Voluntary and mandatory use of face mask by pedestrians in Guatemala City during the COVID-19 pandemic / Uso voluntario y obligatorio de mascarilla por peatones en la ciudad de Guatemaladurante la pandemia de COVID-19

The COVID-19 pandemic has currently affected more than 200 countries and caused around four million cases. Face masks are recommended for preventing the contagion. The Guatemalan government issued a decree for the mandatory use of face masks in public places. In order to find out the frequency of voluntary and mandatory use of face masks by Guatemalans we conducted a case study divided in two episodes (pre and post mandatory use decree) by driving a 27.8 km car transect through 11 of the 22 zones of Guatemala City and observing the use of face mask by pedestrians walking on the sides of the transect. Pedestrians were visually classified by age category (children [< 12 years], juveniles [12-21 years], adults [21-65 years] and elders [> 65 years]) and gender. During the pre-decree observation, we registered 476 individuals using a face masks and 674 not using or using them improperly. During the post-decree observation, we registered 797 individuals using face masks and 211 not using or using them improperly. In general, the frequency of face mask use was higher in the post-decree sample. Males used face masks less frequently than females, especially the elders and especially before the use became mandatory. Although the mandatory use decree managed to increase the frequency of the use of the face mask, there is a portion of the population that is not using it or that is using it improperly, so this should be considered by the health authorities who are dealing with the COVID-19 pandemic.

a pandemia de COVID-19 ha afectado actualmente a más de 200 países y causado alrededor de cuatro millones de casos. Se recomienda el uso de mascarillas faciales para prevenir el contagio. El gobierno de Guatemala emitió el decreto 6-2020 para el uso obligatorio de mascarilla en lugares públicos. Para determinar la frecuencia del uso voluntario y obligatorio de la mascarilla por parte de los guatemaltecos, se realizó un estudio de caso dividido en dos episodios (pre-decreto y post-decreto), recorriendo un transecto de 27.8 km en 11 de las 22 zonas de la ciudad de Guatemala y observando el uso de mascarilla por los peatones que caminaban a los lados del transecto. Los peatones se clasificaron visualmente por categoría de edad (niños [< 12 años], jóvenes [12-21 años], adultos [21-65 años] y adultos mayores [> 65 años]) y sexo. Durante el recorrido pre-decreto, observamos 476 personas usando mascarilla y 674 que no la utilizaban o la utilizaban incorrectamente. Durante el recorrido post-decreto, observamos 797 personas utilizando mascarilla y 211 que no la utilizaban o la utilizaban incorrectamente. En general, la frecuencia de uso de la mascarilla aumentó, luego de publicado el decreto. Los hombres usan mascarilla en menor proporción que las mujeres, sobre todo antes de publicarse el decreto. Aunque el decreto de uso obligatorio logró aumentar la frecuencia de uso de la mascarilla, todavía hay una parte de la población que no la está utilizando o que la está utilizando de manera incorrecta por lo que esto debe ser considerado por las autoridades de salud que están lidiando con la pandemia.

Siniestros de tránsito de las personas mayores en Chile entre los años 2008 y 2017: estudio descriptivo / Road traffic accidents of the elderly in Chile between the years 2008-2017: a register-based descriptive study

OBJETIVO: Determinar si las personas mayores tienen mayor tasa de sufrir siniestros de tránsito, de fallecer o de lesionarse en estos, en comparación con personas adultas en Chile entre los años 2008 y 2017. MÉTODO: Se utilizaron las bases de datos de la Comisión Nacional de Seguridad de Tránsito de los últimos 10 años y los datos de habitantes según las proyecciones realizadas por el Instituto Nacional de Estadística. Se calcularon las medidas de efecto e intervalos de confianza del 95%. RESULTADOS: Las personas mayores en Chile tuvieron 0,5 veces la tasa de sufrir un siniestro de tránsito; 0,6 veces la tasa de lesionar y 1,3 veces la tasa de fallecer en un siniestro de tránsito que presentan las personas adultas. Antofagasta y Arica fueron las regiones con menor y mayor ocurrencia de fallecimientos de personas mayores. Las principales causas de siniestro fueron la imprudencia del conductor y peatón, las que a su vez presentaron 1,6 y 2,6 veces la tasa de fallecimiento en personas adultas. De los principales tipos de siniestros, sólo en los atropellos las personas mayores tuvieron mayor ocurrencia de muerte (razón de tasas 2,4). CONCLUSIONES: Confirma la mayor vulnerabilidad a fallecer en un siniestro de tránsito de las personas mayores. Se aprecian grandes diferencias a través de las diversas regiones del país. Las futuras investigaciones deben abordar las características de los usuarios, las estrategias que podrían ayudar a estos a tener una mejor interacción y promover la salud con foco en la seguridad vial en las personas mayores.

OBJECTIVE: To determine if older adults in Chile have higher rates of traffic incidents, resulting in death or injury when compared to younger adults between 2008 and 2017. METHODS: The databases of the National Traffic Safety Commission of the last ten years and the data of inhabitants according to the projections made by the National Statistics Institute were used. Effect measures and 95% confidence intervals were calculated. RESULTS: The elderly in Chile had 0.5 times the rate of suffering a traffic accident, 0.6 times the rate of injury, and 1.3 times the rate of dying in a traffic accident when compared against non-elderly adults. Antofagasta and Arica were the regions with the lowest and highest occurrence of death for older adults, respectively. The leading causes of traffic accidents were the imprudence of the driver and pedestrian, which presented 1.6 and 2.6 times the death rate when compared against non-elderly adults. Of the main types of traffic accidents, only when the pedestrian was hit by a vehicle, the elderly had a higher occurrence of death (rate ratio 2.4). CONCLUSIONS: Older adults presented a greater vulnerability to death by traffic accidents. Substantial differences are seen across different regions. Future research should address the characteristics of the users, the strategies that could help them to have better interaction, and promote health with a focus on road safety for older people.

Determining the incidence of distraction among trauma patients in all modes of transportation.

BACKGROUND: The use of distracting technology is an increasing source of risk for injury among trauma patients. Both drivers and pedestrians show increased unsafe behavior. The data for prevalence and risk for distraction in trauma has varied widely. Our hypothesis is that distraction is more highly prevalent and widely distributed among all mechanisms of injury and variety of trauma patients. METHODS: A 10-question survey of adult trauma victims at a Level I trauma center regarding distraction at time of event was performed, examining age, sex, ethnicity, education level, mode of injury and role in the accident (driver, passenger, pedestrian, bicyclist, motorcyclist). Multiple-variable logistic regression was performed to identify risk factors for distraction. RESULTS: From June 2016 to October 2018, 1,316 patients were surveyed, and 1,011 (76.8%) patients reported their role in the traffic accident. The prevalence of distraction was 21.73% among drivers, 9.01% among passengers, 16.50% among pedestrians, 20.00% among bicyclists, and 8.09% among motorcyclists. Males (odds ratio [OR], 1.84; 95% confidence interval [CI], 1.26-2.67) as well as all Others (OR, 2.09; 95% CI, 1.10-3.98) showed statistically significant increased risk for distraction. Motorcyclist (OR, 0.25; 95% CI, 0.13-0.50) and passenger (OR, 0.37; 95% CI, 0.18-0.77) roles during collision were a lowered risk of distraction. Furthermore, Asian/Pacific Islanders (OR, 1.62; 95% CI, 0.94-2.79) trended toward being at greater risk for distraction. CONCLUSION: Distraction is prevalent among a wide range of traffic accident victims, not just drivers. Males as well as all Others are more likely to be distracted. In contrast, motorcyclists and passengers are less likely to be distracted. Further studies to assist in determining effective interventions and public safety efforts aimed at specific at-risk groups beyond motor vehicle drivers are warranted. LEVEL OF EVIDENCE: Epidemiological, level V.

Epidemiology of open tibia fractures in a population-based database: update on current risk factors and clinical implications.

BACKGROUND: Open tibia fractures usually occur in high-energy mechanisms and are commonly associated with multiple traumas. The purposes of this study were to define the epidemiology of open tibia fractures in severely injured patients and to evaluate risk factors for major complications. METHODS: A cohort from a nationwide population-based prospective database was analyzed (TraumaRegister DGU®). Inclusion criteria were: (1) open or closed tibia fracture, (2) Injury Severity Score (ISS) ≥ 16 points, (3) age ≥ 16 years, and (4) survival until primary admission. According to the soft tissue status, patients were divided either in the closed (CTF) or into the open fracture (OTF) group. The OTF group was subdivided according to the Gustilo/Anderson classification. Demographic data, injury mechanisms, injury severity, surgical fracture management, hospital and ICU length of stay and systemic complications (e.g., multiple organ failure (MOF), sepsis, mortality) were collected and analyzed by SPSS (Version 23, IBM Inc., NY, USA). RESULTS: Out of 148.498 registered patients between 1/2002 and 12/2013; a total of 4.940 met the inclusion criteria (mean age 46.2 ± 19.4 years, ISS 30.4 ± 12.6 points). The CTF group included 2000 patients (40.5%), whereas 2940 patients (59.5%) sustained open tibia fractures (I°: 49.3%, II°: 27.5%, III°: 23.2%). High-energy trauma was the leading mechanism in case of open fractures. Despite comparable ISS and NISS values in patients with closed and open tibia fractures, open fractures were significantly associated with higher volume resuscitation (p < 0.001), more blood (p < 0.001), and mass transfusions (p = 0.006). While the rate of external fixation increased with the severity of soft tissue injury (37.6 to 76.5%), no major effect on mortality and other major complications was observed. CONCLUSION: Open tibia fractures are common in multiple trauma patients and are therefore associated with increased resuscitation requirements, more surgical procedures and increased in-hospital length of stay. However, increased systemic complications are not observed if a soft tissue adapted surgical protocol is applied.

Deaths and serious injuries due to traffic accidents in Goiânia, Brazil - 2013: the magnitude and associated factors. / Óbitos e feridos graves por acidentes de trânsito em Goiânia, Brasil - 2013: magnitude e fatores associados.

OBJECTIVE: to identify the magnitude and factors associated with death and serious injuries among victims of traffic accidents in the urban area of Goiânia, Brazil. METHODS: cross-sectional study with linkage between records of the Mortality Information System (SIM) Hospital Information System of the Brazilian National Health System (SIH/SUS) and occurrences of traffic accidents, from January to June 2013; Poisson regression was used. RESULTS: among 9,795 identified victims, there were 155 deaths and 1,225 serious injuries; cyclists (Incidence ratio [IR]=2.26; 95%CI 1.19;4.30) and pedestrians (IR=2.12; 95%CI 1.26;3.58) had an increased risk of death, while the risk of serious injuries was higher among motorcyclists (IR=2.38; 95%CI 2.01;2.83), cyclists (IR=2.35; 95%CI 1.76;3.13) and pedestrians (IR=2.83; 95%CI 2.27;3.53). CONCLUSION: the study revealed a number of deaths and serious injuries, closer to the real and identified vulnerable groups to plan traffic safety actions.

Genitourinary injuries after traffic accidents: Analysis of a registry of 162,690 victims.

BACKGROUND: Traffic accidents are the most frequent cause of genitourinary injuries (GUI). Kidney injuries after trauma have been well described. However, there exists a paucity of data on other traumatic GUI after traffic accidents. The objective of this study was to analyze the frequency and type of all GUI, by user category, after traffic accidents. METHODS: Patient cases were extracted from the trauma registry of the French department of Rhone from 1996 to 2013. We assessed the urogenital injuries presented by each of road user's categories. Severity injuries were coded with the Abbreviated Injury Scale and the Injury Severity Score. Kidney trauma was mapped with the classification of the American Association for the Surgery of Trauma. Multivariate prediction models were used for analysis of data. RESULTS: Of 162,690 victims, 963 presented with GUI (0.59%). 47% were motorcyclists, 22% were in a car, 18% on bicycles, and 9% were pedestrians. The most common organ injury was kidney (41%) followed by testicular (23%). Among the 208 motorists with a GUI, kidney (70%), bladder (10%), and adrenal gland (9%) were the most frequent lesions. Among the 453 motorcyclist victims with GUI, kidney (35%) and testicular (38%) traumas were the most frequent and 62% of injuries involved external genitalia. There were 175 cyclists with GUI, 70% of injuries involved external genitalia; penile traumas (23%) were the most frequent. In total, there were 395 kidney injuries, most being low grade. According to the American Association for the Surgery of Trauma kidney injuries were grade I, 59%; grade II, 11%; grade III, 16%; grade IV, 9%; grade V, 3%; and indeterminate, 2%. CONCLUSION: GUI is an infrequent trauma after traffic accidents, with kidneys being the most commonly injured. Physicians must maintain a high awareness for external genitalia injuries in motorcyclists and cyclists. LEVEL OF EVIDENCE: Prognostic and epidemiologic study, level III.

Road traffic injuries among children and adolescents in Singapore - Who is at greatest risk?

INTRODUCTION: Pediatric road traffic injuries remain a significant cause of death and disability in many countries in Asia, despite the implementation of road traffic safety laws. We aim to describe the injuries, the use of restraints among road users, and risk factors associated with severe injuries for children in Singapore. METHODS: We performed a retrospective chart review of road traffic injuries presenting to the only two pediatric tertiary care hospitals in Singapore, from January 2012 to April 2016. We included children <16years old presenting to the emergency departments within 24h after injury (pedestrian, bicycle, motorcycle, motor vehicle). We calculated the frequencies for specific injury mechanisms, injury severity scores (ISS), and in-hospital outcomes of severe injuries (death, urgent resuscitation and emergent surgery). We performed a multivariate logistic regression to determine risk factors associated with severe injury. RESULTS: There were 2468 patients during the study period. The mean age was 7.9 years (SD 4.7); 60.1% of road injuries involved motor vehicle occupants (1483/2468). Most bicyclist/motorcyclists were not wearing helmets (70.0%, 245/350) and 51.1% of motor vehicle passengers (758/1483) were not restrained. Compared to motor vehicle passengers, pedestrians (adjusted OR 2.38, 95% CI 1.41-3.99), bicyclists (adjusted OR 2.12, 95% CI 1.04-4.32) and motorcyclists (adjusted OR 6.09, 95% CI 2.04-18.24) were more likely to sustain severe injuries. CONCLUSION: Child pedestrians, bicyclists and motorcyclists are especially vulnerable for severe injures. Further injury prevention efforts must focus on the enforcement of legislation to protect these high-risk groups.

A cost analysis of road traffic injuries in a tertiary hospital in south-west Nigeria.

This study examines the burden of road traffic injuries (RTIs) among road crash victims in a tertiary hospital in Ibadan, Nigeria. The study adopted a purposive sampling method to obtain primary data. Interview was done with 266 RTI victims who were admitted to the University College Hospital, Ibadan and discharged between March and May, 2015, using a structured questionnaire. From the data obtained, the study carried out descriptive statistical analyses. The results showed that the average cost per patient for RTI treatment was ₦ 42,946 ($215.9); on average, the amount expended on surgery was the highest followed by wound dressing and drugs; and the prevalence of catastrophic out-of-pocket (OOP) expenditure was over 86%. It is recommended that given the high burden of OOP hospital expenditure associated with RTI, there is need to implement more effective financial protection mechanisms against the high OOP expenditure faced by crash victims.

[Scooter accidents in children at Aristide Le Dantec, Unversity Hospital of Dakar: a study of 74 cases]. / Les accidents de scooter chez l'enfant au CHU Aristide Le Dantec de Dakar: à propos de 74 cas.

INTRODUCTION: Scooter accidents are becoming more frequent in Dakar. The purpose of this study is to report the epidemiological and lesional aspects of these accidents on children in Dakar. MATERIALS AND METHODS: A retrospective and descriptive study was conducted in Pediatric Surgery Unit of the Aristide Le Dantec Hospital in Dakar from January 1st, 2009 to December 31, 2011. Various parameters were studied. These parameters include: frequency, sociodemographic and lesional aspects. RESULTS: Scooter accidents represent 12% of highway accidents. They were more frequent in the day, from 12 am to 2 pm (27%) and in the night, from 6 pm to 8 pm (28.4%). They might occur every day but were more frequent during April (17.6%) and June (13.5%). They occurred mainly in the suburban district of Dakar (78%). The age group most affected was the one from 3 to 8 years (60.8%). Male gender was predominant (sex ratio 1.5). Pedestrians are the most vulnerable (93.2%). The fall was the dominant mechanism (98.7%). Lesions affected mainly the lower limb (51.1%) and were essentially constituted by fracture. CONCLUSION: The frequency of scooter accidents in children is related to the galloping urbanization and to the increase of the number of cars on the roads in the peninsula. Victims are essentially pedestrians and present most of the time fractures.

Atendimento de urgência e emergência a pedestres lesionados no trânsito brasileiro / Urgent and emergency care for pedestrians injured in Brazilian traffic

Resumo O objetivo do artigo foi descrever o perfil epidemiológico de pedestres que sofreram lesões no trânsito, atendidos em unidades de urgência e emergência participantes do VIVA Inquérito de 2014 e a caracterização desses eventos e de suas consequências para essas vítimas. Trata-se de um estudo transversal realizado no período de setembro a novembro de 2014 em 24 capitais brasileiras e no Distrito Federal. Foram analisadas variáveis que caracterizam a vítima, o acidente e sua gravidade e a evolução do caso. Foram calculadas frequências simples e relativas. Realizou-se análise bivariada segundo sexo e faixa etária. Para verificar a independência entre as variáveis, empregou-se o teste de Rao-Scott, com um nível de significância de 5%. Os resultados mostram que 34,3% dos atendimentos foi de indivíduos na faixa etária de 20 a 39 anos, 54,2% de pessoas de cor parda, 35,9% de indivíduos com até 4 anos de escolaridade. Os atropelamentos ocorreram principalmente à noite (33,6%) e à tarde (31,3%). Em todos os grupos etários a maior parte dos casos evoluiu para a alta, mas 41,6% dos idosos (60 anos ou mais) necessitaram de internação hospitalar. Destaca-se a necessidade de investimentos públicos priorizando a circulação de pedestres no planejamento do trânsito e da infraestrutura das vias.

Abstract This paper aimed to describe the epidemiological profile of pedestrians injured in traffic accidents treated at urgent and emergency facilities participating in the 2014VIVA Survey and the characterization of these events and consequences for these victims. This is a cross-sectional study conducted in the period from September to November 2014 in 24 Brazilian state capitals and the Federal District. We analyzed variables that characterize the victim, the accident and its severity and case outcome. We calculated simple and relative frequencies and performed a bivariate analysis by gender and age group. We used the Rao-Scott test with a 5% significance level in order to verify the independence of variables. Results show that 34.3% of attendances were for individuals aged 20–39 years, 54.2% had brown skin and 35.9% of individuals had up to 4 years of schooling. Run-overs occurred mainly at night (33.6%) and in the afternoon (31.3%). Most cases resulted in discharge in all age groups, but 41.6% of the elderly (60 years and over) required hospitalization. We stress the need for public investment, prioritizing pedestrian circulation in traffic and road infrastructure planning.

Transport accident mortality in Chile: trends from 2000 to 2012 / A mortalidade por acidentes de transporte em Chile: tendências de 2000 a 2012

Abstract The aim of this study is to describe the trends of transport accident mortality in Chile from 2000 to 2012 by year, geographic distribution, gender, age group, and type of accident. Population-based study. Data for transport accident mortality in Chile between 2000 and 2012 were used. The crude and adjusted per region transport accident mortality rates were calculated per 100,000 inhabitants. The annual percentage change (APC) of the rates and relative risks (RR) were calculated. The average transport accident mortality rate (TAMR) in Chile (2000-2012) was 12.2. The rates were greater in men (19.7) than in women (4.8), with a RR of 4.1. The rates were higher in the country's southern zone (15.9), increasing in recent years in the southern zone, with a significant positive APC in the northern and central zones. The Maule region had the highest rate (21.1), although Coquimbo was the region with the most significant APC (2.2%). The highest rate (20.3) was verified in the 25-40 age group. The highest rate (14.3) was recorded in 2008. The most frequent type of accident was pedestrian. In general the APC trends of the rates are increasing significantly. This, added to rapid annual automotive growth, will only exacerbate mortality due to transport accidents.

Resumo O objetivo deste estudo é descrever as tendências da mortalidade por acidente em transporte no Chile, entre 2000-2012, por ano, distribuição geográfica, gênero, idade e tipo de acidente. Estudo populacional. Foram usados dados de mortalidade por acidentes de transporte entre 2000-2012. Taxas brutas e ajustadas de mortalidade por acidentes no transporte por região foram calculadas por 100.000 habitantes. A variação percentual anual (APC) da taxa e os riscos relativos (RR) foram calculados. A taxa média de mortalidade por acidentes no transporte (TAMR) no Chile (2000-2012) foi de 12,2. As taxas dos homens (19.7) foram maiores que as das mulheres (4.8), com RR de 4.1. As taxas foram mais elevadas no sul do país (15.9), apresentando crescimento nos últimos anos, com uma APC significativa e positiva nas áreas norte e central. A região de Maule teve a maior taxa (21.1), embora a de Coquimbo tenha apresentado APC (2.2%) significativa. A taxa mais elevada (20.3) foi verificada no grupo de 25-40 anos. Em 2008 foi registrada a taxa mais elevada (14.3). O tipo mais frequente de acidente é o que envolve pedestres. Em geral, a APC tende a apresentar crescimento significativo. Isto, somado a um rápido crescimento automotivo anual, só irá agravar a mortalidade por acidentes de transporte.