [95%CI 7.1%, 5.3%]. Urban residence was associated with a 47% decrease in rate of injury. Household motorbike ownership was associated with a 92% increase in the reported rate of road traffic injury. Higher socio-economic status households were associated with a 26% increase in the rate of road traffic injury. The rural and peri-urban areas near the "Beira corridor" (national road N6) have higher rates of road traffic injuries. In Mozambique, living in the rural areas near the "Beira corridor", higher household socio-economic strata, and motorbike ownership are risk factors for road traffic injury.

Experience of living near a highway in Nepal: Community perceptions of road dangers in Makwanpur district

IntroductionRoad traffic injuries are a major but neglected global challenge. There are high and rising rates of road traffic injuries in Nepal. Most of the studies reporting these injuries in Nepal have used quantitative methods to describe the injury burden. Little qualitative research has been conducted to describe the contexts and social processes surrounding crashes, or public perceptions of risks and potential solutions. The aim of this study was to explore the perceptions of road dangers from communities living alongside a major highway in Nepal. MethodsIn this qualitative study we recruited members of neighbourhood development committees and a mother’s group to take part in focus groups exploring their views. Data were audio-recorded, transcribed, translated and analysed thematically. ResultsFour focus groups were conducted involving 34 participants aged 24-65. Our study findings highlight the challenges faced by people living near a major highway and their fear of getting injured on the road. Five themes that emerged were: risky behaviours of road users, infrastructure for safer behaviour, poor condition and maintenance of roads and vehicles, limited adherence and enforcement of traffic laws, and the need for road safety awareness programmes. ConclusionThe community groups expressed multiple concerns regarding the safety of members of their communities and lived-in fear of death and injury on the road where they lived. There is an urgent need for government agencies to understand these concerns and to take action in relating to infrastructure provision, regulation and behavioural change programmes.

Analysis of deaths and injuries related to road traffic crashes in al-najaf governorate of iraq from 2017 to 2019.

This study aimed to determine the rates of road traffic injuries and deaths as well as the factors affecting their levels in the Al-Najaf governorate for 3 years (2017-2019). Data were collected and analysed from the annual report of traffic crashes statistics of the Iraqi Ministry of Planning/Central Statistical Organisation. Al-Najaf governorate was selected as the study model for the period between 2017 and 2019. This selection was based on its urban growth, important location and standing for religious tourism. Of the 8824, 9852 and 10,753 crashes reported in Iraq in 2017, 2018, and 2019, Al-Najaf governorate recorded 1057 (12%), 1041 (10.6%) and 1148 (10.7%), respectively. The percentage of injuries in Al-Najaf governorate to the total of injuries in Iraq decreased as follows: (11.9%), (10.2%) and (9.9%) for 2017, 2018 and 2019 respectively, while the mortality rate decreased as follows: (8.4%), (7.7%) and (7.1%), respectively. The number of deaths and injuries on main roads and highways was higher. Besides, the rates of injuries and deaths among males were higher than in females. Driving at excessive speed was the most statistically significant factor leading to a high proportion of deaths and injuries. This study showed a decrease in the deaths and injuries caused by road traffic crashes during the 3 years 2017-2019 in the Al-Najaf Governorate, Iraq. It seems that driving rules and regulations need to be revised so that they can have more deterrent power in preventing injuries and deaths from driving accidents.

Cost of healthcare rehabilitation services following road traffic injuries: Results from a Level-I trauma center in Saudi Arabia.

BACKGROUND:Road traffic injuries (RTIs) are the second leading cause of mortality in Saudi Arabia. The high rate of RTIs puts a strain on rehabilitation services. Yet, little is known of the economic burden of nonfatal RTIs and rehabilitation services. This study, therefore, aims to describe the annual rehabilitation costs associated with RTIs at a local trauma center.MATERIALS AND METHODS:This study was conducted among all the 17 years or older patients hospitalized at King Abdulaziz Medical City in Riyadh following RTIs and required rehabilitation care. We included 299 patients who met the inclusion criteria and were followed for one year after discharge from the index hospital. The data was abstracted through retrospective review of patients' medical records. All rehabilitative services utilized by the healthcare system were recorded. To describe the economic burden, the mean, median, standard deviation, and interquartile range (IQR) were calculated. Total costs were aggregated for all patients to estimate overall costs.RESULTS:The study population was relatively young (31 years ± 14.4). The total annual rehabilitation cost of patients was Saudi Riyals (SAR) 6,113,781 (IQR: 20,589.3 − 3,125 = 17,464.3), and the average for each patient was SAR 20,447 (median = 7875). Patients aged 40–59 years and ≥60 years accounted for the highest average rehabilitation cost of SAR 31,563.99 and 32,639.21, respectively. Rehabilitation visits incurred the highest cost (mean SAR 1,494,124), followed by bed utilization which cost SAR 1,311,972 and radiology examination at SAR 1,032,261. The cost of motorcycle injuries was relatively higher (SAR 44,441.0) than other injury mechanisms.CONCLUSION:This study underlines the economic burden of rehabilitation services resulting from RTIs. Public health interventions are needed to reduce the burden of RTIs by dealing with their preventable causes and improving road safety measures. These findings may be useful to policymakers and researchers to support and improve rehabilitation services in Saudi Arabia.

[Analysis of 5-year monitoring of road traffic injuries rates in Kazan].

The objective of the study is to establish a set of possible causes and patterns that influence the frequency and severity of road traffic accidents with fatalities. The results of the 5-year monitoring analysis of fatal road traffic injuries in Kazan are presented. We analyzed 662 cases. It was established that the main risk group for fatal road accidents includes subjects aged 20-39. The risk group for drivers is 30-39 years old, passengers 20-29 years old, and pedestrians 55-64 years old. Children account for 3% of all traffic fatalities; 80% of them are under 10 years old. Most children (70%) were in the vehicle at the time of the crash, and their parents may not have been using special equipment (car seats and seat belts). We identified the most traumatic months of the year, days of the week and times of the day for drivers, passengers and pedestrians. These patterns can be used for organizational measures to prevent road accidents.

Effects of stricter drunk-driving laws on alcohol-related road traffic death, injury, and crash rates in South Korea: A synthetic counterfactual approach using Bayesian structural time-series models

In December 2018, new drunk-driving laws were enacted in Korea to impose stricter penalties and standards for driving under the influence of alcohol. This study aimed to estimate the effects of stricter drunk-driving laws on alcohol-related road traffic death, injury, and crash rates in Korea. Using police-reported traffic accident data and registered vehicle data from 2013 to 2020, monthly road traffic outcome rates were calculated: the response series involved alcohol-related rates and the non-equivalent control series involved total and non-alcohol-related rates. Based on a controlled interrupted time-series design using Bayesian structural time-series models, effects of the laws on alcohol-related road traffic outcome rates were evaluated. After implementation of these laws, the alcohol-related road traffic crash rate decreased by 14.3% (95% credible interval [CrI] −26.8% to −1.9%), alcohol-related road traffic injury rate by 17.6% (95% CrI −31.6% to −3.8%), and alcohol-related minor road traffic injury rate by 20.2% (95% CrI –32.4% to −7.7%). Alcohol-related road traffic death and severe injury rates also decreased more than the declining trends in the pre-period, but reduced non-significantly by 15.0% (95% CrI −47.2% to 17.3%) and 9.9% (95% CrI –33.9% to 14.5%), respectively. The mixed effectiveness of Korea’s new drunk-driving laws on alcohol-related road traffic outcomes suggests that additional strategies are necessary to consistently and effectively reduce alcohol-related road traffic outcomes. More research is needed on ways to enhance the effectiveness of drunk-driving laws.

The availability of psychological support following road travel injuries in Namibia: A qualitative study.

Road traffic injuries (RTIs) are a major problem worldwide with a high burden of mental health problems and the importance of psychological support following road injury is well documented. However, globally there has been very little research on the accessibility of psychological services following road injury. Namibia is one of the countries most affected by RTIs but no previous studies have been done on this. In this qualitative study we investigated the availability of psychological services to RTI injured in Namibia. Our study findings are in line with those of other global studies in showing inadequate access to psychological support for injury survivors and we discuss the reasons. It is hoped these findings will help policymakers develop ways of enhancing access to psychological support for the many people injured in RTIs in Namibia. The models they develop may also be of use to other LMICs countries with high RTI rates.