Fatores de risco e proteção para acidentes de transporte terrestre entre adolescentes brasileiros, pense 2015/2019 / Factores de riesgo y protección de los accidentes de transporte por carretera entre los adolescentes brasileños, pense 2015/2019 / Risk and protective factors for road transportation accidents among brazilian adolescents, pense 2015/2019

RESUMO Objetivo: descrever a prevalência de fatores de risco e proteção para acidentes de transporte terrestre (ATT) entre adolescentes brasileiros. Métodos: foram analisados dados da Pesquisa Nacional de Saúde do Escolar, de 2015 e 2019, referentes aos indicadores de risco e/ou proteção no trânsito. Foram estimadas as prevalências e respectivos intervalos de confiança de 95% (IC 95%), segundo sexo, faixa etária e tipo de escola. Resultados: dos escolares de 13 a 17 anos entrevistados, 33,3% (IC 95%:32,1;33,7) referiram ter dirigido veículo motorizado ou ter sido transportado em veículo conduzido por alguém que tinha consumido bebida alcoólica, 38,1% (IC 95%:37,4;38,7) afirmaram ter sido transportados por quem utilizava o celular enquanto dirigia, 17,5% (IC 95%:16,8;18,2) referiram não usar cinto de segurança no banco da frente e 30,2% (IC 95%:29,4;30,9) no banco de trás, e 27,1% (IC 95%:26,5;27,7) dos estudantes relataram ter sido transportado por condutor alcoolizado. Entre 2015 e 2019, o uso do cinto de segurança no banco de trás, reduziu de 33,7% para 30,2%, e o uso de capacete ao andar de moto aumentou de 84,6% para 88,9%. Conclusão: a prevalência de escolares que dirigiam ou andavam com pessoas sob efeito do álcool ou que usavam o celular enquanto dirigiam foi elevada. Além disso, o uso de cinto de segurança no banco de trás foi baixo. Entre 2015 e 2019, o uso de cinto de segurança no banco de trás reduziu e o uso de capacete aumentou. É necessário ampliar as estratégias de educação no trânsito para os adolescentes, seus familiares e responsáveis.

RESUMEN Objetivo: describir la prevalencia de los factores de riesgo y protección de los accidentes de tráfico (ATT) entre los adolescentes brasileños. Métodos: se analizaron los datos de la Encuesta Nacional de Salud Escolar de 2015 y 2019, referidos a los indicadores de riesgo y/o protección en el tráfico. Se estimó la prevalencia y los respectivos intervalos de confianza del 95% (IC 95%), según el sexo, el grupo de edad y el tipo de escuela. Resultados: de los estudiantes de 13 a 17 años entrevistados, el 33,3% (IC 95%:32,1;33,7) declaró haber conducido un vehículo de motor o haber sido transportado en un vehículo conducido por alguien que había consumido bebidas alcohólicas, el 38,1% (IC 95%: 37,4;38,7) declararon haber sido transportados por alguien que utilizaba el teléfono móvil mientras conducía, el 17,5% (IC 95%:16,8;18,2) declararon no llevar el cinturón de seguridad en el asiento delantero y el 30,2% (IC 95%:29,4;30,9) en el asiento trasero, y el 27,1% (IC 95%:26,5;27,7) de los estudiantes declararon haber sido transportados por un conductor alcoholizado. Entre 2015 y 2019, el uso del cinturón de seguridad en el asiento trasero, se redujo del 33,7% al 30,2%, y el uso del casco cuando se conduce una moto, aumentó del 84,6% al 88,9%. Conclusión: la prevalencia de escolares que conducían o viajaban con personas bajo los efectos del alcohol o que utilizaban el teléfono móvil mientras conducían era elevada. Además, el uso del cinturón de seguridad en el asiento trasero era escaso. Entre 2015 y 2019, se redujo el uso del cinturón de seguridad en el asiento trasero y aumentó el uso del casco. Es necesario ampliar las estrategias de educación vial para los adolescentes, sus familias y tutores.

ABSTRACT Objective: to describe the prevalence of risk and protection factors for road transportation accidents (RTAs) among Brazilian adolescents. Methods: data from the 2015 and 2019 National School Health Survey were analyzed, referring to the risk and/or protection risk indicators in terms of traffic. The prevalence values and respective 95% confidence intervals (95% CI) were estimated according to gender, age group and type of school. Results: of the students aged from 13 to 17 years old that were interviewed, 33.3% (95% CI: 32.1-33.7) reported having driven a motor vehicle or being a passenger in a vehicle driven by someone who had drunk alcohol, 38.1% (95% CI: 37.4-38.7) reported having been a passenger of someone who used a cell phone while driving, 17.5% (95% CI: 16.8-18.2) reported not wearing a seatbelt in the front seat and 30.2% (95% CI: 29.4-30.9) not doing so in the back seat, and 27.1% (95% CI: 26.5-27.7) of the students reported having been a passenger of a drunk driver. Between 2015 and 2019, back-seat seatbelt use dropped from 33.7% to 30.2%, and helmet use while riding a motorcycle increased from 84.6% to 88.9%. Conclusion: the prevalence of in-school adolescents who drove or were passengers in vehicles driven by motorists under the effect of alcohol or using cell phones while driving was high. In addition to that, back-seat seatbelt use was low. Between 2015 and 2019, back-seat seatbelt use was reduced and helmet u se while riding a motorcycle increased. It is necessary to expand the traffic education strategies aimed at adolescents, their family members and guardians.

Tendência do número de vítimas em acidentes de trânsito nas rodovias federais brasileiras antes e depois da Década de Ação pela Segurança no Trânsito / Tendencia del número de víctimas en accidentes de tráfico en carreteras federales brasileñas antes y después de la Década de Acción por la Seguridad en el Tráfico / Trends in the number of traffic accident victims on Brazil's federal highways before and after the start of the Decade of Action for Road Safety

Resumo: O objetivo deste estudo foi analisar a tendência do número de mortos, feridos graves e feridos leves por acidentes de trânsito nas rodovias federais brasileiras, segundo macrorregião, antes e depois do início da Década de Ação pela Segurança no Trânsito (DAST). Trata-se de estudo de séries temporais interrompidas com dados sobre acidentes com vítimas, fatais ou feridas, disponibilizados pela Polícia Rodoviária Federal para o período de 2007 a 2017. Utilizou-se o método de Prais-Winsten para o cálculo da variação percentual mensal (VPM) do número de mortos, feridos graves e feridos leves. Antes da DAST, havia uma tendência de aumento mensal do número de mortos nesses acidentes no país (VPM de 0,71%) e em todas as regiões, com destaque para o Sul (VPM de 1,01%) e Centro-oeste (VPM de 0,84%). Verificou-se tendência inversa após o início da DAST, com diminuição significante no Brasil (VPM de -1,24%) e macrorregiões. Para cada pessoa que morre em um acidente em rodovia federal, há, pelo menos, 12 outras, em média, que sofrem lesões não fatais. Houve tendência de aumento do número de vítimas com ferimentos graves (VPM de 0,53%) e leves (VPM de 0,8%) no Brasil e nas macrorregiões no período que antecedeu a DAST. Após a introdução da DAST, houve uma tendência de diminuição nas frequências absolutas significantes desses desfechos nos níveis nacional e regional. Conclui-se que, antes da DAST, houve tendência de aumento mensal do número de vítimas fatais e feridas por acidentes de trânsito nas rodovias federais. Após o início da DAST, em 2011, observou-se tendência inversa, ou seja, de declínio desses desfechos nos locais estudados.

Resumen: El objetivo de este estudio fue analizar la tendencia del número de muertos, heridos graves y heridos leves por accidentes de tráfico en las carreteras federales brasileñas, según macrorregión, antes y después del inicio de la Década de Acción por la Seguridad en el Tráfico (DAST). Se trata de un estudio de series temporales interrumpidas con datos sobre accidentes con víctimas, fatales o heridas, reveladas al público por la Policía de Carreteras Federal para el período de 2007 a 2017. Se utilizó el método de Prais-Winsten para el cálculo de la variación de porcentaje mensual (VPM) del número de muertos, heridos graves y heridos leves. Antes de la DAST, había una tendencia de aumento mensual del número de muertos en esos accidentes en el país (VPM de 0,71%) y en todas las regiones, resaltando la Sur (VPM de 1,01%) y Centro-oeste (VPM de 0,84%). Se verificó una tendencia inversa tras el comienzo de la DAST, con una disminución significativa en Brasil (VPM de -1,24%) y en sus macrorregiones. Por cada persona que muere en un accidente en una carretera federal, hay por lo menos otras 12, de media, que sufren lesiones no fatales. Hubo tendencia de aumento en el número de víctimas con heridas graves (VPM de 0,53%) y leves (VPM de 0,8%) en Brasil y en las macrorregiones durante el período que precedió la DAST. Tras la introducción de la DAST, hubo una tendencia de disminución en las frecuencias absolutas significativas de esos desenlaces en los niveles nacional y regional. Se concluye que antes de la DAST hubo una tendencia de aumento mensual en el número de víctimas fatales y heridas por accidentes de tráfico en las carreteras federales. Tras el inicio de la DAST, en 2011, se observó una tendencia inversa, o sea, de declive de esos desenlaces en los lugares estudiados.

Abstract: This study aimed to analyze the trend in the number of fatalities, severe injuries, and minor injuries from traffic accidents on Brazil's federal highways according to the country's major geographic regions before and after the start of the Decade of Action for Road Safety (DARS). This was an interrupted time series study of data on accidents with fatal or injured victims provided by the Brazilian Federal Highway Police from 2007 to 2017. The Prais-Winsten method was used to calculate the monthly percentage change (MPC) in the number of fatalities, severe injuries, and minor injuries. Before the DARS, there was an upward monthly trend in the number of fatalities in these accidents in the country as a whole (MPC 0.71%) and in all five regions, especially in the South (MPC 1.01%) and Central-West (MPC 0.84%). There was an inverse trend after the start of the DARS, with a significant decrease in Brazil as a whole (MPC -1.24%) and in the major geographic regions. For each person that dies in an accident on a federal highway, at least 12 others suffer non-fatal injuries. There was an upward trend in the number of victims with severe injuries (MPC 0.53%) and minor injuries (MPC 0.8%) in Brazil and in the major geographic regions in the period prior to the DARS. After the start of the DARS, there was a significant downward trend in the absolute frequencies of these outcomes at the national and regional levels. In conclusion, before the DARS, there was an upward monthly trend in the number of fatal and injured victims of traffic accidents on Brazil's federal highways. After the start of the DARS, in 2011, there was an inverse trend, namely a decline in these outcomes in the country.

Are fire safe cigarettes actually fire safe? Evidence from changes in US state laws.

OBJECTIVE: To estimate the effects of fire safe cigarette laws on fire mortality and cigarette-related fires in the USA. METHODS: We examined the gradual implementation of the laws to identify their average effects, using difference-in-differences analysis to account for common year effects, time-invariant state effects, state-specific trends and observable time-varying state-level covariates. RESULTS: We found no statistically significant effects on all-cause fire mortality, residential fire mortality or cigarette-caused fire rates. The estimates for cigarette-caused fire deaths were significant under some specifications, but were not robust to the inclusion of state-specific trends or comparisons to effects on other cause-determined fires. CONCLUSIONS: Given the mixed state of our results, we conclude that previous claims regarding the effects of fire safe cigarette laws may be premature.

Variability of child access prevention laws and pediatric firearm injuries.

BACKGROUND: State-level child access prevention (CAP) laws impose criminal liability on adults who negligently allow children access to firearms. The CAP laws can be further divided into strong CAP laws which impose criminal liability for negligently stored firearms and weak CAP laws that prohibit adults from intentionally, knowingly, and/or recklessly providing firearms to a minor. We hypothesized that strong CAP laws would be associated with a greater reduction in pediatric firearm injuries than weak CAP laws. METHODS: We constructed a cross-sectional national study using the Healthcare Cost and Utilization Project-Kids Inpatient Database from 2006 and 2009 using weighted counts of firearm-related admissions among children younger than 18 years. Poisson regression was used to estimate the association of CAP laws with pediatric firearm injuries. RESULTS: After adjusting for race, sex, age, and socioeconomic income quartile, strong CAP laws were associated with a significant reduction in all (incidence rate ratio, 0.70; 95% confidence interval, 0.52-0.93), self-inflicted (incidence rate ratio, 0.46; 95% confidence interval, 0.26-0.79), and unintentional (incidence rate ratio, 0.56; 95% confidence interval, 0.43-0.74) pediatric firearm injuries. Weak CAP laws, which only impose liability for reckless endangerment, were associated with an increased risk of all pediatric firearm injuries. CONCLUSION: The association of CAP laws on hospitalizations for pediatric firearm injuries differed greatly depending on whether a state had adopted a strong CAP law or a weak CAP law. Implementation of strong CAP laws by each state, which require safe storage of firearms, has the potential to significantly reduce pediatric firearm injuries. LEVEL OF EVIDENCE: Prognostic and epidemiology study, level III.

Child welfare professionals' determination of when children's access or potential access to loaded firearms constitutes child neglect.

BACKGROUND: Pediatric deaths and injuries from access to firearms are a significant public health problem. No studies have examined how experts determine child neglect regarding firearm access in the home. Our study objectives were to identify factors that influenced pediatric experts' finding of firearm-related child neglect and to assess their attitudes toward child access prevention (CAP) laws. METHODS: A survey was distributed to the American Academy of Pediatrics Section on Child Abuse and Neglect members. Demographics, attitudes regarding CAP laws, and ages (up to 14 years old) at which experts deemed several scenarios as child neglect were determined. Scenarios tested potential versus actual loaded firearm access, presence or absence of a CAP law, and injury versus no injury when the firearm was accessed. RESULTS: One hundred ninety-three surveys were completed. Experts agreed (>95%) that CAP laws were important, even for children up to age 15 years. Although a high percentage considered potential access to a loaded firearm as child neglect, a CAP law significantly increased the percentage for each age. In addition, higher percentages of respondents from states with CAP laws than those without deemed potential access as child neglect for 12- and 14-year-olds. In contrast, if the child had accessed a loaded firearm, there were no significant differences in the high percentages that deemed the scenario as child neglect under any conditions, including with and without a CAP law. CONCLUSIONS: Although almost all child neglect experts considered potential and actual access to loaded firearms as child neglect, CAP laws increased the percentage for cases of potential access. Universal CAP laws may help ensure that determinations of child neglect are more consistent across states. The deterrent effect of potential child neglect findings may increase the number of parents securing firearms in ways that prevent child access and reduce firearm-related deaths and injuries. LEVEL OF EVIDENCE: Epidemiologic study, level III.

The Effects of Motorcycle Helmet Legislation on Craniomaxillofacial Injuries.

BACKGROUND: Motorcycle helmet legislation has been a contentious topic for over a half-century. Benefits of helmet use in motorcycle trauma patients are well documented. In 2012, Michigan repealed its universal motorcycle helmet law in favor of a partial helmet law. The authors describe the early clinical effects on facial injuries throughout Michigan. METHODS: Retrospective data from the Michigan Trauma Quality Improvement Program trauma database were evaluated. Included were 4643 motorcycle trauma patients presenting to 29 Level I and II trauma centers throughout Michigan 3 years before and after the law repeal (2009 to 2014). Demographics, external cause of injury codes, International Classification of Diseases, Ninth Revision diagnosis codes, and injury details were gathered. RESULTS: The proportion of unhelmeted trauma patients increased from 20 percent to 44 percent. Compared with helmeted trauma patients, unhelmeted patients were nearly twice as likely to sustain craniomaxillofacial injuries (relative risk, 1.90), including fractures (relative risk, 2.02) and soft-tissue injuries (relative risk, 1.94). Unhelmeted patients had a lower Glasgow Coma Scale score and higher Injury Severity Scores. Patients presenting after helmet law repeal were more likely to sustain craniomaxillofacial injuries (relative risk, 1.46), including fractures (relative risk, 1.28) and soft-tissue injuries (relative risk, 1.56). No significant differences were observed for age, sex, Injury Severity Score, or Glasgow Coma Scale score (p > 0.05). CONCLUSIONS: This study highlights the significant negative impact of relaxed motorcycle helmet laws leading to an increase in craniomaxillofacial injuries. The authors urge state and national legislators to reestablish universal motorcycle helmet laws.

Injury severity in pediatric all-terrain vehicle-related trauma in Nova Scotia.

BACKGROUND/PURPOSE: In 2004-2005, legislation restricting all-terrain vehicle (ATV) use by children and an extensive social marketing campaign intended to reduce pediatric ATV-related morbidity. The frequency, nature, and severity of pediatric ATV-associated trauma were compared before and after such interventions. METHODS: A retrospective cohort study was performed for all pediatric ATV-related injuries that presented to the provincial level 1 pediatric trauma center from 1998 to 2014. National databases were queried for ATV-related injury hospitalizations (n=258), trauma center emergency department visits (n=342), and admissions (n=136) in Nova Scotia from 2002 to 2014. Admissions between 1998 and 2003 (n=68) and 2006-2014 (n=60) were compared using chi square analysis for age and gender distribution, length of stay, critical care admission, helmet use, mechanism, and severity of injury. RESULTS: Admissions, trauma center emergency room visits and admissions initially decreased following legislative and social marketing interventions and subsequently gradually increased. Interventions resulted in no significant difference in age or gender distribution, length of hospital stay, critical care admission, helmet use, and mechanism of injury. There was a significantly higher proportion of severe injuries post interventions. CONCLUSIONS: Legislation and social marketing interventions had a short-term decrease on the frequency of ATV-related injuries and no sustained effect on the frequency, nature, and severity of ATV-related injuries. LEVEL OF EVIDENCE: Level IV.

The impact of state fire safe cigarette policies on fire fatalities, injuries, and incidents.

Cigarettes are a leading cause of civilian deaths in home fires. Over the last decade, state fire service leaders and allied interest groups succeeded in persuading state lawmakers to require manufacturers to sell only low-ignition strength or "fire safe" cigarettes as a strategy to reduce these fatalities and the injuries and losses that stem from them. This article examines whether the states' fire safe cigarette laws actually helped to save lives, prevent injuries, and reduce the incidence of home fires ignited by cigarettes left unattended by smokers. Controlling for the effects of key demographic, social, economic, and housing variables, this study finds that the states' fire-safe cigarette policies had significant impacts on reducing the rate of smoking-related civilian fire deaths and the incidence of fires started by tobacco products. The findings also suggest that the states' fire safe cigarette policies may have helped to reduce the rate of smoking-related fire injuries. The study shows that collective actions by leaders in the fire service across the states can result in meaningful policy change that protects lives and advances public safety even when a political consensus for action is absent at the national level.

Road accident rates: strategies and programmes for improving road traffic safety.

INTRODUCTION: Nowadays, the problem of road accident rates is one of the most important health and social policy issues concerning the countries in all continents. Each year, nearly 1.3 million people worldwide lose their life on roads, and 20-50 million sustain severe injuries, the majority of which require long-term treatment. DISCUSSION: The objective of the study was to identify the most frequent, constantly occurring causes of road accidents, as well as outline actions constituting a basis for the strategies and programmes aiming at improving traffic safety on local and global levels. Comparative analysis of literature concerning road safety was performed, confirming that although road accidents had a varied and frequently complex background, their causes have changed only to a small degree over the years. The causes include: lack of control and enforcement concerning implementation of traffic regulation (primarily driving at excessive speed, driving under the influence of alcohol, and not respecting the rights of other road users (mainly pedestrians and cyclists), lack of appropriate infrastructure and unroadworthy vehicles. CONCLUSIONS: The number of fatal accidents and severe injuries, resulting from road accidents, may be reduced through applying an integrated approach to safety on roads. The strategies and programmes for improving road traffic should include the following measures: reducing the risk of exposure to an accident, prevention of accidents, reduction in bodily injuries sustained in accidents, and reduction of the effects of injuries by improvement of post-accident medical care.

O papel da Justiça do Trabalho na prevenção e reparação dos acidentes e doenças ocupacionais / The role of the labor courts in the prevention and compensation of occupational accidents and diseases

Este estudo empírico em direito analisou as decisões da justiça trabalhista para conhecer o papel que esta instituição tem exercido na prevenção e reparação dos acidentes do trabalho, bem como identificar se os avanços teórico-legislativos ocorridos, consistentes em instrumentos jurídicos disponíveis para promover a proteção da vida de trabalhadores e responsabilização dos implicados, estão sendo utilizados na prática jurisdicional. O objetivo geral deste estudo é compreender o papel da Justiça do Trabalho na responsabilização por acidente ou doença do trabalho e a prevenção de novos acidentes, bem como verificar se há condenações criminais dos responsáveis por este tipo de lesão. A unidade básica para analisar esse papel são os processos e decisões judiciais, registros tangíveis da influência que o judiciário tem exercido e de como pensa este poder. A pesquisa qualiquantitativa exploratória coletou dados por meio de consultas online ao banco de dados de jurisprudência de quatro tribunais brasileiros, dois do estado de São Paulo e dois de abrangência nacional (TST, TRT2, TJSP e STJ), com recorte temporal em decisões publicadas no ano de 2015. Os acórdãos em ações sobre acidentes de trabalho e doenças ocupacionais tiveram seus fundamentos e resultados analisados e categorizados. Foram utilizados dois métodos de análise: Análise Comparativa, na qual se comparou o valor da condenação e duração do processo das decisões de igual período na justiça estadual e trabalhista e

This empirical study, on the law area, analyzed the decisions of the labor courts to know the role that this institution has done on the prevention and indemnity of work accidents, as well as at identifying whether the theoretical and legislative progress made, consistent in juridical instruments available to promote protection of life of workers and accountability of those involved, are being used in court practice. This study aims at understanding the role of labor courts on the accountability by work accident or occupational disease and the prevention of new accidents as well as check for criminal convictions of those responsible for this type of injury. The basic unit to analyze this role are the judicial processes and decisions, which are tangible records of the influence that the judiciary has played and how this sector acts. The exploratory quali-quantitative research collected data through online queries of the jurisprudence database of four Brazilian courts, two of São Paulo state and two nationwide (TST, TRT2, TJSP and STJ). This decisions were published in 2015. The judgments about work accidents and occupational diseases had their foundations and results analyzed and categorized. Two methods of analysis were used: Comparative Analysis, in which the value of the conviction and duration of the judicial decisions process of the same period in state labor courts was compared, and Grounded Theory, in which the coding began inductively, from the reading of data from the judgments of all courts. The results showed that the issues of Health and Safety do not have found suitable approach in jurisprudence Brazilian labor, and the preventive protection of work accidents and occupational diseases is timidly used by legal legitimated. In labor indemnity actions, two different situations were found. The regional court confirmed the initial hypothesis of attachment to forensic reports and accountability of workers by the accidents and with small charge of convictions when the responsibility of the employer was recognized. In the nationwide court, the results indicated uniformity of jurisprudence in order to use the theory of risk (strict liability) in segments or functions with high risk, and theory of guilt (subjective responsibility) in other cases, but with presumed guilt of the employer

O impacto da lei seca na redução dos acidentes de transporte terrestre em um município do nordeste brasileiro / The impact of the dry law on the reduction of land transport accidents in a municipality in northeastern Brazil

Os Acidentes de Transporte Terrestre (ATT) são responsáveis pela morte de mais de um milhão de pessoas a cada ano em todo o mundo, além de produzirem grande número de feridos e portadores de sequelas permanentes. Diversos estudos apontam o consumo de bebida alcoólica como um dos principais fatores que contribuem para o acontecimento desses acidentes. O objetivo do presente estudo é analisar o impacto da lei seca nos acidentes de transporte com vítimas em Recife no período de 2007 a 2008. Este artigo expressa alguns pontos importantes que contribuem para a literatura já existente, tendo um diferencial no que se refere ao método: o estimador de diferença em diferenças. Em termos gerais, a dinâmica de consumo de álcool não se altera significantemente durante os dias úteis, mas sim durante os finais de semana em decorrência da lei. Observa-se que a lei reduz o número médio de acidentes no final de semana em -1.472 com relação aos dias úteis, sendo este um resultado estatisticamente significante. Além disto, ao incluirmos os demais controles, além do efeito fixo de mês, obtemos que o efeito médio estimado da lei é de -1.703 acidentes. Verifica-se que a contribuição do estudo para a literatura previamente existente é de extrema relevância, ficando evidente que são ainda insuficientes e escassos, com registro de estudos apenas descritivos. Diante do expostose faz necessário o investimento com a fiscalização para cumprimento dessa lei.(AU)

Accidents on Land Transport (ATT) are responsible for over one million deaths each year worldwide. They also produce large numbers of casualties and patients with permanent injuries. Several studies indicate the consumption of alcohol as a major factor contributing to the occurrence of such accidents. The aim of this study is to analyze the impact of alcohol prohibition (lei Seca) on traffic accidents with victims in Recife during the years between 2007 and 2008. This article demonstrates some important points that contribute to the already existing literature especially regarding the type of method adopted, namely, Difference in differences. In general, the results found the dynamics of alcohol consumption do not change significantly during the weekdays, but they do change during weekends due to the law: lei seca. Therefore, the law reduces the average number of accidents over the weekend in -1472 relative to weekdays which is statistically significant. When we include other controls for exempla the fixed effects of month, we obtain that the estimated average effect of law is -1703 accidents. The contribution of the study to the previously existing literature is extremely important going beyond descriptive studies. Giving the method and the results obtained in this study it is extremely mandatory the spending public money on surveillance compliance with that law.(AU)

Obstructive sleep apnea and driving: A Canadian Thoracic Society and Canadian Sleep Society position paper.

Untreated patients with obstructive sleep apnea (OSA) are at increased risk for motor vehicle collisions; however, it is unclear how this should be translated into fitness-to-drive recommendations. Accordingly, the Canadian Thoracic Society (CTS) Sleep Disordered Breathing Clinical Assembly and the Canadian Sleep Society (CSS) assembled a CTS-CSS working group to propose recommendations with regard to driving in patients with OSA. Recommendations for assessing fitness to drive in noncommercial drivers: 1. Severity of OSA alone is not a reliable predictor of collision risk and, therefore, should not be used in isolation to assess fitness to drive; 2. The severity of sleep apnea should be considered in the context of other factors to assess fitness to drive; 3. The decision to restrict driving is ultimately made by the motor vehicle licensing authority; however, they should take into account the information and recommendations provided by the sleep medicine physician and should follow provincial guidelines; 4. For patients prescribed continuous positive airway pressure (CPAP) therapy, objective CPAP compliance should be documented. Efficacy should also be documented in terms of reversing the symptoms and improvement in sleep apnea based on physiological monitoring; 5. For patients treated with surgery or an oral appliance, verification of adequate sleep apnea treatment should be obtained; and 6. A driver diagnosed with OSA may be recertified as fit to drive based on assessment of symptoms and demonstrating compliance with treatment. The assessment should be aligned with the provincial driver's license renewal period. Commercial vehicles: Assessment of fitness to drive should be more stringent for patients operating commercial vehicles. In general, the CTS-CSS working group was in agreement with the Medical Expert Panel recommendations to the Federal Motor Carrier Safety Administration in the United States; these recommendations were adapted for Canadian practitioners.

A lei seca cumpriu sua meta em reduzir acidentes relacionados à ingestão excessiva de álcool? / Reducing accidents related to excessive alcohol intake? A retrospective study of polytraumatized patients undergoing surgery at a Brazilian University Hospital

OBJETIVO: avaliar se a Lei Seca cumpriu sua meta após três anos da promulgação. MÉTODOS: estudo retrospectivo dos pacientes com fraturas craniofaciais submetidos a tratamento cirúrgico em um hospital universitário, em dois períodos: antes (2005 a 2008) e após a implantação da lei (2008 a 2011). RESULTADOS:foram operados 265 pacientes (220 homens e 45 mulheres) nesse período sendo, 149 (56%) antes da lei e 116 (44%) após a lei, indicando redução no número de traumatismos (p=0,04). Houve predomínio da faixa etária entre 19 e 40 anos, em ambos os períodos. As principais causas dos traumas foram os acidentes automobilísticos, as agressões físicas e as quedas. O abuso de álcool foi identificado em 15,4% dos pacientes antes e 19% após a lei. A mandíbula e o complexo maxilozigomático foram os ossos mais acometidos. CONCLUSÃO:a redução no número de politraumatizados operados ficou aquém do esperado e almejado.

OBJECTIVE: To assess whether the Brazilian Driving Dry Law reached its goal after the three years following its enactment. METHODS: We onnducted a retrospective study of patients with craniofacial fractures who underwent surgery at a university hospital in two periods: before the Law (2005 to 2008) and after the Law (2008 to 2011). RESULTS: 265 patients (220 men and 45 women) were operated on during this period, 149 (56%) before and 116 (44%) after the Law, which indicates a reduction in the number of traumatisms (p=0.04). The age range between 19 and 40 years predominated in both periods. The main causes of traumas were car accidents, physical aggression and falls. Alcohol abuse was identified in 15.4% patients before and 19% patients after the enactment. The jaw and the maxillo-zygomatic complex were the most affected bones. CONCLUSION: The drop in the number of polytraumatized patients operated on at this institution in the three years following the Driving Dry Law was 22%, which is below the expected and desired percentage. These results must be compared to those of different services offering the same attendance type in order to compile data and enlarge statistics. The low index of reduction in the number of traumatisms and the report of alcohol abuse by several patients at the moment of trauma, even after the law, evidence the need of adopting stricter measures to control and punish violators.

Reducing accidents related to excessive alcohol intake? A retrospective study of polytraumatized patients undergoing surgery at a Brazilian University Hospital.

OBJECTIVE: To assess whether the Brazilian Driving Dry Law reached its goal after the three years following its enactment. METHODS: We conducted a retrospective study of patients with craniofacial fractures who underwent surgery at a university hospital in two periods: before the Law (2005 to 2008) and after the Law (2008 to 2011). RESULTS: 265 patients (220 men and 45 women) were operated on during this period, 149 (56%) before and 116 (44%) after the Law, which indicates a reduction in the number of traumatisms (p=0.04). The age range between 19 and 40 years predominated in both periods. The main causes of traumas were car accidents, physical aggression and falls. Alcohol abuse was identified in 15.4% patients before and 19% patients after the enactment. The jaw and the maxillo-zygomatic complex were the most affected bones. CONCLUSION: The drop in the number of polytraumatized patients operated on at this institution in the three years following the Driving Dry Law was 22%, which is below the expected and desired percentage. These results must be compared to those of different services offering the same attendance type in order to compile data and enlarge statistics. The low index of reduction in the number of traumatisms and the report of alcohol abuse by several patients at the moment of trauma, even after the law, evidence the need of adopting stricter measures to control and punish violators.

Impact of a graduated driver's license law on crashes involving young drivers in New York State.

BACKGROUND: Motor vehicle crashes constitute the greatest risk of injury for young adults. Graduated driver licensing (GDL) laws have been used to reduce the number of injuries and deaths in the young driver population. The New York State GDL law increased supervision of young driver and limited both time-of-day driven and number of passengers. This review examines the impact of a GDL enacted in New York in September 2003. METHODS: A retrospective review of New York State administrative databases from 2001 to 2009 was performed. During this period, a state-wide GDL requirement was implemented. Database review included all reported crashes to the New York State Department of Motor Vehicles by cause and driver age as well as motor fuel tax receipts by the New York State Comptroller's Office. Motor fuel tax receipts and consumption information were used as a proxy for overall miles driven. RESULTS: Before 2003, drivers younger than 18 years were involved in 90 fatal crashes and 10,406 personal-injury (PI) crashes, constituting 4.49% and 3.38% of all fatal and PI crashes in New York State, respectively. By 2009, the number of fatal and PI crashes involving drivers who are younger than 18 years decreased to 44 (2.87%) and 5,246 (2.24%), respectively. Of note, the number of crashes experienced by the age group 18 years to 20 years during this period also declined, from 192 (9.59% of all fatal crashes) and 25,407 (8.24% of all PI crashes) to 135 (8.81%) and 18,114 (7.73%), respectively. Overall numbers of crashes reported remained relatively stable, between 549,000 in 2001 and 520,000 in 2009. Motor fuel use during this period also declined, but to a lesser degree ($552 million to $516 million or 6.6%). CONCLUSION: The use of a GDL law in New York State has shown a large decrease in the number of fatalities and PI crashes involving young drivers. The delay in full driver privileges from the GDL did not result in an increase in fatal or PI crashes in the next older age group.

O novo seguro de acidente e o novo FAP / The new accident insurance and the new accident prevention factor

O que é o FAP – Fator Acidentário de Prevenção (tarifação individual por empresa)? O que é o RAT – Risco de Acidente de Trabalho (tarifação coletiva por setor econômico)? O que muda para as empresas e para os trabalhadores com o FAP? Como faço para calcular o FAP da empresa? Como essa política de prevenção funciona em outros países? Qual é a legislação básica do novo Seguro de Acidente e do novo FAP? Estas são algumas perguntas que clamam por respostas desde o lançamento do FAP, em setembro de 2009. Esta obra traz amplas informações sobre ambos: o FAP, que incidirá ano a ano para as empresas a partir de 2010, e o RAT, que é o ponto de partida para o FAP. Juntos, esses dois instrumentos orientarão as políticas de saúde e segurança no trabalho e, portanto, precisam ser amplamente conhecidos por empresários, trabalhadores, advogados, médicos, gestores públicos, engenheiros, pesquisadores, técnicos na área de saúde ocupacional e por todos os que atuam no campo da saúde e segurança no trabalho. Tornar conhecidos o FAP e o RAT é o objetivo deste livro. Aqui, estão descritos a metodologia do FAP e do RAT e o histórico da legislação previdenciária que deu origem a esses instrumentos e também é feita uma comparação com o que acontece em outros países, quanto à tarifação coletiva e individual para o financiamento do custo da acidentalidade no trabalho. Os resultados do RAT e do FAP também são apresentados, mostrando o impacto desses instrumentos em cada um dos grandes setores da economia: indústria, comércio, construção, saúde, transporte, bancos, serviços... Como está cada uma dessas atividades econômicas quanto aos acidentes de trabalho? Como o FAP altera as alíquotas das empresas nos diversos setores? Que impactos são esperados para o campo de saúde e segurança no trabalho a partir das mudanças efetuadas? As respostas para essas e outras perguntas podem ser obtidas pela leitura deste livro.

Canadian Association of Pediatric Surgeons' position statement on the use of all-terrain vehicles by children and youth.

The goal of the Canadian Association of Pediatric Surgeons is to improve the surgical care of infants and children in Canada. Its areas of interest include all aspects of general and thoracic pediatric surgery with recognition of its unique responsibility to infants born with congenital anomalies and children with malignancies. Although its responsibility to pediatric trauma is not unique, that injury remains the number one cause of death of all children beyond infancy creates a pivotal role of this association in issues related to pediatric trauma. With modern methods of first aid, transportation, resuscitation, intensive care, and specialized surgical team effort, many of these seriously traumatized children can be saved. However, despite these advances in trauma care, it is recognized that the most important and ultimate approach to childhood injuries lies in the realm of prevention.