Road Traffic Injuries Victims Research Articles

Integrating the ICF Model to Study Health Satisfaction and the Long-Term Effects of Leisure Activity Limitation after Road Traffic Crashes

This research study was conducted in District Malakand to find out the long-term effect of leisure activities limitation on the health satisfaction of road traffic crash victims. For this purpose, a sampling procedure (Multistage Stratified Random Sampling) was selected to choose a sample from the study university that represents the whole universe. Hence, 274 Road Traffic Injuries (RTI) victims were interviewed to obtain the study objectives from twelve Union Councils of District Malakand. For testing the association of leisure activities limitation and health satisfaction status at bivariate level the Chi-square and Kendall’s Tau-b statistical tests were applied however, the same was repeated at multivariate level by controlling the four background variables (age, gender, education and income). The study found that most respondents were from 21 to 30 years of age who were involved in Traffic Crashes (TC). Male (95%) were the dominant group of RTI victims. In terms of education, primary to high grade respondents were the highest group. The low-income group of the victims (33.2%) had the highest ratio of reported injury. The results at bivariate level further investigated that the health satisfaction status was significantly influenced by leisure activities limitation of RTI victims. Age, gender, education, and income levels explained the association between independent and dependent variables at multivariate level. The study suggests an immediate action on the enforcement of traffic laws and regulations equally in rural areas. An effective post-crash response is needed to support crash survivors and reintegrate into society by providing social, economic, recreational facilities as per their disability needs.

Pattern of Road Traffic Injuries Presenting at a Tertiary Hospital in North-Central Nigeria

Abstract Background: Road traffic injuries (RTIs) constitute a major economic and health challenge globally, particularly in developing countries. Nasarawa state, north-central Nigeria, is heavily motorised due to the use of motorcycles as a popular means of transportation. The study aims to determine the pattern and prevalence of RTIs within the state. Materials and Methods: A 6-year retrospective study was conducted at the Dalhatu Araf Specialist Hospital (DASH) in Lafia, Nasarawa state. Data were obtained from the medical records of patients admitted with RTIs at the hospital and were analysed using the Statistical Package for the Social Sciences version 26. Results: A total of 929 patients with 1307 injuries were reported. There were 518 (55.8%) males and 411 (44.2%) females, with a male-to-female ratio of 1.3:1. The age of the patients ranged from 1–85 years, with a mean age of 30 ± 20 years. Young adults aged 18–44 years constituted the most injured age group. Motorcycle-related crashes accounted for injuries in 530 (57.1%) patients. These injuries were predominantly traumatic brain injuries (TBIs) and extremity injuries. The body region most affected was the head and face (560, 42.8%), with traumatic brain injuries (448, 32.7%) being the most common type. After treatment, most patients (571, 61.5%) were discharged home, while the mortality rate was 2.4%. Conclusion: In our study, motorcycle-related crashes were prevalent. Young adult males were mostly the victims of RTIs. Traumatic brain injuries and extremity injuries were the predominant types of injuries, often associated with motorcycle and pedestrian crashes. Multisystem injuries and TBIs were major factors contributing to mortality.

Prehospital Care for Road Traffic Injury Victims

Abstract Introduction: Prehospital capabilities are inadequately developed to meet the growing needs for emergency care in most low- and middle-income countries. This study aims to describe the prehospital care received by the road traffic injury (RTI) victims presenting to a level I Trauma Care Center in Central Kerala, India. Methods: This was a hospital-based prospective observational study, which included consecutive victims of RTI attending the emergency department within 24-h of the event. A structured interview schedule was developed for collecting the data on various domains and the patients were followed up for their duration of hospital stay. Results: A total of 920 RTI victims, were included in this study. Two percent (17/920) of first responders had some sort of training in trauma care whereas the rest were untrained. The time taken to get any help at the scene after an RTI was 8 ± 12.9 min (95% confidence interval [CI] 7.16–8.84) and for first medical contact 25 ± 16 min (95% CI 24–26). No attempt at field stabilization occurred in any case. Three percent (26/920) had received some form of prehospital care, like arrest of hemorrhage using a compression bandage and splinting of the fractured limb with a wooden plank. None of the patients received supplemental oxygen, airway management, or cervical spine immobilization at the site of the accident or en route to the hospital. Conclusion: A lack of an organized prehospital care system results in minimal care before hospital admission. Urgent establishment of ambulance services and structured prehospital care tailored to our health-care system is imperative.

Factors associated with road traffic injury in a high-risk zone of Bangladesh: a mixed-method study

IntroductionRoad traffic injuries are a significant public health issue in low-income and middle-income countries. This study was designed to explore the pattern and factors associated with road traffic injury in...

Confronting mobile phone signal coverage and helicopter emergency medical service travel time: A geospatial analysis in the northwest macro-region of Paraná State, Brazil

Objective The aim of this study was to conduct a detailed geospatial analysis of mobile phone signal coverage in the northwest macro-region of Paraná State, Brazil, seeking to identify areas where limitations in coverage may be related to lengthy travel times of the helicopter emergency medical service (HEMS) for the assistance of victims of road traffic injuries (RTIs). Methods An observational study was conducted to examine mobile phone signal coverage and HEMS travel times from 2017 to 2021. HEMS travel times were categorized into four groups: T1 (0–15 min), T2 (16–30 min), T3 (31–45 min), and T4 (over 45 min). Empirical Bayesian Kriging was used to map areas with low mobile signal coverage. The Kruskal–Wallis test and Dwass–Steel–Critchlow–Fligner comparative analyses were performed to explore how mobile signal coverage relates to HEMS travel times to RTI locations. Results There were 470 occurrences of RTIs attended by HEMS, of which 108 (23%) resulted in on-site fatalities. Among these deaths, 47 (26.85%) occurred in areas with low mobile phone signal coverage (“shadow areas”). Low mobile phone signal coverage identified at 175 (37.24%) RTIs locations, was unevenly distributed across the macro-region. The lowest medians of mobile signal quality were predominantly found in areas with HEMS travel times exceeding 30 min, corresponding to signal strength values of −98.44 (T3) and −100.75 (T4) dBm. This scenario represents a challenge for effective communication to activate HEMS. In the multiple comparison analysis among travel time groups, significant differences were observed between T1 and T2 (p < 0.001), T1 and T3 (p < 0.001), T1 and T4 (p < 0.001), and T2 and T3 (p < 0.001), indicating a potential association between lower mobile phone signal coverage and longer HEMS travel times. Conclusion It can be concluded that poor mobile phone signals in remote areas can hinder HEMS activation, potentially delaying the start of treatment for RTIs. Identification of the shadow areas can help communication and health managers in designing and implementing the necessary changes to improve mobile phone signal coverage and consequently reduce delays in the initial response to RTIs.

Clinical effective risks of mortality in road traffic injury victims depending on the severity of damage

Road traffic accidents cause significant trauma to the population and are one of the main causes of mortality in working age. The novelty of the study risk-oriented patterns of severity of damage and mortality of victims of road accidents have been established. The aim - to create of a fundamental basis for the formation of clinical routes and protocols for victims of road accidents by establishing and verification the relationship between the severity of damage and the death of the victims. Material and methods. An analysis of 1,696 cases of road traffic injuries was carried out, and the standardized New Injury Severity Score (NISS) assessment system was used. Results. A probable, but indirect dependence of the clinical effective risk of a negative outcome of the traumatic process in victims on the severity of the damage was established. It was established that the sign of participation in the traffic the formation of clinical effective risks of a negative outcome of the traumatic process, starting with the severity of damage according to the NISS with 25 points. With the same qualitative characteristics, pedestrians have the highest risk of fatality, drivers have the lowest risk. The synergistic effect of the severity of damage and the clinical and anatomical form of the injury was established. Conclusions. The risk of a fatal outcome of a road traffic injury in general directly depends on the severity of damage to the victim, although the dependence is not direct. The clinical and anatomical form of damage together with the severity of the damage have a synergistic effect on the formation of the clinically effective risk of mortality in victims of a road traffic accident, and the predominant influence is the clinical and anatomical form of damage. No conflict of interests was declared by the authors.

Prevalence and levels of disability post road traffic orthopaedic injuries in Rwanda.

Prolonged disability resulting from road traffic injuries (RTIs) contributes significantly to morbidity and disease burden. A good understanding of the prevalence and the level of disability of orthopaedic injuries in developing countries is crucial for improvement; however, such data are currently lacking in Rwanda. To determine the prevalence and levels of disability of 2 years post-road traffic orthopaedic injuries in Rwanda. A multicentre, cross-sectional study from five Rwandan referral hospitals of 368 adult RTI victims' sustained from accidents in 2019. Between 02 June 2022, and 31 August 2022, two years after the injury, participants completed the World Health Organization Disability Assessment Schedule (WHODAS 2.0) Questionnaire for the degree of impairment and the Upper Extremity Functional Scale and Lower-Extremity Functional Scale forms for limb functional evaluation. Descriptive, inferential statistics Chi-square and multinomial regression models were analysed using R Studio. The study's mean age of the RTOI victims was 37.5 (±11.26) years, with a sex ratio M: F:3: 1. The prevalence of disability following road traffic orthopedic injury (RTOI) after 2 years was 36.14%, with victims having WHODAS score > 25.0% and 36.31% were still unable to return to their usual activities. Age group, Severe Kampala Trauma Score and lack of rehabilitation contributed to disability. The most affected WHODAS domains were participation in society (33%) and life activities (28%). The prevalence and levels of disability because of RTOI in Rwanda are high, with mobility and participation in life being more affected than other WHODAS domains. Middle-aged and socio-economically underprivileged persons are the most affected. This study showed that a good rehabilitation approach and economic support for the RTI victims would decrease their disabilities in Rwanda.

Factors affecting social integration after road traffic orthopaedic injuries in Rwanda.

Road traffic injuries (RTIs) leading to long-term disability present a significant public health challenge, causing immense personal and societal consequences. Every year, 50 million people are hurt, 1.2 million die, 30% are permanently disabled, and 14% cannot return to work due to road traffic accidents. However, in many developing countries, information on the social integration of patients post-RTI remains limited. This study aimed to identify factors contributing to social integration following road traffic-related orthopedic injuries (RTOI) in Rwanda. A multicenter, cross-sectional study included 369 adult Road traffic orthopedic injuries (RTOI) victims from five Rwandan referral hospitals. Participants completed the IMPACT-S Questionnaire between 2 June 2022, and 31 August 2022, two years after the injury. It measured social integration in terms of activities and paricipation. We used logistic regression statistical analysis with a significance level of p < 0.05 to estimate odds ratios (OR) and 95% confidence intervals (CI). The Institutional Review Board for Health Sciences and Medicine at the University of Rwanda College of Medicine ethically authorized this study. Participants signed a written consent form before participating in the study. The data was kept private and was used only for this study. The study's findings indicated that the mean age of RTOI victims was 37.5 ± 11.26 years, with a notable male predominance over females. Of the participants, 5.69% were unable to resume normal life activities. The overall mean score on the IMPACT-S scale was moderate, at 77 ± 17. Specifically, participants achieved an average score of 76 ± 16 for "activities" and a higher average of 84 ± 16 for "participation." Certain factors were associated with poor social integration compared to others, including belonging to the age group above 65 years (OR = 8.25, p = 0.02), female sex (OR = 3.26, p = 0.02), lack of rehabilitation (OR = 3.82, p = 0.01), and length of hospital stay >15 days (OR = 4.44, p = 0.02). The majority of RTOI victims in Rwanda achieved successful reintegration into society; nevertheless, their mobility and community engagement were more significantly impacted compared to other aspects assessed by the IMPACT-S scale. The study emphasized the importance of early management, effective rehabilitation, and prompt patient discharge from the hospital in facilitating a successful return to everyday life after road traffic-related orthopedic injuries.

Development of personalizable female and male pedestrian SAFER human body models

Objectives Vulnerable road users are globally overrepresented as victims of road traffic injuries. Developing biofidelic male and female pedestrian human body models (HBMs) that represent diverse anthropometries is essential to enhance road safety and propose intervention strategies. Methods In this study, 50th percentile male and female pedestrians of the SAFER HBM were developed via a newly developed image registration–based mesh morphing framework. The performance of the HBMs was evaluated by means of a set of cadaver experiments, involving subjects struck laterally by a generic sedan buck. Results In simulated whole-body pedestrian collisions, the personalized HBMs effectively replicate trajectories of the head and lower body regions, as well as head kinematics, in lateral impacts. The results also demonstrate the personalization framework’s capacity to generate personalized HBMs with reliable mesh quality, ensuring robust simulations. Conclusions The presented pedestrian HBMs and personalization framework provide robust means to reconstruct and evaluate head impacts in pedestrian-to-vehicle collisions thoroughly and accurately.

Panfacial fractures management, a report of surgical treatment sequence in three cases: A case series study

Multiple facial fractures, which involve the upper, middle, and lower thirds of the face, are called Panfacial fractures, and their management is one of the biggest challenges in the field of maxillofacial surgery. The proximity of maxillofacial skeleton to important sensory or vital structures such as the visual, olfactory, masticatory and respiratory systems and intracranial components in addition to negative effects on esthetic aspects of the face have doubled the intricacy. Small or thin fractured segments that are difficult to find and stabilize make management of pan facial fractures different from anywhere else in the body.&#x0D; One major challenge is to find the best pattern and sequence of treatment. There are different concepts, depending on the surgeon's experience and the pattern of fracture. This study reports three patients with the diagnosis of pan facial fractures. A 54-year-old woman, an 18-year-old and a 14-year-old man that were all victims of road traffic injuries (MVA). Conventional open reduction and internal fixation methods have been used and favorable results have been obtained in follow-up periods.

Road traffic injuries and their associated risk factors in Dibrugarh district, Assam: a cross-sectional study

Background: Road traffic injuries (RTIs) are a leading cause of mortality and morbidity throughout the world and especially in developing countries like India, out of which many goes unreported. As such, this study was conducted to estimate the prevalence of RTIs and their associated risk factors in Dibrugarh district of Assam. Methods: This was a cross-sectional study conducted among 820 samples taken from both urban and rural areas of Dibrugarh district. Data was collected by personal interview using a pre-designed, pre-tested structured questionnaire. Data is presented in percentages and association was tested using logistic regression analysis. Results: The overall prevalence of RTIs was found to be 4.4%. Prevalence of RTI was higher amongst males (6.85%), people belonging to age group of 18-30 yrs and people who were unemployed (26.2%). Also, most of the accidents were found to occur during night time (47.2%), amongst two wheelers (52.8%) and more in the rural areas than the urbans. A high prevalence of alcohol consumption (58.3%) and usage of mobile phones (16.7%) while driving was seen with the RTIs. Also only 25% and 13% of the RTI victims were using helmets and seatbelts respectively while riding their bikes/cars. Conclusions: Prevalence of RTIs was quite high amongst the population of Dibrugarh district along with high prevalence of risky behaviour while driving. As such, awareness regarding this hazardous problem amongst people and how to take proper preventive measures is of utmost importance.

Analysis of Risky Riding Behavior Characteristics of the Related Road Traffic Injuries of Electric Bicycle Riders.

Electric bicycle (EB) riders, being vulnerable road users (VRUs), are increasingly becoming victims of road traffic injuries (RTIs). This study aimed to determine the current status and epidemiological characteristics of RTIs among EB riders through a questionnaire survey and roadside observations in Shantou to provide a scientific basis for the prevention and control of electric bicycle road traffic injuries (ERTIs). A total of 2412 EB riders were surveyed, and 34,554 cyclists were observed in the study. To analyze the relationship between riding habits and injuries among EB riders, chi-square tests and multi-factor logistic regression models were employed. The findings reveal that the prevalence of ERTIs in Shantou was 4.81%, and the most affected group was children under 16 years old, accounting for 9.84%. Risky behavior was widespread among EB riders, such as the infrequent wearing of safety helmets, carrying people on EBs, riding on sidewalks, and listening to music with headphones while bicycling. Notably, over 90% of those who wore headphones while bicycling engaged in this risky behavior. The logistic regression analysis showed that honking the horn (odds ratio (OR): 2.009, 95% CI: 1.245-3.240), riding in reverse (OR: 4.210, 95% CI: 2.631-6.737), and continuing to ride after a fault was detected (OR: 2.010, 95% CI: 1.188-3.402) all significantly increased the risk of ERTIs (all p < 0.05). Risky riding behavior was significantly less observed at traffic intersections with traffic officers than at those without (all p < 0.001).

Investigation of children victims of road traffic injuries required intensive care

Children are considered vulnerable road users (VRUs) in the literature, with high mortality and morbidity rates in accidents, resulting in various injuries such as head and neck injuries, fractures, tears, and post-traumatic stress disorder. The study was conducted retrospectively among patients admitted to the Pediatric Intensive Care Unit between October 1, 2017, and January 1, 2022, in a Hospital in Bursa. Eighty-six children were admitted to the study. Of them, 74.4% were male and 25.6% female. The average age was 8.8±5.0 years. The accidents occurred predominantly in urban areas (67.4%), with 32.6% occurring in rural areas. Pedestrians were 68.6% of the victims. Most accidents happened on Sundays (22.1%) and weekdays (62.8%). The distribution of accidents by season showed that most accidents occurred in the fall (29.1%), followed by spring (26.7%), summer (25.6%), and winter (18.6%). The most common time for accidents was between 18:00 and 00:00 (59.3%), and preschool-age children were most involved (44.2%). The most frequent type of injury was multiple trauma (50%), followed by isolated cranial trauma (29.1%). Of 14.0% victims died, and two became permanent care patients. The findings provide valuable insights for developing policies to prevent accidents and reduce associated morbidity and mortality.

Economic burden of road traffic injuries among hospitalized subjects in a tertiary care center in Bengaluru, India

Background: Road traffic injuries (RTIs) are the major causes of mortality, morbidity, and disability among young adults and pose a significant economic burden to individuals, families, and communities. Objective: To estimate the cost of care at discharge, 3 months and 6 months among patients with RTIs admitted to a private tertiary hospital in Bengaluru, India. Methods: A cost-of-illness study from patient's perspective was done among 150 hospitalized injured subjects with RTIs admitted to a tertiary care hospital in Bengaluru city. A face validated, structured interview schedule was administered in local language at baseline (hospital discharge time), 1 month and at 6 months to capture data on direct medical costs, direct nonmedical costs, and indirect costs incurred by the RTI victims and their family members. Hospital bills were reviewed for all the patients included in the study. Results: Among the 150 study participants, majority were men (94.67%), with a mean age of 35.36 years ± 14.62 years and majority were two-wheeler riders/pillions and pedestrians. Our results show the median cost incurred for care of RTI to be INR 106,374 (inter quartile range [IQR] 57,402–163,250) (USD 1418 [IQR 765–2176]). Direct medical costs contributed to 66% of the costs, whereas direct nonmedical and indirect costs contributed to 21% and 13% of the total costs, respectively. Conclusion: RTIs contribute to significant economic burden to patients. While prevention should be our primary goal, health financing and risk protection mechanisms should be strengthened by streamlining insurance coverage mechanisms to reduce out-of-pocket expenditure.

Determination of Ethyl Glucuronide and Ethyl Sulfate in Dried Blood Spots by UHPLC-MS-MS: Method Validation and Assessment of Ethanol Exposure in Postmortem Samples from Road Traffic Victims.

The determination of ethyl glucuronide (EtG) and ethyl sulfate (EtS) in blood has been proposed in clinical and forensic applications to identify recent alcohol consumption. Also, there is a growing interest on the use of dried blood spots (DBS) in toxicological analysis, allowing increased stability of the analytes and simplifying sample transportation and storage. This study presents the development and validation of a method for quantifying EtG and EtS in DBS using ultra-performance liquid chromatography-tandem mass spectrometry (UHPLC-MS-MS). The DBS samples were extracted with a mixture of methanol and acetonitrile (80:20 v/v) and analyzed using UHPLC-MS-MS with electrospray source in negative mode, after separation with a fluoro-phenyl stationary phase. Validation was performed according to the Scientific Working Group for Forensic Toxicology (SWGTOX) guidelines, with calibrations ranging from 0.10 to 18 µg/mL for EtG and 0.02 to 6 µg/mL for EtS. The analytes were stable in DBS stored from -20 to 45°C for 21 days. The method was successfully applied to capillary and venous DBS samples from 20 volunteers after ethanol ingestion and to DBS samples from 99 fatal victims of road traffic injuries. Capillary DBS was comparable to venous DBS and fresh whole blood in Passing-Bablok and Bland-Altman analysis, with correlation coefficients >0.91 (P < 0.001) for all comparisons. In postmortem application, the DBS EtG and EtS analysis indicated positive exposure to ethanol in 72.7% of the cases (EtG: 0.10-24.0 µg/mL and EtS: 0.03-4.11 µg/mL). The identification of ethanol consumption from blood alcohol concentrations (BACs) and EtG/EtS in DBS was in agreement in 98.6% of positive and 96.3% of negative cases (kappa 0.877, P < 0.001), indicating a high level of concordance with BAC in assessing alcohol use in postmortem samples.

A Cross-sectional Study of Road Traffic Safety Knowledge, Attitude, and Practice among Emergency Department Staff

Background and Purpose: Emergency Department (ED) staff are frequently faced with road traffic injury victims and also play role as various road users. This study was conducted to investigate the knowledge, attitude, and practices of ED staff towards road safety at referral trauma hospitals of Tabriz.&#x0D; Materials and Methods: This cross-sectional study was conducted in 2020 in the referral trauma hospitals of Tabriz. Data were collected using a standard questionnaire. Census sampling was used to select the participants. Descriptive statistics, Pearson’s correlation test and logistic regression model were used for the data analysis using SPSS Software.&#x0D; Results: The mean score of the ED staff in traffic safety knowledge, attitude and practices was 9.73 ± 2.28 out of 15, 95.3±11.4 out of 118, and 61.3±8 out of 76, respectively. The staff’s traffic safety knowledge was associated with their attitude and practices. Moreover, the univariate logistic regression modeling results revealed that participants' traffic safety attitude (OR= 0.96 (95% CI= 0.93-0.99)) and practices (OR= 0.95 (95% CI= 0.91-0.99)) were, independently, correlated with a reduction in road traffic accidents.&#x0D; Conclusions: The ED staff’s attitudes towards traffic safety had a positive correlation with their practices and also accident experience. Nonetheless, after adjusting the data in terms of knowledge and attitude, road traffic safety practice was not associated with participants' accident experience. It is crucial to consider road safety education in colleges to promote safety knowledge of graduate individuals which will have conspicuous results in risk reduction.

A study of road traffic injury victims at a tertiary care hospital in Goa, India.

While road traffic accidents are declining in many developed countries, fatalities are still on the rise in many developing countries including India. More than half of the road traffic injury (RTI) victims are in the age group of 20-55 years, which constitutes the key wage-earning and child-raising age group. To study the socio-demographic profile of RTI victims and to study the pattern of injury among them. The RTI victims brought to the casualty of Goa Medical College and Hospital were interviewed using a predesigned questionnaire following transfer to in-patient wards after initial stabilisation in the casualty. Data are expressed as proportions and presented using graphs and charts. A majority of the RTI victims, i.e., 134 (30.45%) were in the age group of 30-40 years. The findings reveal that 33 (13.04%) RTI victims did not have a valid driving licence, while the use of alcohol within 6 h before accident was seen in 38 (12.75%) RTI victims; 234 (65.36%) victims were not using a seat belt or helmet and 350 (79.55%) victims had grievous injuries. A high number of drivers were driving without a valid driving licence while a good number of RTI victims consumed alcohol putting themselves as well as other commuters at risk. There is a need for increasing awareness among the road users and community regarding road safety. Government authorities should ensure consistent and strict implementation of traffic rules as well as accelerate the implementation of road-safety preventive measures.

Analysis of Cost Associated with Treatment of Road Traffic Injuries among Victims at the Kenyatta National Hospital Nairobi City Kenya

Previous studies have pointed out that road traffic injuries (RTIs) as a leading cause to fatalities of over one million victims globally per year which bears negative impact on health, economy and development of the society as a whole. Furthermore, young men and women at their most economic age group have been identified as the most vulnerable group to road traffic injuries (RTIs) resulting to mortality and very severe morbidity due disability. However, there is little or no published evidence on healthcare resource allocations and utilization after RTIs, especially in developing countries that include those in Africa. Objective: The main objective of this study was to analyze the total hospital cost related to RTI (Road traffic injury) victims admitted for a period of 3 months. The study demonstrated effects of direct and indirect medical cost , productivity loss and hospital length of stay on total cost of road traffic injuries of RTI victims at KNH. Methods: This was a cross sectional study design done at the Kenyatta Hospital Nairobi, surgical wards and Accident &amp; Emergency. A sample (n=124) consisted of new victims admitted to the Hospital due to RTI from January 25th 2019 to 24th April 2019., this was two thirds of the sample size at 74% respondent rate who gave consent and all ethical approvals granted. The data collection of direct and indirect medical cost was by data extraction tool, testing of the tools was done at the surgical ward. Productivity loss of the victims was calculated by use of Work Productivity and Activity Impairment Questionnaire (WPAIQ). SPSS version 22 was applied and descriptive statistics to show frequencies and Percentages for categorical variables (victim’s unique individualized characteristics). Multi Linear Regression Model Test was used test the relationship between the independent and dependent variables. Results: The study results indicated that direct cost factors (laboratory cost, A&amp;E Charges and Diagnostic Cost) (X1: β1 =.199, P&lt;. 047), (X3: β3 =.469, P&lt; .037), and (X4: β4 =.029, P&lt; .048) had a significant influence on the overall cost of treatment of RTI victims seeking treatment at the KNH, there was no significant relationship between Bed Charges (X2: β2 =.117, P&gt;.689) and the cost of treatment of RTI victims seeking treatment at the KNH. The findings of the study also indicated that Y= 7.949+.001X1+0. 458X2+0. .239 X3+ 0. .305X4+e where a .199 change in direct cost, .117 changes in indirect cost, .469 change in total productivity cost and .029 changes in duration of stay in hospital influenced a unit change on the cost of treatment of RTI victims seeking treatment at the KNH. Most distribution of injuries was lower limbs at 51.6% Conclusion &amp; Recommendation: The study concludes that Road traffic accident is an economic burden to individual, family and country at large. The study recommends, need for an awareness on importance of National Hospital insurance fund (NHIF) as a universal health coverage fund for people at an affordable cost, there is need to reduce the indirect cost of treatment associated indirect cost of treatment, support to from one person or two further increasing productivity time associated with the injury. Further motion study on cost analysis will give a detailed insight on these area of study.

Characteristics, reasons and patterns of Road Traffic Injuries presenting in emergency department of a tertiary care public hospital in Karachi.

Objectives:To determine the main characteristics, reasons and patterns of road traffic injuries (RTIs) in a tertiary care public hospital of Karachi.Methods:It was a hospital based cross sectional study conducted in a public tertiary care hospital emergency department with a sample size 425 selected conveniently. Participants included the consenting victims or caretaking attendants of road traffic injuries (RTIs) from 25th May to 28th June in 2019. A structured questionnaire was developed after literature review and was translated into “Urdu” language. The questionnaire collected detailed information on socio-demographic characteristics, possible reasons of RTI’s such as condition of vehicle, over speeding and breaking traffic rules. Data was analyzed by using software SPSS version 20.Results:Almost half of RTI victims (43.1%) belonged to the age group 18-29. Majority of the victims were males (86.6%). The most common vehicle involved was motorbike (87.50%) followed by Rickshaw (6.8%) and Car (2.4%). Majority of RTIs occurred on main road (75.30%). The most common sites of injuries were lower limb (64%), upper limb (37.60%) and head (32.2%). The severe injuries were significantly more likely to happen in events in which direct collision with other vehicle/thing was involved, road conditions were wet and pedestrian were crossing the road.Conclusion:Motorbikes were involved in majority of RTIs. Main reasons of RTIs included irresponsible road behaviors including over-speeding, careless road crossing, breaking the signal and riding on wet roads which lead to moderate to severe injuries in almost two thirds of participants

Perception of Law Enforcement Officers on Preventing Road Traffic Injury in Vanuatu: A Qualitative Study.

Background: Road Traffic Injuries (RTIs) cause approximately 1. 35 million deaths annually, and is the leading cause of death among people between ages 5 and 29. Law Enforcement Officers (LEOs) deal with Road Traffic Collisions (RTCs) and have contact with RTI victims at a daily basis, they possess an excellent perspective on preventing RTI. This study aimed to explore LEOs perceptions on risk factors and preventive measures of RTI in Vanuatu.Methods: This study employed qualitative methods that used Focus Group Discussions (FGDs) to gather data from 25 LEOs between October 14th and November 30th, 2020. Self-identified Ni-Vanuatu LEOs who have been serving for over 6 months and residing at the study setting were included in this study. Purposive sampling was used to recruit study participants from three municipalities in Vanuatu. A semi-structured open ended questionnaire was designed to guide the FGDs. Data obtained were sorted out using thematic analysis processed with some preconceived themes based on theory, and also allowing the data to determine new themes.Results: Data saturation was reached from conducting 5 FGDs with 25 LEOs who were traffic officers and municipal wardens. Five main themes and sixteen subthemes were generated from the study. The main themes include driving and alcohol, the challenges to effective enforcement, barriers to effective care and support for RTI victims, measures for road traffic control and promoting road traffic safety. The respondents perceived that addressing resources issues and the legislations on road traffic control act and vehicle regulation act will enhance prevention of RTI.Conclusion: This study explored the risk factors of RTI and the barriers to effectively prevent RTI in Vanuatu. The study also generated suggestions of a combination of road traffic control measures that could be implemented to prevent RTI. Future research should look at effective strategies of preventing RTIs in resource deficit settings.