Profile and trend of risk factors for traffic accidents in schoolchildren in Brazilian capitals: PeNSE 2009, 2012 and 2015. / Perfil e tendência dos fatores de risco para acidentes de trânsito em escolares nas capitais brasileiras: PeNSE 2009, 2012 e 2015.

INTRODUCTION: Land transport accidents (LTA) are the second cause of death in schoolchildren aged 13 to 17 years. The study aims to describe the risk factors for LTA in schoolchildren from the National School Health Survey (PeNSE) of 2015 and to evaluate the trend of selected indicators in the last three editions of PeNSE. METHODOLOGY: A descriptive study on risk factors for LTA in 2015, with PeNSE data and time series trends analysis, with age-adjusted regression tests of the 2009, 2012 and 2015 editions, in Brazilian capitals. RESULTS: In 2015, 26.3% of ninth grade schoolchildren, mostly between 13 and 15 years of age, reported having been in a motor vehicle driven by someone who consumed alcohol and 32.4% had driven a motor vehicle; 30.7% of adolescents did not use seat belts in the back seat; and 16.8% of schoolchildren who ride motorcycles did not wear helmets. There was also a worsening of the indicators between 2009 and 2015, regarding driving a motor vehicle (1.0 percentage points) and having been driven by vehicle for consumption of alcoholic beverages (1.1 percentage points). DISCUSSION: The LTA occurrence results from the interaction between roads, vehicles and users, and has a strong correlation with behavior. CONCLUSIONS: The results show the need to invest in educational measures, associated with supervision, the improvement of road infrastructure, research and improvement of legislation. The monitoring of risk factors in schoolchildren substantially contributes to support intersectoral public policies interventions to reduce morbidity and mortality in traffic.

INTRODUÇÃO: Os acidentes de transporte terrestre (ATT) são a segunda causa de morte em escolares de 13 a 17 anos. O presente estudo visou descrever os fatores de risco para ATT em escolares da Pesquisa Nacional de Saúde do Escolar (PeNSE) de 2015 e avaliar a tendência de indicadores selecionados nas três últimas edições da PeNSE. METODOLOGIA: Estudo descritivo sobre fatores de risco para ATT no ano de 2015, com dados da PeNSE e análise de tendência das séries temporais, com testes de regressão ajustados por idade, das edições de 2009, 2012 e 2015, nas capitais brasileiras. RESULTADOS: Em 2015, 26,3% dos escolares do nono ano, na maioria entre 13 e 15 anos, relataram terem sido conduzidos em veículo motorizado dirigido por alguém que consumiu bebida alcoólica e 32,4% relataram terem dirigido veículo motorizado; 30,7% dos adolescentes não usaram cinto de segurança no banco de trás; e 16,8% dos escolares usuários de motocicleta não usaram capacetes. Observou-se ainda tendência de piora dos indicadores entre 2009 e 2015, referentes a dirigir veículo motorizado (1,0 pontos percentuais) e ter sido conduzido em veículo por alguém que consumiu bebida alcoólica (1,1 pontos percentuais). DISCUSSÃO: A ocorrência de ATT resulta da interação entre vias, veículos e usuários, tendo forte correlação com o comportamento. CONCLUSÕES: Os resultados apontam a necessidade de investir em medidas educativas, associadas a fiscalização, a melhoria das vias, pesquisas e aprimoramento da legislação. O monitoramento dos fatores de risco em escolares contribui substancialmente para apoiar intervenções das políticas públicas intersetoriais para a redução de morbimortalidade por trânsito.

Perfil e tendência dos fatores de risco para acidentes de trânsito em escolares nas capitais brasileiras: PeNSE 2009, 2012 e 2015 / Profile and trend of risk factors for traffic accidents in schoolchildren in Brazilian capitals: PeNSE 2009, 2012 and 2015

RESUMO: Introdução: Os acidentes de transporte terrestre (ATT) são a segunda causa de morte em escolares de 13 a 17 anos. O presente estudo visou descrever os fatores de risco para ATT em escolares da Pesquisa Nacional de Saúde do Escolar (PeNSE) de 2015 e avaliar a tendência de indicadores selecionados nas três últimas edições da PeNSE. Metodologia: Estudo descritivo sobre fatores de risco para ATT no ano de 2015, com dados da PeNSE e análise de tendência das séries temporais, com testes de regressão ajustados por idade, das edições de 2009, 2012 e 2015, nas capitais brasileiras. Resultados: Em 2015, 26,3% dos escolares do nono ano, na maioria entre 13 e 15 anos, relataram terem sido conduzidos em veículo motorizado dirigido por alguém que consumiu bebida alcoólica e 32,4% relataram terem dirigido veículo motorizado; 30,7% dos adolescentes não usaram cinto de segurança no banco de trás; e 16,8% dos escolares usuários de motocicleta não usaram capacetes. Observou-se ainda tendência de piora dos indicadores entre 2009 e 2015, referentes a dirigir veículo motorizado (1,0 pontos percentuais) e ter sido conduzido em veículo por alguém que consumiu bebida alcoólica (1,1 pontos percentuais). Discussão: A ocorrência de ATT resulta da interação entre vias, veículos e usuários, tendo forte correlação com o comportamento. Conclusões: Os resultados apontam a necessidade de investir em medidas educativas, associadas a fiscalização, a melhoria das vias, pesquisas e aprimoramento da legislação. O monitoramento dos fatores de risco em escolares contribui substancialmente para apoiar intervenções das políticas públicas intersetoriais para a redução de morbimortalidade por trânsito.

ABSTRACT: Introduction: Land transport accidents (LTA) are the second cause of death in schoolchildren aged 13 to 17 years. The study aims to describe the risk factors for LTA in schoolchildren from the National School Health Survey (PeNSE) of 2015 and to evaluate the trend of selected indicators in the last three editions of PeNSE. Methodology: A descriptive study on risk factors for LTA in 2015, with PeNSE data and time series trends analysis, with age-adjusted regression tests of the 2009, 2012 and 2015 editions, in Brazilian capitals. Results: In 2015, 26.3% of ninth grade schoolchildren, mostly between 13 and 15 years of age, reported having been in a motor vehicle driven by someone who consumed alcohol and 32.4% had driven a motor vehicle; 30.7% of adolescents did not use seat belts in the back seat; and 16.8% of schoolchildren who ride motorcycles did not wear helmets. There was also a worsening of the indicators between 2009 and 2015, regarding driving a motor vehicle (1.0 percentage points) and having been driven by vehicle for consumption of alcoholic beverages (1.1 percentage points). Discussion: The LTA occurrence results from the interaction between roads, vehicles and users, and has a strong correlation with behavior. Conclusions: The results show the need to invest in educational measures, associated with supervision, the improvement of road infrastructure, research and improvement of legislation. The monitoring of risk factors in schoolchildren substantially contributes to support intersectoral public policies interventions to reduce morbidity and mortality in traffic.

Mortality and years of life lost by interpersonal violence and self-harm: in Brazil and Brazilian states: analysis of the estimates of the Global Burden of Disease Study, 1990 and 2015. / Mortalidade e anos de vida perdidos por violências interpessoais e autoprovocadas no Brasil e Estados: análise das estimativas do Estudo Carga Global de Doença, 1990 e 2015.

OBJECTIVE:: To analyze mortality and years of life lost due to death or disability (disability-adjusted life years - DALYs) for interpersonal violence and self-harm, comparing 1990 and 2015, in Brazil and Federated Units, using estimates produced by the Global Burden of Disease 2015 (GBD 2015). METHODS:: Secondary data analysis of estimates from the GBD 2015, producing standardized death rates and years of life lost due to death or disability. The main source of death data was the Mortality Information System, submitted to correction of underreporting of deaths and redistribution of garbage codes. RESULTS:: From 1990 to 2015, homicide mortality rates were stable, with a percentage variation of -0.9%, from 28.3/100 thousand inhabitants (95% UI 26.9-32.1) in 1990 to 27.8/100,000 (95% UI 24.3-29.8) in 2015. Homicide rates were higher in Alagoas and Pernambuco, and there was a reduction in São Paulo (-40.9%). Suicide rates decreased by 19%, from 8.1/100,000 (95% UI 7.5-8.6) in 1990 to 6.6/100,000 (95% UI 6.1-7,9) in 2015. Higher rates were found in Rio Grande do Sul. In the ranking of external causes for years of life lost due to death or disability (DALYs), firearm aggression predominated, followed by transportation accidents; self-inflicted injuries were in sixth place. CONCLUSIONS:: The study shows the importance of external causes among young people and men as a cause of premature death and disabilities, which is a priority problem in the country. The Global Burden of Disease study may support public policies for violence prevention.

Road traffic accidents: Global Burden of Disease study, Brazil and federated units, 1990 and 2015. / Acidentes de transporte terrestre: estudo Carga Global de Doenças, Brasil e unidades federadas, 1990 e 2015.

OBJECTIVE:: To describe the global burden of disease due to road traffic accidents in Brazil and federated units in 1990 and 2015. METHODS:: This is an analysis of secondary data from the 2015 Global Burden of Disease study estimates. The following estimates were used: standardized mortality rates and years of life lost by death or disability, potential years of life lost due to premature death, and years of unhealthy living conditions. The Mortality Information System was the main source of death data. Underreporting and redistribution of ill-defined causes and nonspecific codes were corrected. RESULTS:: Around 52,326 deaths due to road traffic accidents were estimated in Brazil in 2015. From 1990 to 2015, mortality rates decreased from 36.9 to 24.8/100 thousand people, a reduction of 32.8%. Tocantins and Piauí have the highest mortality risks among the federated units (FU), with 41.7/100 and 33.1/100 thousand people, respectively. They both present the highest rates of potential years of life lost due to premature deaths. CONCLUSION:: Road traffic accidents are a public health problem. Using death- or disability-adjusted life years in studies of these causes is important because there are still no sources to know the magnitude of sequelae, as well as the weight of early deaths. Since its data are updated every year, the Global Burden of Disease study may provide evidence to formulate traffic security and health attention policies, which are guided to the needs of the federated units and of different groups of traffic users.

Mortalidade e anos de vida perdidos por violências interpessoais e autoprovocadas no Brasil e Estados: análise das estimativas do Estudo Carga Global de Doença, 1990 e 2015 / Mortality and years of life lost by interpersonal violence and self-harm: in Brazil and Brazilian states: analysis of the estimates of the Global Burden of Disease Study, 1990 and 2015

RESUMO: Objetivo: Analisar a mortalidade e os anos de vida perdidos por morte ou incapacidade (Disability-Adjusted Life Years - DALYs) por violências interpessoais e autoprovocadas, comparando 1990 e 2015, no Brasil e nas Unidades Federadas, utilizando estimativas produzidas pelo estudo Carga Global de Doença 2015 (GBD 2015). Métodos: Análise de dados secundários das estimativas do GBD 2015, com produção de taxas padronizadas de mortes e DALYs. A principal fonte de dados de óbitos foi o Sistema de Informações sobre Mortalidade, submetido à correção do sub-registro de óbitos e redistribuição de códigos garbage. Resultados: De 1990 a 2015, observou-se estabilidade das taxas de mortalidade por homicídios, com variação percentual de -0,9%, passando de 28,3/100 mil habitantes (II 95% 26,9-32,1), em 1990, para 27,8/100 mil (II 95% 24,3-29,8), em 2015. As taxas de homicídio foram mais altas em Alagoas e Pernambuco, e ocorreu redução em São Paulo (-40,9%). As taxas de suicídio variaram em -19%, saindo de 8,1/100 mil (II 95% 7,5-8,6), em 1990, para 6,6/100 mil (II 95% 6,1-7,9), em 2015. Taxas mais elevadas ocorreram no Rio Grande do Sul. No ranking de causas externas por Disability-Adjusted Life Years (DALYs), predominaram as agressões por arma de fogo, seguidas de acidentes de transporte e em sexto lugar lesões autoprovocadas. Conclusões: O estudo aponta a importância das causas externas entre jovens e homens na morte prematura e em incapacidades, constituindo um problema prioritário no país. O estudo Carga Global de Doença poderá apoiar políticas públicas de prevenção de violência.

ABSTRACT: Objective: To analyze mortality and years of life lost due to death or disability (disability-adjusted life years - DALYs) for interpersonal violence and self-harm, comparing 1990 and 2015, in Brazil and Federated Units, using estimates produced by the Global Burden of Disease 2015 (GBD 2015). Methods: Secondary data analysis of estimates from the GBD 2015, producing standardized death rates and years of life lost due to death or disability. The main source of death data was the Mortality Information System, submitted to correction of underreporting of deaths and redistribution of garbage codes. Results: From 1990 to 2015, homicide mortality rates were stable, with a percentage variation of -0.9%, from 28.3/100 thousand inhabitants (95% UI 26.9-32.1) in 1990 to 27.8/100,000 (95% UI 24.3-29.8) in 2015. Homicide rates were higher in Alagoas and Pernambuco, and there was a reduction in São Paulo (-40.9%). Suicide rates decreased by 19%, from 8.1/100,000 (95% UI 7.5-8.6) in 1990 to 6.6/100,000 (95% UI 6.1-7,9) in 2015. Higher rates were found in Rio Grande do Sul. In the ranking of external causes for years of life lost due to death or disability (DALYs), firearm aggression predominated, followed by transportation accidents; self-inflicted injuries were in sixth place. Conclusions: The study shows the importance of external causes among young people and men as a cause of premature death and disabilities, which is a priority problem in the country. The Global Burden of Disease study may support public policies for violence prevention.

Acidentes de transporte terrestre: estudo Carga Global de Doenças, Brasil e unidades federadas, 1990 e 2015 / Road traffic accidents: Global Burden of Disease study, Brazil and federated units, 1990 and 2015

RESUMO: Objetivo: Descrever a carga global dos acidentes de transporte terrestres no Brasil e Unidades Federadas, em 1990 e 2015. Métodos: Análise dos dados secundários das estimativas do estudo Carga Global de Doenças 2015. Utilizam-se as estimativas de taxas padronizadas de mortalidade e anos de vida perdidos por morte ou incapacidade, anos potenciais de vida perdidos por morte prematura, e anos de vida não saudáveis. O Sistema de Informações sobre Mortalidade foi a principal fonte de dados de óbitos. Houve a correção do sub-registro e ajustes por códigos garbage. Resultados: No ano de 2015 foram estimados 52.326 óbitos por acidentes de transportes terrestres no Brasil. De 1990 a 2015, as taxas de mortalidade diminuíram de 36,9 para 24,8/100 mil habitantes, redução de 32,8%. Tocantins e Piauí têm os maiores riscos de mortalidade entre as unidades federadas (UF), com 41,7 e 33,1/100 mil, respectivamente. Ambos também têm as maiores taxas de anos potenciais de vida perdidos por morte prematura. Conclusão: Os acidentes de transportes terrestres constituem um problema de saúde pública. Utilizar anos de vida perdidos ajustados por morte ou incapacidade nos estudos dessas causas é importante, pois não existem fontes para conhecer a magnitude da incapacidade nem o peso das mortes precoces. O estudo Carga Global de Doenças, ao atualizar os dados anualmente, poderá fornecer evidências para a formulação de políticas de segurança no trânsito e de atenção à saúde, orientadas para as necessidades das UF e de diferentes grupos de usuários do trânsito.

ABSTRACT: Objective: To describe the global burden of disease due to road traffic accidents in Brazil and federated units in 1990 and 2015. Methods: This is an analysis of secondary data from the 2015 Global Burden of Disease study estimates. The following estimates were used: standardized mortality rates and years of life lost by death or disability, potential years of life lost due to premature death, and years of unhealthy living conditions. The Mortality Information System was the main source of death data. Underreporting and redistribution of ill-defined causes and nonspecific codes were corrected. Results: Around 52,326 deaths due to road traffic accidents were estimated in Brazil in 2015. From 1990 to 2015, mortality rates decreased from 36.9 to 24.8/100 thousand people, a reduction of 32.8%. Tocantins and Piauí have the highest mortality risks among the federated units (FU), with 41.7/100 and 33.1/100 thousand people, respectively. They both present the highest rates of potential years of life lost due to premature deaths. Conclusion: Road traffic accidents are a public health problem. Using death- or disability-adjusted life years in studies of these causes is important because there are still no sources to know the magnitude of sequelae, as well as the weight of early deaths. Since its data are updated every year, the Global Burden of Disease study may provide evidence to formulate traffic security and health attention policies, which are guided to the needs of the federated units and of different groups of traffic users.

Mortalidade de motociclistas em acidentes de transporte no Distrito Federal, 1996 a 2007 / Mortality of motorcyclists in traffic accidents in the Brazilian Federal District from 1996 to 2007 / Mortalidad de motociclistas en accidentes de transporte en el Distrito Federal de Brasil, 1996 a 2007

OBJETIVO: Descrever características sociodemográficas e analisar a tendência temporal da mortalidade de motociclistas traumatizados em acidentes de transporte. MÉTODOS: Estudo de séries temporais com dados de 580 óbitos de motociclistas do Distrito Federal, de 1996 a 2007, obtidos do Sistema de Informações sobre Mortalidade. Foram calculadas as taxas de mortalidade específicas segundo idade e sexo, as taxas padronizadas (método direto) e a razão de óbitos por frota (motocicletas). A média móvel centralizada da taxa padronizada de mortalidade de homens foi calculada para o período de três anos e um modelo de regressão linear foi construído para estudar a evolução temporal da mortalidade. Para calcular o incremento anual da taxa de mortalidade padronizada utilizou-se o método joinpoint (ponto de inflexão). RESULTADOS: A maior parte dos motociclistas mortos era do sexo masculino, (94,3 por cento), pardo (71,0 por cento) e tinha entre 20 e 39 anos (73,8 por cento). A taxa padronizada de mortalidade de motociclistas (homens) residentes foi de 1,9 para 7,2 óbitos/100 mil homens entre 1996 e 2007. Entre 1998 e 2007, a razão de óbitos por frota passou de 2,0 óbitos/10 mil motocicletas para 10,0 óbitos/10 mil motocicletas entre os homens. Estimou-se incremento anual de 0,48 óbito/100 mil homens (IC95 por cento 0,31;0,65; p < 0,001). O incremento percentual anual da taxa padronizada de mortalidade para o sexo masculino foi de 36,2 por cento no período 1998-2007 (IC 95 por cento 21,2 por cento;53,2 por cento; p < 0,05). CONCLUSÕES: A taxa de mortalidade de motociclistas decorrente de acidentes de transporte aumentou expressivamente. Esse aumento é explicado apenas em parte pelo aumento da frota de motocicletas. Características individuais dos condutores, bem como as condições locais do tráfego, necessitam ser investigadas para o planejamento de políticas preventivas.

OBJECTIVE: To describe sociodemographic characteristics and analyze temporal trends in the mortality of motorcyclists injured in traffic accidents. METHODS: This was a time-series study with data from 580 motorcyclist deaths in the Brazilian Federal District from 1996 to 2007. The data were obtained from the Mortality Information System. Mortality rates specific for age and sex, the standardized rates (direct method), and the ratio of deaths per fleet (motorcycles) were calculated. The centralized moving average of the standardized mortality rate for men was calculated for a three-year period, and a linear regression model was constructed to study the evolution of mortality. The joinpoint method (inflection point) was used to calculate the annual increase in the standardized mortality rate. RESULTS: Most of the motorcyclists killed were male (94.3 percent), mixed skin color (71.0 percent), and between the ages of 20 and 39 years (73.8 percent). The standardized mortality rate for resident motorcyclists (men) was 1.9 to 7.2 deaths/100,000 men between 1996 and 2007. Between 1998 and 2007, the ratio of deaths per fleet increased from 2.0 deaths/10,000 motorcyclists to 10.0 deaths/10,000 motorcyclists among men. There was an estimated annual increase of 0.48 deaths/100,000 men (95 percentCI 0.31, 0.65; p <0.001). The percent increase of the annual standardized mortality rate for males was 36.2 percent in the period from 1998-2007 (95 percentCI 21.2 percent, 53.2 percent; p <0.05). CONCLUSIONS: The mortality rate resulting from motorcycle road accidents has increased dramatically. This increase is partially explained by the increase of the fleet of motorcycles. Individual characteristics of drivers, as well as local traffic conditions, need to be investigated for the planning of preventive policies.

OBJETIVO: Describir características sociodemográficas y analizar la tendencia temporal de la mortalidad de motociclistas traumatizados en accidentes de transporte. MÉTODOS: Estudio de series temporales con datos de 580 óbitos de motociclistas del Distrito Federal de Brasil, de 1996 a 2007, obtenidos del Sistema de Informaciones sobre Mortalidad. Se calcularon las tasas de mortalidad específicas según edad y sexo, las tasas estandarizadas (método directo) y el cociente de óbitos por flota (motocicletas). El promedio móvil centralizado de la tasa estandarizada de mortalidad de hombres fue calculado para el período de tres años y un modelo de regresión lineal fue construido para estudiar la evolución temporal de la mortalidad. Para calcular el incremento anual de la tasa de mortalidad estandarizada se utilizó el método joinpoint (punto de inflexión). RESULTADOS: La mayor parte de los motociclistas muertos era del sexo masculino, (94,3 por ciento), pardo (71,0 por ciento) y tenía entre 20 y 39 años (73,8 por ciento). La tasa estandarizada de mortalidad de motociclistas (hombres) residentes fue de 1,9 para 7,2 óbitos/100 mil hombres entre 1996 y 2007. Entre 1998 y 2007, el cociente de óbitos por flota pasó de 2,0 óbitos/10 mil motocicletas para 10,0 óbitos/10 mil motocicletas entre los hombres. Se estimó incremento anual de 0,48 óbito/100 mil hombres (IC 95 por ciento 0,31;0,65; p<0,001). El incremento porcentual anual de la tasa estandarizada de mortalidad para el sexo masculino fue de 36,2 por ciento en el período 1998-2007 (IC 95 por ciento 21,2 por ciento;53,2 por ciento; p<0,05). CONCLUSIONES: La tasa de mortalidad de motociclistas decurrente de accidentes de transporte aumentó expresivamente. Tal aumento es explicado sólo en parte por el aumento de la flota de motocicletas. Características individuales de los conductores, así como las condiciones locales del tráfico, necesitan ser investigadas para la planificación de políticas preventivas.

Mortality of motorcyclists in traffic accidents in the Brazilian Federal District from 1996 to 2007.

OBJECTIVE: To describe sociodemographic characteristics and analyze temporal trends in the mortality of motorcyclists injured in traffic accidents. METHODS: This was a time-series study with data from 580 motorcyclist deaths in the Brazilian Federal District from 1996 to 2007. The data were obtained from the Mortality Information System. Mortality rates specific for age and sex, the standardized rates (direct method), and the ratio of deaths per fleet (motorcycles) were calculated. The centralized moving average of the standardized mortality rate for men was calculated for a three-year period, and a linear regression model was constructed to study the evolution of mortality. The joinpoint method (inflection point) was used to calculate the annual increase in the standardized mortality rate. RESULTS: Most of the motorcyclists killed were male (94.3%), mixed skin color (71.0%), and between the ages of 20 and 39 years (73.8%). The standardized mortality rate for resident motorcyclists (men) was 1.9 to 7.2 deaths/100,000 men between 1996 and 2007. Between 1998 and 2007, the ratio of deaths per fleet increased from 2.0 deaths/10,000 motorcyclists to 10.0 deaths/10,000 motorcyclists among men. There was an estimated annual increase of 0.48 deaths/100,000 men (95%CI 0.31, 0.65; p <0.001). The percent increase of the annual standardized mortality rate for males was 36.2% in the period from 1998-2007 (95%CI 21.2%, 53.2%; p <0.05). CONCLUSIONS: The mortality rate resulting from motorcycle road accidents has increased dramatically. This increase is partially explained by the increase of the fleet of motorcycles. Individual characteristics of drivers, as well as local traffic conditions, need to be investigated for the planning of preventive policies.