[Prevalence and predictors of post-traumatic stress disorder in road traffic accidents]. / Prévalence et facteurs prédicteurs des troubles post-traumatiques chez les accidentés de la voie publique.

Introduction: trauma-related disorders following a road accident have both a health and an economic impact. Methods: we conducted a prospective study to determine the prevalence of these disorders, and to identify risk factors in subjects victims of road accidents and hospitalized in the Department of Orthopedic Surgery and Traumatology of the University Hospital Center of Sfax-Tunisia. Results: a total of sixty-ten subjects were included in this study. The prevalence of acute stress disorder was 37.1% and was associated with female sex, low educational level, previous medical and surgical history, passivity during the accident, severity of injuries and the presence of anxious and depressive symptoms. Post-traumatic stress disorder was observed in 40% of subjects and was associated with urban residential environment, passivity during the accident and anxious and depressive symptoms. Low scores for functional coping strategies and high scores for dysfunctional coping strategies were significantly associated with both disorders. Low educational level, urban residential environment, high levels of anxiety and depression, and denial coping strategy appear to be independent risk factors for acute stress and post-traumatic stress disorder. Conclusion: It is therefore important to determine the profile of people at greater risk of post-traumatic stress disorder, to enable early diagnosis in victims of road accidents.

Performance of three predictive scores to avoid delayed diagnosis of significant blunt bowel and mesenteric injury: A 12-year retrospective cohort study.

BACKGROUND: Avoiding missed diagnosis and therapeutic delay for significant blunt bowel and mesenteric injuries (sBBMIs) after trauma is still challenging despite the widespread use of computed tomography (CT). Several scoring tools aiming at reducing this risk have been published. The purpose of the present work was to assess the incidence of delayed (>24 hours) diagnosis for sBBMI patients and to compare the predictive performance of three previously published scores using clinical, radiological, and laboratory findings: the Bowel Injury Prediction Score (BIPS) and the scores developed by Raharimanantsoa Score (RS) and by Faget Score (FS). METHODS: A population-based retrospective observational cohort study was conducted; it included adult trauma patients after road traffic crashes admitted to Lausanne University Hospital, Switzerland, between 2008 and 2019 (n = 1,258) with reliable information about sBBMI status (n = 1,164) and for whom all items for score calculation were available (n = 917). The three scores were retrospectively applied on all patients to assess their predictive performance. RESULTS: The incidence of sBBMI after road traffic crash was 3.3% (38 of 1,164), and in 18% (7 of 38), there was a diagnostic and treatment delay of more than 24 hours. The diagnostic performances of the FS, the RS, and the BIPS to predict sBBMI, expressed as the area under the receiver operating characteristic curve, were 95.3% (95% confidence interval [CI], 92.7-97.9%), 89.2% (95% CI, 83.2-95.3%), and 87.6% (95% CI, 81.8-93.3%) respectively. CONCLUSION: The present study confirms that diagnostic delays for sBBMI still occur despite the widespread use of abdominal CT. When CT findings during the initial assessment are negative or equivocal for sBBMI, using a score may be helpful to select patients for early diagnostic laparoscopy. The FS had the best individual diagnostic performance. However, the BIPS or the RS, relying on clinical and laboratory variables, may be helpful to select patients for early diagnostic laparoscopy when there are unspecific CT signs of bowel or mesenteric injury. LEVEL OF EVIDENCE: Prognostic and Epidemiological; Level III.

Mortalidad en accidentes por moto en Venezuela, y su relación con Políticas Públicas de seguridad vial y preventiva,1996-2018 / Mortality in motorcycle accidents in Venezuela and relationship with public road safety and preventive policies, 1996 - 2018

Los accidentes de tránsito son un problema de salud pública de gran magnitud y gravedad, en las Américas; Venezuela ocupa un lugar destacado por su alta incidencia. El objetivo de la investigación es establecer la relación entre las políticas públicas para la prevención de los accidentes de motocicletas, y las tasas de mortalidad. Metodología: Estudio documental retrospectivo de las políticas viales y las tasas de mortalidad específicas de lesionados por accidentes de motocicletas en Venezuela durante el período 1996-2018. Resultados: como causa de muerte en Venezuela (2000-2018), representa casi 7% del total, entre 6 a 50% del total de las muertes por accidentes de tránsito terrestre y se mantiene muy alta al final del período, con fallecidos por motocicletas sobre 25%. La elevación de la curva endémica de mortalidad ocurrió simultáneamente al aumento en la producción e importación de motocicletas, y cayó durante la crisis económica, en el año 2014. La legislación actualizada mas no acatada en esta materia, es notoria Conclusiones: Los accidentes de motocicleta son un problema de salud pública de primer orden en Venezuela asociadas al clima económico y social, las tasas de mortalidad tuvieron su máxima meseta de elevación durante la bonanza petrolera 2005-2013. Las políticas asociadas a la prevención de accidentes viales en moto están fragmentadas, son ineficientes y reactivas a situaciones complejas, deficientemente aplicadas por los organismos de tránsito responsables a escala nacional, regional y municipal.

Introduction. Traffic accidents are a public health problem of great magnitude and gravity in the Americas; Venezuela occupies a prominent place for its high incidence. The objective of the research is to establish the relationship between public policies for the prevention of motorcycle accidents, and mortality rates. Methodology: Retrospective documentary study of road policies and specific mortality rates of those injured by motorcycle accidents in Venezuela during the period 1996-2018. Descriptive statistical analysis with trend lines, frequency distributions and annual average rates. Results: cause of death in Venezuela (2000-2018), represents almost 7% of the total. The burden of motorcycle injury deaths represents between 6 to 50% of total road traffic fatalities and remains very high at the end of the period, with motorcycle fatalities over 25%. The elevation of the endemic mortality curve occurred simultaneously with the increase in the production and import of motorcycles, and fell concomitantly with the economic crisis in 2014. Conclusions: Motorcycle accidents are a public health problem of the first order in Venezuela associated with the economic and social climate, mortality rates had their maximum plateau of elevation during the oil economic boom 2005-2013. The policies associated with the prevention of road accidents by motorcycle are fragmented, inefficient and reactive to complex situations and poorly applied by the responsible traffic agencies at national, regional and municipal level.

Sleep disorders among patients suffering from road traffic injuries in an urban setting of Vietnam: an exploratory study.

Sleep quality is an important indicator of treatment outcome for patients with traffic accident injuries. In Vietnam, the impacts of injury on sleep status are usually amplified in urban areas due to disproportionate distribution of mental care services between the city and less developed settings. Our study investigated deterioration in sleep quality and identified associated demographic factors among traffic injury patients in an small urban setting of Vietnam. A cross-sectional study was conducted among 408 patients in one provincial hospital and five district hospitals in Thai Binh, Vietnam from October to December 2018. A structured questionnaire was designed based on 3 standardized scales: Health-related Quality of Life, the Pittsburgh Sleep Quality Index and the Kessler Scale. Face-to-face interviews and medical records were conducted by trained health professionals on patients hospitalized in the Trauma-Orthopedic/Burn Department and Surgery and General Department. About 16.9% of respondents had sleep disturbances, and there was a statistically significant difference between age group (p < 0.01), education level (p < 0.01), and monthly household income (p < 0.01) between participants who with and without sleep disturbances. Furthermore, more than half (50.7%) of respondents sleep less than 5 h per day, while 18.7% of the sampled also reported that the habitual sleep efficiency was below 85%. Current results indicated that people being female, suffering from traumatic brain injury, being comatose at hospitalization, and having higher psychological distress scores were more likely to suffer from sleep problems. Our study is one of the first evidence in Vietnam to assess sleep disturbances in road traffic injury patients and their correlated factors. It is important to identify patients who are at risk of sleep disturbances based on socio-demographic and clinical characteristics, as well as psychological distress status. Therefore, a holistic approach should be taken to include sleep quality and psychological state in the treatment process and outcome assessment for road traffic injury patients.

Racial equity in trauma injury: An unresolved enigma.

BACKGROUND: Racial disparities in healthcare have been attributed to socioeconomic inequalities while the relative risk (RR) of traumatic injury in people of color has yet to be described. METHODS: Demographics of our patient population were compared to the population of our service area. The racial and ethnic identities of gunshot wound (GSW) and motor vehicle collision (MVC) patients were used to establish RR of traumatic injury adjusting for socioeconomic status defined by payor mix and geography. RESULTS: GSW assaults were more common in Blacks (59.1%) while self-inflicted GSWs were more common in Whites (46.2%). RR of having a GSW was 4.65 times greater (95% CI 4.03-5.37; p < 0.01) among Blacks than other populations. MVC patients were 36.8% Black, 26.6% White, and 32.6% Hispanic. Blacks had an increased risk of MVC compared to other races (RR 2.13; 95% CI 1.96-2.32; p < 0.01). The racial and ethnic identity of the patient was not a predictor of GSW or MVC mortality. CONCLUSIONS: Increased risk of GSW and MVC was not correlated with local population demographics or socioeconomic status.

High-'n'-dry? A comparison of cannabis and alcohol use in drivers presenting to hospital after a vehicular collision.

DESIGN: This was a prospective observational study. BACKGROUND AND AIMS: The characteristics of cannabis-involved motor vehicle collisions are poorly understood. This study of injured drivers identifies demographic and collision characteristics associated with high tetrahydrocannabinol (THC) concentrations. SETTING: The study was conducted in 15 Canadian trauma centres between January 2018 and December 2021. CASES: The cases (n = 6956) comprised injured drivers who required blood testing as part of routine trauma care. MEASUREMENTS: We quantified whole blood THC and blood alcohol concentration (BAC) and recorded driver sex, age and postal code, time of crash, crash type and injury severity. We defined three driver groups: high THC (THC ≥ 5 ng/ml and BAC = 0), high alcohol (BAC ≥ 0.08% and THC = 0) and THC/BAC-negative (THC = 0 = BAC). We used logistic regression techniques to identify factors associated with group membership. FINDINGS: Most injured drivers (70.2%) were THC/BAC-negative; 1274 (18.3%) had THC > 0, including 186 (2.7%) in the high THC group; 1161 (16.7%) had BAC > 0, including 606 (8.7%) in the high BAC group. Males and drivers aged less than 45 years had higher adjusted odds of being in the high THC group (versus the THC/BAC-negative group). Importantly, 4.6% of drivers aged less than 19 years had THC ≥ 5 ng/ml, and drivers aged less than 19 years had higher unadjusted odds of being in the high THC group than drivers aged 45-54 years. Males, drivers aged 19-44 years, rural drivers, seriously injured drivers and drivers injured in single-vehicle, night-time or weekend collisions had higher adjusted odds ratios (aORs) for being in the high alcohol group (versus THC/BAC-negative). Drivers aged less than 35 or more than 65 years and drivers involved in multi-vehicle, daytime or weekday collisions had higher adjusted odds for being in the high THC group (versus the high BAC group). CONCLUSIONS: In Canada, risk factors for cannabis-related motor vehicle collisions appear to differ from those for alcohol-related motor vehicle collisions. The collision factors associated with alcohol (single-vehicle, night-time, weekend, rural, serious injury) are not associated with cannabis-related collisions. Demographic factors (young drivers, male drivers) are associated with both alcohol and cannabis-related collisions, but are more strongly associated with cannabis-related collisions.

Epidemiological characterization of tibial plateau fractures.

BACKGROUND: Tibial plateau fractures are traumatic injuries with severities ranging from nondisplaced to complicated fractures. This study describes the epidemiological characteristics of patients with tibial plateau fractures treated in five trauma clinics. METHODS: This retrospective, cross-sectional study included 1165 patients with tibial plateau fractures treated between December 2015 and May 2017. Subjects were selected from the medical records of five institutions based on the inclusion and exclusion criteria. Age, sex, laterality, fracture type, trauma mechanism, vehicle type, classification, and associated injuries were assessed via univariate and bivariate analyses. RESULTS: In total, 23.3% of patients with tibial fractures treated during the study period had tibial plateau fractures. Of those affected, 73% were men and 50% were younger than 40 years. Furthermore, 95.7% of fractures were caused by traffic accidents, 82.6% of which involved motorcycles. Fractures were closed in 93.1% of cases, and 78% of subjects had associated injuries. The most common fractures, according to Schatzker classification, were type VI (23%) and V (19.1%) fractures. CONCLUSIONS: Tibial plateau fractures are frequent injuries in our setting and mostly occur in men in their 30 s and 40 s. These fractures are typically caused by motorcycle traffic accidents. LEVEL OF EVIDENCE: IV.

Perfil dos atendimentos pré-hospitalares em serviço de atendimento móvel de urgência no nordeste do Brasil / Perfil de la atención prehospitalaria en servicio de atención móvil de urgencia en el nordeste de Brasil / Profile of pre-hospital care in a mobile emergency care service in northeast Brazil

RESUMO Objetivo: Descrever o perfil epidemiológico dos atendimentos pré-hospitalares realizados por um serviço móvel de emergência no município de Picos, Piauí, Brasil. Métodos: Trata-se de um estudo transversal, documental e retrospectivo com abordagem quantitativa, realizado nos meses de abril e maio de 2020. Foram analisados 4.220 registros com base nos atendimentos realizados pelo Serviço de Atendimento Móvel de Urgência às ocorrências que aconteceram no período de janeiro de 2019 a março de 2020. Os dados foram coletados das fichas de atendimento individuais da instituição, organizados por meio de um formulário e analisados à luz da estatística descritiva. Resultados: Foi observada frequência de ocorrências ligeiramente maior em indivíduos do sexo masculino (50,3%), predominância das faixas etárias de 20 a 30 anos (30,7%) e maior de 60 anos (34,2%), atendimentos realizados pela Unidade de Suporte Básico (65,9%). As ocorrências traumáticas provenientes de acidentes de transporte (68,5%) e as clínicas cardiológicas (18%) se apresentaram em maior percentual em relação às demais. As ocorrências traumáticas foram mais frequentes no período de outubro a dezembro e as clínicas nos meses de fevereiro e março. Conclusão: O perfil epidemiológico dos atendimentos corresponde à população do gênero masculino e faixa etária maior ou igual a 60 anos. Predominaram as ocorrências de natureza clínica, principalmente cardiológicas.

RESUMEN Objetivo: describir el perfil epidemiológico de la atención prehospitalaria realizada por un servicio de atención móvil de urgencia en el municipio de Picos, Piauí, Brasil. Métodos: se trata de un estudio transversal, documental y retrospectivo con enfoque cuantitativo, realizado en los meses de abril y mayo de 2020. Se analizaron 4.220 registros con base en las atenciones realizadas por el Servicio de Atención Móvil de Urgencia a los casos que ocurrieron en el período de enero de 2019 a marzo de 2020. Los datos fueron recolectados de las fichas de atención individuales de la institución, organizados por medio de un formulario y analizados a la luz de la estadística descriptiva. Resultados: fue observada frecuencia de casos ligeramente mayor en individuos del sexo masculino (50,3%), predominancia de las franjas etarias de 20 a 30 años (30,7%) y mayor de 60 años (34,2%), atenciones realizadas por la Unidad de Soporte Básico (65,9%). Los incidentes traumáticos provenientes de accidentes de transporte (68,5%) y las clínicas cardiológicas (18%) se presentaron en mayor porcentaje con relación a los demás. Los incidentes traumáticos fueron más frecuentes en el período de octubre a diciembre y las clínicas en los meses de febrero y marzo. Conclusión: el perfil epidemiológico de las atenciones corresponde a la población del género masculino y franja etaria mayor o igual a 60 años. Predominaron los incidentes de naturaleza clínica, principalmente cardiológicas.

ABSTRACT Objective: To describe the epidemiological profile of pre-hospital care performed by a mobile emergency service in the municipality of Picos, Piauí, Brazil. Methods: This is a cross-sectional, documentary and retrospective study with a quantitative approach, conducted in April and May 2020. We analyzed 4,220 records based on the visits performed by the Mobile Emergency Care Service to the occurrences that occurred between January 2019 and March 2020. Data were collected from the institution's individual care forms, organized through a form and analyzed in the light of descriptive statistics. Results: A slightly higher frequency of occurrences was observed in males (50.3%), predominance of the age groups from 20 to 30 years (30.7%) and higher than 60 years (34.2%), attendances performed by the Basic Support Unit (65.9%). Traumatic occurrences resulting from traffic accidents (68.5%) and cardiologic clinics (18%) were higher in percentage in relation to the other ones. Traumatic occurrences were more frequent from October to December and clinics in February and March. Conclusion: The epidemiological profile of the visits corresponds to the male population and age group greater than or equal to 60 years. Occurrences of a clinical nature, especially cardiac, predominated.

Impacto de ley de cero alcohol en Uruguay: resultados sobre el consumo y la siniestralidad vial / Impact of the implementation of a zero blood alcohol concentration law in Uruguay: effect on consumption and fatal crashes / Impacto da lei de tolerância zero ao álcool no Uruguai: resultados no consumo e acidentes rodoviários / Impact of the implementation of a zero blood alcohol concentration law in Uruguay: effect on consumption and fatal crashes

Resumen: Introducción: apuntando a la prevención y disminución de la siniestralidad vial, se promulgó la Ley 19360 "de alcohol cero" que modifica la tolerancia de alcohol en sangre para conductores, bajándola de 0,3 g/l a 0,0 g/l, con probados resultados de disminución de siniestros fatales en el corto plazo. Objetivo: analizar el impacto de dicha norma en la venta declarada de alcohol y sobre los usuarios de vías siniestrados por tipo de vehículo y región. Metodología: estudio inferencial, de impacto de intervención. Se analizaron series de tiempo de distintas fuentes, para medir si hubo cambios significativos en éstas mediante la modelización ARIMA, comparando antes y después de la sanción de la Ley 19360. Resultados: el consumo de alcohol declarado no sufrió modificaciones importantes a pesar de la ley cero, mientras que la cantidad de motociclistas fallecidos y heridos de gravedad caen de manera significativa a partir de la sanción de la Ley 19360. Conclusiones: los motociclistas son los más beneficiados con esta legislación, con numerosas vidas salvadas. Los datos sugieren un posible cambio de comportamiento de los conductores de vehículos respecto al consumo de alcohol antes y durante el manejo. La mejora continua de la información disponible para la ciudadanía es clave para comprender mejor estos fenómenos.

Summary: Introduction: law 19360 of "Zero blood alcohol concentration" was passed to prevent and reduce road accidents by modifying the tolerance to blood alcohol concentration for drivers. It lowered it from 0.3 g/l to 0.0 g/l and results proved the reduction of fatal crashes in the short term. Objective: to analyze the impact of the new law on the official alcohol sales and on drivers by type of vehicle and region. Method: inferential study, impact of intervention. Time-series analyses for different sources were performed to find out whether there were meaningful changes using the ARIMA model, comparing figures corresponding to the periods before and after Law 19360 was passed. Resultados: declared consumption of alcohol did not evidence important modifications despite the zero law, whereas the number of dead motorcyclists and severely wounded significantly dropped after Law 19360 was passed. Conclusions: motorcyclists are those who benefit the most with the law, since a great number of deaths were saved. Data suggest there might be a change in the behaviour of vehicle drivers in regards to alcohol consumption before and after driving. The steady improvement of information available for citizens is essential to better understand these phenomena.

Resumo: Introdução: visando a prevenção e redução dos acidentes de trânsito, foi promulgada a Lei 19360 "de tolerância zero ao álcool", que modifica a tolerância ao álcool no sangue para motoristas, baixando-a de 0,3 g/l para 0,0 g/l, com resultados comprovados de redução de sinistros fatais no curto prazo. Objetivo: analisar o impacto do referido regulamento na venda declarada de álcool e nos usuários das estradas afetados por tipo de veículo e região. Metodologia: estudo inferencial, de impacto da intervenção. Séries temporais de diferentes fontes foram analisadas para medir se houve mudanças significativas nestes por meio de modelagem ARIMA, comparando antes e depois da promulgação da Lei 19360. Resultados: o consumo declarado de álcool não sofreu modificações importantes apesar da lei de tolerância zero ao álcool, enquanto o número de motociclistas falecidos e gravemente feridos caiu significativamente após a promulgação da Lei 19.360. Conclusões: os motociclistas são os que mais se beneficiam com essa legislação, com muitas vidas salvas. Os dados sugerem uma possível mudança no comportamento dos condutores de veículos em relação ao consumo de álcool antes e durante a condução. O aprimoramento contínuo das informações disponibilizadas ao público é fundamental para um melhor entendimento desses fenômenos.

Lower risk of car crashes among older drivers compared with younger drivers: analysis of 10 years of data / Menor risco de acidentes de automóvel entre motoristas idosos comparado a jovens: resultado de um estudo de 10 anos

Objective: Traffic crashes are a significant cause of health expenditure, mainly considering disability and death. Driving skills are key when it comes to traffic crashes, and older drivers may be unfit to drive. The statistics of traffic crashes involving older drivers can contribute to planning actions that reduce accidents. This study aimed to present statistical data on traffic crashes among older adults in a Brazilian state. Methods: This is an epidemiological study performed with data from the Traffic Accident Information System of the Federal District Traffic Department, Brazil, ranging from 2008 to 2017 and comparing the incidence of injury crashes between older drivers and adult drivers. Results: Although the system recorded 60 705 drivers involved in injury crashes, a 24% reduction was seen in the overall crash incidence during the studied period (2008 ­ 2017); within the older drivers group, this reduction was two times smaller (12%). Despite the smaller drop in incidence, older car drivers presented around three times less risk of crashes when compared to adult drivers, along with a lower risk of accidents on urban, low-speed streets, and were mostly involved in collisions during the day. Conclusion: We found that the risk of older drivers being involved in injury crashes was three times smaller than that of adult drivers. The behavior of older drivers can influence the occurrence of accidents.

Objetivo: Os acidentes de trânsito são causa significativa de gasto em saúde com incapacidades e mortes. Habilidades de condução veicular são elementos-chave para a ocorrência de acidentes de trânsito, e o motorista idoso pode ser incapaz para dirigir. As estatísticas de acidentes de trânsito com motoristas idosos podem contribuir para o planejamento de ações que reduzam os acidentes. Este estudo teve como objetivo apresentar dados estatísticos sobre acidentes de trânsito entre idosos em um estado brasileiro. Metodologia: Estudo epidemiológico com dados do Sistema de Informações de Acidentes de Trânsito do Departamento de Trânsito do Distrito Federal, Brasil, no período de 2008 a 2017, comparando a incidência de acidentes com vitima entre motoristas de automóveis idosos e não idosos. Resultados: De 2008 a 2017, apesar de o sistema contabilizar 60 705 motoristas envolvidos em acidentes de automóveis com vítimas, houve uma redução de 24% na incidência geral nos anos avaliados, sendo essa redução duas vezes menor no grupo de motoristas idosos (12%). A despeito da menor queda na incidência, os motoristas idosos condutores de automóveis tiveram cerca de três vezes menos risco de acidentes comparados a motoristas não idosos; menor risco para acidentes em vias urbanas, as de velocidade mais baixa; e maior predominância de acidentes tipo colisão no período diurno. Conclusões: Encontrou-se risco três vezes menor de motoristas idosos se envolverem em acidentes de automóveis com vitima quando comparados a não idosos. O comportamento dos motoristas idosos pode influenciar na ocorrência de acidentes.

Trauma in northern Quebec, 2005-2014: epidemiologic features, transfers and patient outcomes.

BACKGROUND: The Inuit people residing in Nunavik, Quebec, are vulnerable to major trauma owing to environmental and social factors; however, there is no systematic data collection for trauma in Nunavik, and, apart from data regarding patients who are transferred to tertiary care centres, no data enter the Quebec trauma registry directly from Nunavik. We performed a study to characterize the epidemiologic features of trauma in Nunavik, and describe indications for transfer and outcomes of patients referred to the tertiary trauma centre. METHODS: We collected data retrospectively for all patients with trauma admitted to the Centre de santé Tulattavik de l'Ungava in Kuujjuaq from 2005 to 2014. Sociodemographic, injury and health services data were extracted. The data were analyzed in conjunction with coroners' reports on death from trauma in Nunavik. RESULTS: A total of 797 trauma cases were identified. The most common causes of injury were motor vehicle collisions (258 cases [32.4%]), falls (137 [17.2%]) and blunt assault (95 [11.9%]). One-third of patients (262 [32.9%]) were transferred to the tertiary care centre in Montréal. The incidence rate of major trauma (Injury Severity Score > 12) was 18.1 and 21.7 per 10 000 person-years in the Kuujjuaq region and the Puvirnituq region, respectively, which translates to a relative risk (RR) of 4 compared to the Quebec population. The disparity observed in trauma mortality rate was even greater, with an RR of 47.6 compared to the Quebec population. CONCLUSION: The study showed major disparity in trauma incidence and mortality rate between Nunavik and the province of Quebec. Our findings allow for a better understanding of the burden of injury and regional trauma mortality in Nunavik, and recommendations for optimization of the trauma system in this unique setting.

Injury Characteristics and Predisposing Effects of Various Outdoor Traumatic Situations in Children and Adolescents.

BACKGROUD: Many studies have reported injury characteristics of individual traumatic situations. However, a comparative analysis of specific risks is meaningful to better understand injury characteristics and help establish injury-prevention measures. This study was conducted to investigate and compare injury characteristics in children and adolescents by various outdoor traumatic situations. METHODS: Outdoor traumatic situations were determined and classified into physical activity-related injury (n = 3,983) and pedestrian (n = 784) and passenger (n = 1,757) injuries in traffic accidents. Home injury (n = 16,121) was used as the control group. Then, the characteristics of each outdoor trauma were compared with 1:1 matched indoor trauma (among home injuries); each outdoor traumatic situation's predisposing risk for the injured body part, injury type, and injury severity were analyzed; and changes by age of frequency ranking among physical activity-related injuries were investigated. RESULTS: Outdoor trauma showed higher risks for limb injuries (injured body part), fracture and muscle/tendon injuries (injury type), and severe injuries (severity) than indoor trauma. Various outdoor traumatic situations presented different predisposing effects on injury characteristics. Among physical activity-related injuries, bicycle injury was commonest across all ages, and playing activities were common causes for injury for individuals of age < 9 years, whereas sports activities overwhelmed the common causes thereafter. CONCLUSIONS: The findings would help to better understand the specific injury risk of various outdoor traumatic situations and may potentially facilitate the establishment of more effective injury-prevention measures.

Relevance of Sleep Disturbances to Orthopaedic Surgery: A Current Concepts Narrative and Practical Review.

➤: Sleep disturbances can increase the risk of falls and motor vehicle accidents and may reduce bone density. ➤: Poor sleep can lead to worse outcomes after fracture, such as chronic pain and delayed recovery. ➤: Orthopaedic surgeons can play an important role in the screening of sleep disorders among their patients.

Drug use in Canadian patients with trauma after cannabis legalization.

Background: The federal Cannabis Act came into force on Oct. 17, 2018, in Canada, making Canada only the second country in the world to legalize the cultivation, acquisition, possession and consumption of cannabis and its by-products. This provided a unique opportunity to evaluate the impact of this legislation on drug-related trauma. Methods: We performed a prospective observational study on the use of cannabis and other illicit drugs in the trauma population at a lead Canadian trauma centre in London, Ontario, in the 3 months before (July 1 to Sept. 30, 2018) and 3 months after (Nov. 1, 2018, to Jan. 31, 2019) the legalization of cannabis in Canada. We defined cannabis use as a positive cannabinoid screen result at the time of assessment by the trauma team. We also screened for opioids, amphetamines and cocaine. Results: A total of 210 patients were assessed by our trauma service between July 1 and Sept. 30, 2018, and 141 patients were assessed between Nov. 1, 2018, and Jan. 31, 2019. Motor vehicle collisions were the most common cause of trauma both before (101 [48.1%]) and after (67 [47.5%]) legalization. The mean Injury Severity Score was 17.6 (standard deviation [SD] 13.0) and 19.7 (SD 14.8), respectively. Drug screens were done in 88 patients (41.9%) assessed before legalization and 99 patients (70.2%) assessed after legalization. There was no difference in the rate of positive cannabinoid screen results before and after legalization (22 [25%] v. 22 [22%]). There was a trend toward higher rates of positive cannabinoid screen results (2/10 [20%] v. 5/8 [62%]) and positive toxicology screen results (5/10 [50%] v. 6/8 [75%]) after legalization among patients with penetrating trauma, but our sample was too small to achieve statistical significance. Conclusion: We found no difference in the rates of positive cannabinoid screen results among patients assessed at our trauma centre in the 3 months before and the 3 months after legalization of cannabis; however, there was a trend toward an increase in the rates of positive results of toxicology screens and cannabinoid screens among those with penetrating trauma. These preliminary single-centre data showing no increased rates of cannabis use in patients with trauma after legalization are reassuring.

Contexte: La Loi fédérale sur le cannabis est entrée en vigueur ici le 17 octobre 2018, faisant du Canada le second pays à légaliser la culture, l'acquisition, la possession et la consommation du cannabis et de ses produits dérivés. Cette situation fournit une occasion unique d'évaluer l'impact de cette loi sur les traumatismes liés aux drogues. Méthodes: Nous avons procédé à une étude d'observation prospective sur la consommation du cannabis et d'autres drogues illicites chez une population de victimes de traumatismes dans un grand centre canadien de traumatologie de London, en Ontario, au cours des 3 mois précédant (1er juillet au 30 septembre 2018) et des 3 mois suivant (1er novembre 2018 au 31 janvier 2019) la légalisation du cannabis au Canada. La consommation de cannabis était confirmée par l'obtention de résultats positifs aux tests de dépistage des cannabinoïdes demandés par l'équipe de traumatologie. Nous avons aussi effectué un dépistage des opioïdes, des amphétamines et de la cocaïne. Résultats: En tout, notre service de traumatologie a vu 210 patients entre le 1er juillet et le 30 septembre 2018, et 141 entre le 1er novembre 2018 et le 31 janvier 2019. Les accidents de la route ont été la plus fréquente cause de traumatisme avant (101 [48,1 %]) et après (67 [47,5 %]) la légalisation. L'indice moyen de gravité des blessures a été de 17,6 (écart-type [É.-T.] 13,0) et 19,7 (É.-T. 14,8), respectivement. Un dépistage de drogues a été effectué chez 88 patients (41,9 %) vus avant la légalisation et chez 99 patients (70,2 %) vus après la légalisation. On n'a observé aucune différence quant aux taux de résultats positifs aux tests de dépistage des cannabinoïdes enregistrés avant et après la légalisation (22 [25 %] c. 22 [22 %]). Les taux de résultats positifs aux tests de dépistage des cannabinoïdes (2/10 [20 %] c. 5/8 [62 %]) et aux tests toxicologiques (5/10 [50 %] c. 6/8 [75 %]) ont eu tendance à être plus élevés après la légalisation chez les patients victimes de traumatismes pénétrants, mais notre échantillon était trop petit pour atteindre une portée statistique. Conclusion: Nous n'avons observé aucune différence quant aux taux de résultats positifs au dépistage des cannabinoïdes au cours des 3 mois précédant et suivant la légalisation du cannabis; par contre, les taux de résultats positifs aux tests de dépistage des drogues et du cannabis ont eu tendance à être plus élevés chez les victimes de traumatismes pénétrants. Ces données préliminaires provenant d'un seul centre qui ne montrent pas d'augmentation des taux de consommation de cannabis chez les polytraumatisés sont rassurantes.

The effect of visually significant dermatochalasis and blepharoptosis on driving safety.

OBJECTIVE: To evaluate the impact of visually significant blepharoptosis and dermatochalasis on driving safety and performance. Patients with visually significant blepharoptosis often complain of difficulty with driving, but the impact of blepharoptosis on driving has not been evaluated in a real-world setting. METHODS: Retrospective cohort study of 610 consecutive adult patients undergoing bilateral functional blepharoplasty or ptosis repair surgery at a single, University-based practice between 2014 and 2017. This cohort had a median age of 65 and was predominantly female. Pre-operative rates of motor vehicle collisions (MVCs) and moving violations (MVs) extracted from state Department of Transportation (DOT) records were compared with post-operative rates, using each patient as their own control. Poisson models were used for analysis. RESULTS: Subjects were included in the study for a median of 730 days before eyelid surgery (IQR 346 - 730) and 783 days after surgery (IQR 449 - 1176). There were 30 total MVCs before surgery (0.024 per subject, per year) and 48 after surgery (0.036 per subject, per year) (p = 0.08). There were 81 MVs before surgery (0.065 per subject, per year) and 66 after (0.049 per subject, per year) (p = 0.11). The multivariable model comparing MVCs pre- versus post-surgery adjusting for age, ptosis severity, gender, and comorbidities yields a rate ratio of 0.63 (p = 0.05). The multivariable model comparing MVs pre- versus post-surgery demonstrates a rate-ratio of 1.2 (p = 0.20). Older age was associated with lower rates of moving violations (coefficient of -0.03, p < 0.01). None of the other variables included in the final models had a significant association with MVCs or MVs. CONCLUSIONS: In this cohort, visually significant blepharoptosis and dermatochalasis were not associated with rates of MVCs or MVs. Further work is needed to study the impact of these common conditions on driving, for example adjusting MVC and MV rates by miles driven, which may influence decisions about when to operate on ptotic eyelids.

Epidemiology of Fractures Sustained During Electric Scooter Accidents: A Retrospective Review of 563 Cases.

BACKGROUND: The use of electric scooters (e-scooters) has dramatically increased as they become an attractive alternative for public transportation in busy metropolitan areas worldwide. Despite their benefits, e-scooters challenge the health-care system with poorly understood forms of injuries, mainly orthopaedic fractures. To our knowledge, this study is the first to investigate e-scooter-related orthopaedic fracture patterns, mechanisms of injury, and management. METHODS: Data on 3,331 e-scooter-related admissions were retrospectively collected between May 2017 and February 2020 in a level-I trauma center. These admissions were analyzed for demographic variables, orthopaedic fracture diagnosis (using the AO/OTA classification), associated injuries, and surgical treatment. RESULTS: During the study period, a total of 716 fractures were diagnosed in 563 patients, with 46.4% of the patients requiring hospitalization. Of 492 upper-limb fractures, 89.2% occurred in a rider fall mechanism; and of 210 lower-limb fractures, 15.7% occurred in rider-vehicle collisions. Fifty-nine percent of long bone fractures were complex fragmentary and/or intra-articular fractures. Orthopaedic surgeons recommended that 225 fractures undergo surgical treatment. The most common upper-limb fracture was AO/OTA class 2R1A, with open reduction and internal fixation of the distal part of the radius being the most common upper-limb procedure (n = 58). The most common lower-limb fracture was AO/OTA class 41C, with open reduction and internal fixation of the proximal part of the tibia being the most common procedure (n = 28). A total of 22 patients (3.9%) required reoperation within 1 year. CONCLUSIONS: This investigation provides unique information on demographic characteristics, patterns, and treatment of orthopaedic fractures secondary to the high-energy mechanism of e-scooter injuries. These new in-depth data are important, first, for health-care system preparedness with regard to management and resource allocation to treat these challenging injuries and, second, for legislators promoting safety and injury prevention strategies.

Blunt adrenal gland injury: The impact of extra-abdominal injury.

BACKGROUND: Blunt adrenal gland injuries are considered uncommon. Moreover, the factors associated with the mechanisms of the injury following blunt trauma are unclear. In this study, we determined the factors associated with blunt adrenal gland injury (BAGI). MATERIALS AND METHODS: A total of 315 patients with blunt abdominal trauma were admitted to our institution during a 12-year period. After excluding 26 patients who were under 18 years old and 27 patients who were in cardiopulmonary arrest on arrival, 262 eligible patients were retrospectively reviewed. Patient characteristics, mechanism of injury, intervention, and associated organ injuries were compared between those with and without BAGI. RESULTS: Blunt adrenal gland injury was identified in 38 of 262 patients (14.5%). The right side was the predominant site of injury (68%). There were no differences in vital sign, in-hospital mortality, intervention, and concomitant abdominal organ injuries between those with and without adrenal gland injury. Patients with BAGI had a higher frequency of fall and motorcycle collision as mechanisms of injury. In addition, patients with BAGI had a higher injury severity score and a higher frequency of concomitant severe head, chest, and pelvic injuries. CONCLUSION: The results of the present study suggest that the deceleration injury leading to concomitant head, chest, or pelvic injuries with blunt abdominal trauma may be associated with the mechanism of BAGI. LEVEL OF EVIDENCE: Prognostic study, level IV.

Association of Rideshare Use With Alcohol-Associated Motor Vehicle Crash Trauma.

Importance: Motor vehicle crashes (MVCs) are an important public health concern. Recent trends suggest that introducing rideshare services has decreased the incidence of MVCs. However, detailed analyses linking rideshare volume, convictions for impaired driving, and nonfatal MVC traumas remain inconclusive. Objective: To determine if there is an association between rideshare use and MVC traumas and convictions for impaired driving in Houston, Texas. Design, Setting, and Participants: This multicenter cohort study was conducted between January 2007 and November 2019 with hospital data from the Red Duke Trauma Institute within the Memorial Hermann Hospital-Texas Medical Center and Ben Taub General Hospital. Rideshare data from Uber and Google covered trips taken within Houston, Texas, from February 2014 (the date of deployment of Uber to Houston) to December 2018. Impaired driving convictions included all indictments made by the Harris County, Texas, District Attorney's office from January 2007 to December 2018. All adults with MVC traumas evaluated at both centers in the study population (individuals >16 years with a mechanism of injury classified under "motor vehicle collision") were included. Impaired driving incidents were included only if the final legal outcome was conviction. Main Outcomes and Measures: The primary study outcomes were the incident rate ratios for hourly MVC traumas and daily impaired driving convictions. Results: A total of 23 491 MVC traumas (involving patients with a mean [SD] age of 37.9 [17.8] years and 14 603 male individuals [62.1%]), 93 742 impaired driving convictions, and more than 24 million Uber rides were analyzed. Following the introduction of Uber in February 2014, MVC traumas decreased by 23.8% (from a mean [SD] of 0.26 [0.04] to 0.21 [0.06] trauma incidents per hour) during peak trauma periods (Friday and Saturday nights). The incident rate ratio of MVC traumas following Uber deployment was 0.33 (95% CI, 0.17-0.67) per 1000 indexed rides (P = .002). Furthermore, rideshare use was associated with a significant, geographically linked reduction in impaired driving convictions between January 2014 to December 2019 (incidence rate ratio, 0.76 [95% CI, 0.73-0.78]; P < .001). Conclusions and Relevance: In this study, introducing rideshare services in the Houston metropolitan area was associated with significant reductions in MVC traumas and impaired driving convictions. Increased use of rideshares may be an effective means of reducing impaired driving and decreasing rate of MVC traumas.

Head and Neck Injuries and Electronic Scooter Use in the United States.

OBJECTIVE: To quantify electric scooter injuries encountered in United States emergency departments, focusing on the head and neck, to understand the safety impact of these scooters to improve safe usage. STUDY DESIGN: Retrospective cross-sectional study from January 2009 to December 2019 of patients presenting to United States emergency departments with electric scooter injuries collected from a national database. About 2,823 cases of injuries were related to electric scooter use from January 2009 to December 2019. Stratified weighted counts and incidence rates were estimated for injury characteristics. Piecewise linear regression quantified the yearly change in incidence of injuries before and after introduction of rideshare programs. RESULTS: The estimated national total of electric scooter cases from 2009 to 2019 was 103,943 (95% CI: 79,650-128,237). Incidence grew in 2019 to 8.63 cases per 100,000 person-years from 4.46 in 2018 to 2.42 in 2017. Head and neck injuries represented 28.5% of total injuries (weighted estimate = 29,610). The most common age group of head and neck injuries before 2018 was ≤17 years, but injuries in 18- to 44-year-olds grew significantly to become the most injured group in 2018 to 2019 (P < .001). From 2009 to 2017, incidence of head and neck injuries fell by 0.02 cases per 100,000 person-years, but cases grew by 1.22 cases per 100,000 person-years post-2017 (P < .001). CONCLUSION: Injuries following the launch of rideshare electric scooter programs increased significantly, especially in patients 18 to 44 years of age. Head and neck injuries represent many of these injuries. User safety education must be addressed to prevent injury as programs become more pervasive in the United States. LEVEL OF EVIDENCE: 2 Laryngoscope, 131:E2784-E2789, 2021.