Road Injuries Research Articles

Global, regional, and national burden and quality of care index in children and adolescents: A systematic analysis for the global burden of disease study 1990-2017.

PurposeTo express a global view of care quality in major causes of mortality and morbidity in children and adolescencesMethodsWe used primary epidemiologic indicators from the Global Burden of Disease 1990–2017 database. We have created four secondary indices from six primary indices in order to assess the care quality parameters. We conducted a principal component analysis on incidence, prevalence, mortality, Years of Life Lost (YLLs), Years Lived with Disability (YLDs), and Disability Adjusted Life Years (DALYs) to create an index presented by quality-of-care index (QCI) to compare different countries.ResultsThe global QCI scores of respiratory infection, enteric infection, leukemia, foreign body aspiration, asthma, epilepsy, diabetes mellitus, dermatitis, road injury, and neonatal disorders have improved remarkably. These causes showed equal distribution of qualified care for both sexes. The global trend of QCI score for mental health showed a steady pattern during the same time and disparities favoring females was evident. The quality of care for these causes was notably higher in developed areas.ConclusionsThe global QCI revealed a universal growth in major causes of death and morbidity in <20y during 28 years. Quality of care is an associate of the level of country’s development. Despite effective interventions, inequities still remain. Implementation of policies to invest in quality improvement and inequality elimination is needed.

Academic Pediatric Surgery Capacity Building in Vietnam Through PASS, a Pediatric Acute Surgical Support Course.

Neonatal and pediatric surgical emergencies in Low and Low Middle Income countries remain a significant challenge in combatting the burden and inequities of global health. IPSAC-Vietnam is a small Non-Governmental Organization that has been engaged in a 12-year multi-pronged partnership with several children’s hospitals in Vietnam VN to enhance pediatric surgery capacity. We describe the health care, medical training and emergency system in VN as the background for IPSAC activities and development of Pediatric Acute Surgical Support (PASS) course. The course goal is to prepare health care personnel in the immediate management of neonatal/pediatric life-threatening surgical conditions and road injuries at their first point of entry into Vietnam hospitals. PASS is a horizontal outreach initiative that adopts an interprofessional, multidisciplinary, team-training, train-the-trainers, and outcome-based training approach. PASS can be used as a tool for sustainable horizontal capacity-building by champion leaders at the teaching children’s hospitals and medical universities in developing countries, to strengthen training for pediatric surgical emergencies, to integrate pediatric and pediatric surgical care and to advocate for a comprehensive approach to emergency care of the critically ill child.

Demographics of road injuries and micromobility injuries among China, India, Japan, and the United States population: evidence from an age-period-cohort analysis

BackgroundMicromobility sharing platforms have involved skyrocketing numbers of users in multiple countries since 2010. However, few studies have examined the overall impact of the growing micromobility market on road injuries.MethodWe use road injury data from the Global Burden of Disease Study database to examine the effect of age, period, and cohort on micromobility injury-related deaths and incidence. We compared four countries that vary in demographic background and road infrastructure. By comparing the countries, we analyzed the relationship between the trends in road injuries and these factors.ResultsWe found an overall upward trend in micromobility injuries. A higher risk of micromobility-related injuries was witnessed in China and the US in 2015-2019, and people older than 45 showed a growing micromobility-related mortality and incidence rate in China, India, and the US. Cohorts after 1960 showed higher micromobility injury incidence risks in China and India, but the population born after 1990 in India showed a slightly lower risk compared to those before it.ConclusionsThe boosted usage of micromobility devices explains these increasing trends. Road infrastructure and separated traffic ease the collisions from micromobility devices. The overall situation calls for improvement in legislation as well as road infrastructure.

Demographic Study of Blunt Trauma Chest in Varanasi Region

The mortality rate of chest trauma is 10%. Incidence has significantly increased due to development ofrapid mode of transport, new high speed vehicles, ignorance of road safety measures, fall from height,fall on road injuries due to construction activities violence ,fall from under construction building.Human fatality associated with chest injuries worsening each year.This drew the impact on reducing burden of chest trauma ,prevention and its measures at social, medical,economical, and governmental. So that understanding the problem is the one of the first step towardsawareness and averting the problem.Present study has been undertaken to analyse the most neglected aspect of human suffering . It is aneffort to know the pattern of blunt trauma chest and to elucidate the multi-factorial causations leadingto rise in everyday blunt trauma cases.Here in this paper 300 cases of chest injuries by blunt forces are studied for their epidemiological,demographic aspects. Majority of them are adult/middle ages male between 41 -50 years of age ,mostof them are caused by road traffic accidents. Male to female ratio is 7.1:1.Majority of the cases arehappened on highway.

Awareness level of safe driving knowledge and practice of specific population drivers: behavioral assessment and educational intervention.

This study aimed to assess car-driving behaviors and attitudes and to measure the changes in the knowledge and behavioral practices associated with road safety measures of 1333 randomly selected young-adult participants (aged 18-24years) from Jazan University in Gizan city, Saudi Arabia. Data were collected using cross-sectional survey and quasi experimental pre- and post-evaluation educational intervention study including structured questionnaire and take-home educational material. Results revealed that low compliance with the safety index significantly increased the risk of traffic injuries by 20% [OR = 0.80, 95% CI = (0.59-1.01)]. Whereas the medium category of the safety compliance index is significantly associated with an increasing number of injuries by 6% [OR = 0.94, 95% CI = (0.61-1.52)]. In contrast, both high and medium categories of risk behavior index increased the risk of traffic injuries [OR = 1.08, 95% CI = (0.82-1.43); OR = 0.80, 95% CI = (0.57-1.10), respectively]. Some improvement in risky behavioral practices was seen after the intervention including 'not playing loud music' [86.3%, (P = 0.05)], 'not using mobile phones' [89.4%, (P < 0.05)], and 'not using unprofessional checkups of the car' [71.5%, (P < 0.05)]. Ultimately, this unpleasant situation may recommend avoidance of these kinds of intermittent awareness programs; instead, embedding a continuous road safety learning within the life-long educational system as a better and more realistic intervention for reducing the number of road accidents and injuries. Further, establishing various modes of high-capacity city-link public transportation remains among the most recommended strategic and effective options that can curb road traffic injuries in the long run.

Attention profile of physically recovered COVID-19 inpatients on the day of discharge

Few studies have reported specific attention deficits in post-COVID-19 patients. Attention consists of different subdomains. Disruptions to specific attention subdomains might impair a wide range of everyday tasks, including road safety. As there are millions of COVID-19 patients with different socio-economic backgrounds, screening of attentional performance less dependent on education is needed. Here, we verified if physically recovered COVID-19 inpatients showed specific attention decrements at discharge. The Continuous Visual Attention Test (CVAT) is a Go/No-go task which is independent of participants’ schooling. It detects visuomotor reaction time (RT = intrinsic alertness), variability of reaction time (VRT = sustained attention), omission (focused-attention), and commission errors (response-inhibition). Thirty physically functional COVID-19 inpatients at discharge and 30 non-infected controls underwent the CVAT. A MANCOVA was performed to examine differences between controls and patients, followed by post-hoc ANCOVAs. Then, we identified the percentile score for each patient within the distribution of the CVAT performance of 211 subjects mentally capable of driving (reference group). COVID-19 patients at discharge showed greater RT and VRT, and more omission errors than controls. Twenty-two patients (73%) had performance below the 5th percentile of the reference group in one or more subdomains. As slow visuomotor RT, deficits in focusing and difficulties in keeping visual attention are associated with traffic accidents, we concluded that most COVID-19 patients at discharge had deficits that may increase the risk of road injuries. As these deficits will probably affect other daily activities, a routine assessment with the CVAT could provide useful information on whom to send to post-COVID centers.

Characteristics of suicide-related crashes and their potential interventions: A literature review

Objective To develop countermeasures to decrease road trauma, it is essential to increase our understanding of fatal and injury crashes with suicidal intent. As suicide-related crashes can be difficult to identify it seems likely suicide-related road fatalities and injuries are under-reported. Under-reported crashes may lead to two policy issues: these types of casualty crashes may not receive adequate funding for countermeasure development and implementation due to not having a sufficient evidence-basis to justify allocation of resources, and may be miscategorized as having other factors contributing to the crashes, thus resources may be incorrectly allocated to countermeasures to address these other factors. This paper seeks to develop and document characteristics and potential countermeasures to identify and prevent such crashes. Methods Two literature reviews of peer-reviewed journal manuscripts were performed to identify suicide-crash characteristics and potential countermeasures and strategies. Of 61 peer-reviewed journal manuscripts identified from the literature searches, 17 manuscripts fit the criteria and were reviewed. Information regarding the characteristics of suicide-related crashes, as well as potential strategies and countermeasures were gleaned from these manuscripts. Results A list of characteristics was developed, underpinning development of a methodology to identify these types of crashes. Strategies and countermeasures recommended by international (road-) agencies to identify and prevent suicide-related crashes were documented and discussed. Conclusion As suicide-related crashes almost always take place in public space, the grief and pain resulting from such crashes not only relates to the victim, the people who knew the victim, but in many cases also involve the general public. It is therefore paramount to start the discussion about suicide-related crashes to increase awareness, increase willingness to establish a reliable data and knowledge base, and encourage help seeking in individuals at increased risk of attempting suicide using this method.

A Strategy of Delayed Repair for Blunt Thoracic Aortic Injury: Experience From a Saudi Arabian Center

In 2016, Saudi Arabia had the highest death rate associated with road injuries of any high-income country, at an estimated 28.8 per 100,000 person, with a total count of fatalities at 9031. Blunt thoracic aortic injury (BTAI) is the second leading cause of death from trauma. To the best of our knowledge, no series of BTAI and treatment outcomes from Saudi Arabia has been reported. We report our experience of a strategy of delayed treatment in the management BTAI from 2016 to 2021 in Riyadh, Saudi Arabia.

Mechanisms of low-temperature rehabilitation technologies. Sports traumatic brain injury

According to various data, sports traumatic brain injury (TBI) accounts for up to 20% of all injuries in athletes, and the number of cases of traumatization is progressively increasing year by year due to an increase in the number of people involved in sports, the growing popularity of extreme and contact sports, as well as a high level of motivation to achieve record results. The structure of sports TBI is dominated by mild TBI, which can provoke the development of a very wide range of complications and negative consequences that affect not only the result, but, most importantly, the quality of life of athletes. The pathogenesis of mild TBI has been studied, therapy and rehabilitation programs have been developed. At the same time, the features of sports TBI that significantly distinguish it from domestic, road or criminal injuries are not sufficiently taken into account: repeated frequent TBI, increased body and brain temperature, peripheral redistribution of blood flow and hypocapnia associated with physical exertion and significantly affecting cerebral blood flow. An athlete receives a TBI during the most vulnerable period for the brain. To a large extent, these features are associated with the high incidence of various kinds of neurological complications of sports TBI (cognitive disorders, memory impairment, sleep disorders, migraines, etc.). Special techniques that can prevent complications of sports TBI have not been developed. Brain injury is an independent cause of the development of cerebral hyperthermia, which significantly worsens the course and consequences of TBI. The well-known technology of craniocerebral hypothermia (CCG) allows to reduce physical general and cerebral hyperthermia, to increase the resistance of neurons of the cerebral cortex to hypoxia and trauma. However, this technology is used sporadically, which, apparently, is due to the lack of awareness of coaches and doctors of sports teams specializing in sports medicine and rehabilitation. The purpose of the review is to analyze the features of the action of selective hypothermia of the cerebral cortex, used to prevent complications of mild sports TBI.

Mortality due to road traffic injuries in older adults in the Republic of Ecuador between 1990 and 2018: a descriptive study

Mortality due to road traffic injuries in older adults in the Republic of Ecuador between 1990 and 2018: a descriptive study

STAR RATING FOR BH ROAD, SHIVAMOGGA CITY USING iRAP ASSESSMENT

Road traffic crashes kill over millions of children and young people each year. Understanding the emergency of the situation and the need to act, governments from all over the world unanimously reducing road deaths and injuries by using this software. The major goal of this study is to conduct a road safety evaluation utilising the iRAP visualizer in Shivamogga, India. For this length of road, a traffic video graphics study was conducted. The iRAP's road attributes are then coded. Star Rating demonstrator to obtain the Star Rating for each road users.

Pedestrian injuries in collisions with pedal cycles in the context of increased active travel: Trends in England, 2005–2015

IntroductionIncreasing levels of active travel in the population brings many public health benefits, but may also change the risks of road injury for different road users. We examined changes in rates of pedestrian injuries resulting from collisions with pedal cycles and motor vehicles in England during 2005–2015, a period of increased cycling activity, and described the gender, age distribution and locations of pedestrians injured in collisions with pedal cycles and motor vehicles. MethodsCollisions data were obtained from police STATS19 datasets. We used two measures of cycle/motor vehicle use; miles per annum, and estimated average travel time, and assessed evidence for trends towards increase over time using Poisson regression analysis. ResultsThere were 3414 pedestrians injured in collisions with one or more pedal cycles in England during 2005–2015, 763 of whom were killed or seriously injured (KSI). This accounted for 1.3% of the total pedestrians KSI from all vehicles. Of those KSI in collisions with cycles, 62% were female; 42% over the age of 60; 26% were on the footway or verge and 24% were on a pedestrian crossing. There was a 6% (IRR 1.056; 95% CI 1.032–1.080, p < 0.001) annual increase in the pedestrian KSI rate per billion vehicle miles cycled in England over the time span. This increase was disproportionate to the increase in cycle use measured by vehicle miles or time spent cycling. ConclusionsIncreases in cycling were associated with disproportionate increases in pedestrian injuries in collisions with pedal cycles in England, although these collisions remain a very small proportion of all road injury. Increased active travel is essential for meeting a range of public health goals, but needs to be planned for with consideration for potential impact on pedestrians, particularly older citizens.

The Impact of Transport on Population Health and Health Equity for Māori in Aotearoa New Zealand: A Prospective Burden of Disease Study.

Background: The land transport system influences health via a range of pathways. This study aimed to quantify the amount and distribution of health loss caused by the current land transport system in Aotearoa New Zealand (NZ) through the pathways of road injury, air pollution and physical inactivity. Methods: We used an existing multi-state life table model to estimate the long-term health impacts (in health-adjusted life years (HALYs)) and changes in health system costs of removing road injury and transport related air pollution and increasing physical activity to recommended levels through active transport. Health equity implications were estimated using relative changes in HALYs and life expectancy for Māori and non-Māori. Results: If the NZ resident population alive in 2011 was exposed to no further air pollution from transport, had no road traffic injuries and achieved at least the recommended weekly amount of physical activity through walking and cycling from 2011 onwards, 1.28 (95% UI: 1.11–1.5) million HALYs would be gained and $7.7 (95% UI: 10.2 to 5.6) billion (2011 NZ Dollars) would be saved from the health system over the lifetime of this cohort. Māori would likely gain more healthy years per capita than non-Māori, which would translate to small but important reductions (2–3%) in the present gaps in life expectancy. Conclusion: The current transport system in NZ, like many other car-dominated transport systems, has substantial negative impacts on health, at a similar level to the effects of tobacco and obesity. Transport contributes to health inequity, as Māori bear greater shares of the negative health impacts. Creating a healthier transport system would bring substantial benefits for health, society and the economy.

Progress on epidemiological characteristics and interventions of pedestrian distraction

Pedestrian distraction is one of the important risk factors of road injury. This review summarized the epidemiological characteristics, influencing factors, safety implications, and the published intervention measures. The review found that: a) the prevalence of pedestrian distraction poses a serious threat to pedestrian safety, but most epidemiological studies on pedestrian distraction focus on mobile phone use, and the incidence of pedestrian distraction varied greatly across studies using various research methods and from different countries; b) demographic characteristics, social psychology, and environment are the three main influencing factors of pedestrian distraction; c) distraction differently affected physiology, cognition, motion control, efficiency and behavior of pedestrian's street-crossing to some degrees, threatening the safety of pedestrian; d) engineering interventions and education were the most common interventions to prevent pedestrian distraction currently, but the effectiveness of most measures was not assessed rigorously. In the future, multidisciplinary and systematic epidemiological studies are recommended to design interventions purposely and evaluate the effectiveness of interventions through rigorous designs, providing scientific evidence for reducing pedestrian distraction and improving road safety of pedestrians.

Monitoring road accident and injury using indeterminacy based Shewhart control chart using multiple dependent state repetitive sampling

The uncertainty/indeterminate in control chart parameter/observations affects the performance of the control chart. This paper addresses the indeterminacy and its effect on the Shewhart X-bar control using multiple dependent state repetitive sampling. The probabilities and neutrosophic average run length for in-control and out-of-control processes are derived. The tables and figures of the proposed chart are presented when uncertainty/indeterminate is present in sample size and proceeding subgroups. The efficiency of the proposed chart is compared with the existing charts and the proposed chart is found to be efficient in terms of neutrosophic average run length.

Road traffic injuries and deaths and the achievement of UN Sustainable Development Goals in Brazil: results from the Global Burden of Disease Study, 1990 to 2019.

INTRODUCTION: Brazil ranks 5th in the number of deaths due to road injuries. This study aimed to analyze mortality and disabilities resulting from road injuries in Brazil, and to assess the Sustainable Development Goals (SDG) target of reducing deaths due to road injuries by 50% by 2030. METHODS: This descriptive and exploratory study used the estimates from the Global Burden of Disease 2019: indicators of mortality, premature deaths, and disabilities according to sex, age group, and type of transport for 1990, 2015, and 2019. Time trends in mortality rates from 1990 to 2019 were assessed, and a projection for 2030 was calculated, applying a linear regression model. RESULTS: Deaths due to road injuries were 44,236 in 1990, and 44,529 in 2019, representing a 43% reduction in mortality rates. The highest rates were in the North, Northeast, and Midwest regions of Brazil, in males and young adults. A 77% reduction was observed in mortality rates for pedestrians and an increase of 53% for motorcyclists and of 54% for cyclists during the period. In terms of motorcycle road injuries, the mortality rate for men increased from 7.3/100,000 (1990) to 11.7/100,000 inhabitants (2019). The rates of premature deaths and disabilities were also higher for men when compared to women. Amputations, fractures, spinal cord injuries, and head trauma were the main types of road injuries. The projections for 2030 show that Brazil might not reach the SDG target. CONCLUSIONS: Despite the decline in mortality rates, the 2030 Agenda’s target might not be achieved.

Road Accidents and Women Victims: A Public Health Concern#

In India, road transport is the most popular form of transportation, both in terms of traffic volume and contributions to economic growth. To fulfil the growing demand for road transportation, the number of vehicles on the road and the overall length of the road networks have grown over time. The rise in road fatalities and injuries is a public concern related to the country’s expanding road system, motorisation, and urbanisation. Road traffic injuries are now one of the main causes of mortality, disability, and hospitalisation in the country, resulting in significant socio-economic consequences. In the nation, road safety is becoming a key social concern. Developing countries account for 85 per cent of all accident mortality, with the Asia Pacific accounting for over half of all deaths. India is accountable for around 10% of all road fatalities worldwide. In India, the number of deaths per 10000 motor vehicles is 10 to 15 times higher than in advanced countries. In accidents of the same or similar intensity, studies show that women are more likely than men to be killed or injured. Due to the absence of insurance coverage and other long-term financial assistance, they are also less likely to obtain proper post-crash care if they are injured. This paper, through primary research, tries to look at the impact of road traffic injuries on women victims and their post-trauma care in Delhi.

Mapping Road Traffic Crashes in Sfax Governorate (Tunisia)

Sfax is one of the Tunisian governorates with a large number of road accidents, injuries and fatalities every year. This study aimed to analyze and map traffic accidents in this governorate. We analyzed the spatial distribution of accidents, their distribution by cause, by type of road, by size of traffic, by months of the year and days of the week. Accidents were correlated with several variables such as population numbers and densities, motorization rate, length and structure of the road network, and the amount of traffic. On the cartographic level, we have built a database, through which we have produced a series of thematic maps to argue this analysis. Through cartographic production, we also aimed to help road users, decision-makers and researchers in this area and in the field of transport. This work showed that Sfax occupies, among the other Tunisian governorates, an advanced position in gravity. Various human, climatic and technical factors explained this situation, of which human factors were the most important, and contributed to almost 90% of accidents. The current situation of accidents in Sfax requires a series of measures and actions to alleviate and mitigate the gravity of this phenomenon.

A data-driven approach to assessing and analysing contributing factors to the severity of road accident injuries based on decision-making styles

A data-driven approach to assessing and analysing contributing factors to the severity of road accident injuries based on decision-making styles

A data-driven approach to assessing and analysing contributing factors to the severity of road accident injuries based on decision-making styles

Road accidents are among the important challenges that all communities face. Fatal road accidents are closely related to the severity of the collision, which is affected by a variety of factors, including human error, road conditions and weather conditions. Individual errors are a significant cause of accidents, which are influenced by an individual's behavioural characteristics. Behavioural factors are developed by an individual's decision-making style. One of the innovative aspects of this study is the inclusion of drivers' decision-making styles in analysing the causes of accidents with severe injuries. Additionally, this study will determine the primary factors that contribute to the severity of injury utilising principal factor analysis and correlation matrix approaches. Our results show that flexible and hierarchical decision-making styles are the dominant styles in all groups. Non-observance of safe distance, vehicle defects, and bad weather are the three foremost factors affecting the severity of injuries. Human factors with nearly 60% importance, is the most important group of features in determining injury severity. Furthermore, the features of not wearing a seat belt, using a mobile phone while driving, and not observing a safe distance have the most positive alignment with injury, respectively.