CORRELATION BETWEEN THE SEVERITY AND BLOOD ALCOHOL LEVEL OF TRAFFIC ACCIDENTS VICTIMS.

Objective: To evaluate the correlation between blood alcohol levels and the severity of injuries assessed by the Injury Severity Score (ISS) in patients who were victims of traffic accidents admitted to the Hospital das Clínicas of the Faculty of Medicine of the University of São Paulo (HCFMUSP). Methods: Cross-sectional study carried out between July 2018 and June 2019, at the Central Emergency Room of the Hospital das Clínicas of the Faculty of Medicine of the University of São Paulo (PSC-HCFMUSP). A total of 172 hospitalized patients victims of traffic accidents were included in this study. Blood samples were analyzed by the FMUSP Toxicology Laboratory. Results: 36 patients (20.9%) had positive BAC (≥ 0.2 g/L) with a mean of 1.21 g/L. Overall, patients had a mean age of 37.2 years old, and 136 (79.1%) were men. The ISS of the total casuistry was 15.6; regarding the external cause, the motorcycle was ranked first with 100 cases (58.1%), and drivers were the majority with 57.4% of the sample. Conclusion: There was no correlation between the severity of the injuries and the blood alcohol levels of traffic accident victims admitted to a reference hospital. Level of Evidence II, Cross-Sectional Study.

Objetivo: Avaliar a correlação entre a alcoolemia e a gravidade das lesões avaliadas pelo Índice de Gravidade da Lesão ( Injury Severity Score* ­ ISS) em vítimas de acidentes de trânsito internadas no Hospital das Clínicas da Faculdade de Medicina da Universidade de São Paulo (HC-FMUSP). Método: Estudo transversal realizado entre julho de 2018 e junho de 2019, no Pronto Socorro Central do HC-FMUSP. Foram incluídas 172 vítimas de acidentes de trânsito. Amostras de sangue foram analisadas pelo Laboratório de Toxicologia da FMUSP. Resultados: 36 pacientes (20,9%) apresentaram alcoolemia positiva (≥ 0,2 g/L), com valor médio de 1,21 g/L. No geral, os pacientes tinham uma idade média de 37,2 anos, e 136 (79,1%) eram homens. O ISS da casuística total foi 15,6; quanto à causa externa, a motocicleta ficou em primeiro lugar com 100 casos (58,1%); e os condutores foram prevalentes entre as vítimas (57,4%). Conclusão: Não houve correlação entre a gravidade das lesões e a alcoolemia das vítimas de acidente de trânsito internadas em um hospital de referência. Nível de Evidência II, Estudo de Corte Transversal.

Golf cart injuries have similar severity to all-terrain vehicle injuries in children: a multicenter comparison over a 5-year period.

Background: Golf carts (GCs) and all-terrain vehicles (ATVs) are popular forms of personal transport. Although ATVs are considered adventurous and dangerous, GCs are perceived to be safer. Anecdotal experience suggests increasing numbers of both GC and ATV injuries, as well as high severity of GC injuries in children. This multicenter study examined GC and ATV injuries and compared their injury patterns, resource utilization, and outcomes. Methods: Pediatric trauma centers in Florida submitted trauma registry patients age <16 years from January 2016 to June 2021. Patients with GC or ATV mechanisms were identified. Temporal trends were evaluated. Injury patterns, resource utilization, and outcomes for GCs and ATVs were compared. Intensive care unit admission and immediate surgery needs were compared using multivariable logistic regression. Results: We identified 179 GC and 496 ATV injuries from 10 trauma centers. GC and ATV injuries both increased during the study period (R2 0.4286, 0.5946, respectively). GC patients were younger (median 11 vs 12 years, p=0.003) and had more intracranial injuries (34% vs 19%, p<0.0001). Overall Injury Severity Score (5 vs 5, p=0.27), intensive care unit (ICU) admission (20% vs 16%, p=0.24), immediate surgery (11% vs 11%, p=0.96), and mortality (1.7% vs 1.4%, p=0.72) were similar for GCs and ATVs, respectively. The risk of ICU admission (OR 1.19, 95% CI 0.74 to 1.93, p=0.47) and immediate surgery (OR 1.04, 95% CI 0.58 to 1.84, p=0.90) remained similar on multivariable logistic regression. Conclusions: During the study period, GC and ATV injuries increased. Despite their innocuous perception, GCs had a similar injury burden to ATVs. Heightened safety measures for GCs should be considered. Level of evidence: III, prognostic/epidemiological.

[Trends in motorcycle road deaths in Colombia, 2008-2021Tendências de mortalidade por acidentes de motocicleta na Colômbia, 2008-2021]. / Tendencias en la mortalidad por accidentes de tránsito en motocicleta en Colombia, 2008-2021.

Objective: To identify trends in motorcycle road deaths in Colombia between 2008 and 2021. Methods: An observational and descriptive study of trends in motorcycle road deaths was conducted using official death records from 2008 to 2021. Jointpoint Poisson regression analysis was performed to detect inflection points in mortality rates specific to age, sex, and area of residence. Results: A total of 28 200 motorcycle road deaths were identified during the period; 24 271 men and 3 929 women died. Of the deaths, 74.1% occurred in urban areas and 25.9% in rural areas. In rural areas, there was an increasing trend in fatalities in young adults of both sexes during the period. The same occurred in men over 65 years of age. In urban areas, there was an upward trend in fatalities in the age group from 45-64 for both sexes during the period. Only one inflection point was detected, in 2015, showing a downward trend in adolescent females. Conclusion: The trend in motorcycle road deaths in Colombia continued to rise during the 2008-2021 period, both in rural areas for young adults and in urban areas for middle-aged adults.

Objetivo: Identificar tendências de mortalidade por acidentes de motocicleta na Colômbia entre 2008 e 2021. Métodos: Realizou-se um estudo observacional e descritivo das tendências de mortalidade por acidentes de motocicleta com base em registros oficiais de óbitos entre 2008 e 2021. Conduziu-se uma análise baseada na regressão de Poisson (Joinpoint) para detectar pontos de inflexão em taxas de mortalidade específicas por idade, sexo e área de residência. Resultados: Foram identificadas 28 200 mortes por acidentes de motocicleta durante todo o período, correspondendo a 24 271 homens e 3 929 mulheres. As mortes ocorreram tanto na área urbana (74,1%) quanto rural (25,9%). Na área rural, observou-se uma tendência crescente na mortalidade de adultos jovens de ambos os sexos ao longo de todo o período. O mesmo ocorreu em relação a homens com mais de 65 anos. Na área urbana, identificou-se uma tendência de aumento da mortalidade na faixa etária de 45 a 64 anos, em ambos os sexos, durante todo o período. Apenas um ponto de inflexão foi detectado em 2015, mostrando uma redução na tendência em adolescentes do sexo feminino. Conclusão: A tendência de mortalidade por acidentes de motocicleta na Colômbia continuou a aumentar durante todo o período (2008 a 2021), tanto na área rural, para jovens adultos, quanto na área urbana, para pessoas de meia-idade.

Post-lockdown burden of road injury involving hospitalisation in Victoria, Australia: A statewide, population-based time series analysis.

OBJECTIVES: Ever since COVID-19, short-term changes in transport injury patterns have been observed. The aim is to examine both the initial and the enduring impact of government lockdown and the pandemic on road injuries requiring hospitalisation and road fatalities. METHODS: Time series analysis of Transport Accident Commission (TAC) claims involving hospitalisation and fatalities in Victoria, Australia, from July 2016 to May 2023, including lockdown (March 2020 to October 2020) and post-lockdown (November 2020 onwards). RESULTS: A total of 46 450 TAC claims were included. Average claims during the pre-pandemic period were 652/month. Lockdown restrictions were associated with a statistically significant fall in monthly claims (-255, 95% confidence interval [CI] = -315 to -194, P < 0.01). This was consistent across road users, days of the week, hours of the day, injury severity, sex and central versus rural locations. The post-lockdown period had a statistically significant reduction in monthly claims to 76% (95% CI = 67-84) of pre-pandemic levels (-158, 95% CI = -213 to -102, P <0.01). This was consistent across all subgroups except bicyclist injuries, which remained constant (-8, 95% CI = -16 to 0, P = 0.05). There was a significant upward trend in the fatality-to-claim ratio post-lockdown (0.001, 95% CI = 0-0.001, P <0.01). CONCLUSION: Road injury requiring hospitalisation decreased significantly during governmental lockdown and has returned to three-quarters of pre-pandemic levels (except bicyclist injuries that have remained constant), but there is an increasingly disproportionate number of fatalities. This represents a new baseline of injury burden for EDs and hospitals that manage trauma patients.

[Deaths from traffic injuries and social inequality in Colombia, 2019Mortalidade por acidentes de trânsito e desigualdades sociais na Colômbia, 2019]. / Mortalidad por lesiones de tránsito y desigualdades sociales en Colombia, 2019.

Objective: To evaluate the association between social inequalities and deaths from traffic injuries in Colombia in 2019. Methods: This ecological study evaluated the association between social inequalities and deaths from traffic injuries among users of the road transport system in Colombia in 2019, based on secondary information sources, using the department level as the administrative and geographic unit of study. A descriptive statistical analysis of health indicators and equity stratifiers was performed. Absolute and relative measures were used to determine social inequality gaps. Results: In 2019, 6 580 people died from road traffic injuries in Colombia. The majority of them (82%) were men. The most critical user condition was being a motorcyclist. The age group with the most victims was approximately 30 years old. Departments with populations between 500 000 and 2 000 000 were the most represented. The most critical equity stratifier was the number of registered motorcycles per 100 000 population. Significant inequality gaps between departments were observed. Conclusions: Inequalities in deaths from road traffic injuries in Colombia were observed. Policies and actions should focus on helping to reduce identified inequities, resulting in better quality of life, well-being, and health for the population.

Objetivo: Avaliar a relação entre desigualdades sociais e mortalidade por acidentes de trânsito na Colômbia no ano de 2019. Métodos: Este estudo ecológico avaliou a relação entre desigualdades sociais e mortalidade por acidentes de trânsito entre usuários do sistema de transporte rodoviário na Colômbia em 2019, com base em fontes secundárias de informação e departamentos como unidades administrativas e geográficas do estudo. Foi feita uma análise estatística descritiva do indicador de saúde e dos estratificadores de equidade, e foram utilizadas medidas absolutas e relativas para determinar as lacunas de desigualdade social. Resultados: Em 2019, 6 580 pessoas morreram na Colômbia em decorrência de acidentes de trânsito, em sua maioria homens (82%). A categoria de usuário mais afetada foi a de motociclistas, e a faixa etária com o maior número de vítimas girava em torno dos 30 anos. Departamentos com população entre 500 mil e 2 milhões de habitantes tiveram a maior participação. O estratificador de equidade com a condição mais crítica de desigualdade foi o número de motocicletas registradas por 100 mil habitantes. Foram evidenciadas lacunas significativas de desigualdade entre os departamentos. Conclusões: Foram reconhecidas desigualdades na mortalidade por acidentes de trânsito na Colômbia. É preciso implementar políticas e ações que contribuam para a redução das desigualdades identificadas, o que resultará em qualidade de vida, bem-estar e saúde para os cidadãos.

Factores asociados al requerimiento de rehabilitación física en los peatones sobrevivientes de atropello en Perú, 2016 - 2021

Introducción. Los accidentes de tránsito (AT) son un problema de salud pública a nivel mundial, se estiman 1,3 millones de muertes anuales, y en los sobrevivientes deja secuelas traumáticas que pueden disminuir la calidad de vida. De las víctimas, los peatones lesionados representan el 22%. El objetivo del presente estudio fue determinar los factores asociados al requerimiento de rehabilitación física de los peatones lesionados por algún AT en el territorio peruano. Métodos. Se realizó un estudio observacional de corte transversal con los datos secundarios brindados por el Centro Nacional de Epidemiología, Prevención y Control de Enfermedades (CDC Perú) por medio de fichas epidemiológicas. Resultados. Se analizaron 14 186 registros que involucran a peatones lesionados por atropellamiento en carretera por algún vehículo motorizado entre el 2016 y el 2021. El 87,89% de las víctimas no requirieron rehabilitación posterior al suceso. Existe una mayor probabilidad de rehabilitación si el lesionado tiene una mayor edad y si la hora del accidente fue entre las 00:00 y 05:59 horas del día. Existe una menor probabilidad de rehabilitación si el accidente lo ocasiona un motocarro. Conclusiones. Existe una gran cantidad de accidentados jóvenes y adultos, sin embargo, la edad mayor se comporta como un factor asociado a la necesidad de rehabilitación, así mismo, el tipo de carretera y el tipo de vehículo causante influyen en el desenlace de la víctima.

Introduction. Traffic accidents (TA) are a public health problem worldwide, with an estimated 1.3 million deaths per year from collisions and leaves traumatic sequels in the survivors. Of the total number of victims affected in an AT, injured pedestrians represent 22%. The objective of this study was to determine the factors associated with the requirement of physical rehabilitation of pedestrians injured by any TA in the Peruvian territory. Methods. An observational cross-sectional study was carried out with the data provided by the National Center for Epidemiology, Prevention, and Control of Diseases (CDC Peru) through epidemiological records. A regression analysis was performed, and prevalence ratios (PR) were reported, having the rehabilitation requirement as a dependent variable. Results. A total of 14,186 records of pedestrians injured by being hit by a motor vehicle on the road between 2016 and 2021 were analyzed. 87.89% of the victims did not require post-event rehabilitation. There is a greater probability of rehabilitation if the injured person is older and if the time of the accident occurred between 00:00 and 05:59 hours of the day. There is a lower probability of rehabilitation if the accident is caused by a minor motor vehicle. Conclusions. Many young people and adults are injured; however, older age is a factor associated with the need for rehabilitation, likewise, the type of road and the type of vehicle responsible influence the outcome of the victim.

Atuação do fisioterapeuta no serviço de emergência de um hospital de pronto socorro referência em trauma / The role of physical therapists in the emergency room of a trauma hospital

Emergências hospitalares são portas de entrada para pacientes graves com potencial risco de morte. Em um hospital referência em trauma, a função do fisioterapeuta dentro da equipe multiprofissional ainda tem necessidade de ser bem estabelecida. Objetivo: Discorrer sobre a atuação do fisioterapeuta no serviço de emergência de um hospital de pronto socorro referência em trauma e apresentar o perfil do paciente atendido. Método: Trata-se de uma pesquisa observacional descritiva, de caráter transversal retrospectiva a partir da análise dos atendimentos fisioterapêuticos registrados em prontuários de pacientes hospitalizados. Resultados: As causas mais frequentes de internação dos pacientes atendidos pela equipe de fisioterapia foram quedas (51,7%), acidentes de trânsito (14,9%), cardiovasculares (9,2%), agressões (9,1%), outros (8,3%) e respiratórias (6,8%). Quedas da própria altura com fratura de fêmur associadas representaram 26,4% da amostra. Nestes pacientes as condutas mais utilizadas pelos fisioterapeutas foram orientações, exercícios respiratórios, exercícios no leito e ajustes de posicionamento. O fisioterapeuta teve atuação com pacientes com pneumotórax, hemotórax ou hemopneumotórax submetidos à drenagem torácica, por meio de exercícios respiratórios expansivos, saída do leito e deambulação precoce. Observou-se também atuação com os pacientes em ventilação mecânica invasiva e não invasiva na sala vermelha. Conclusão: O fisioterapeuta, fazendo parte da equipe multiprofissional, apresenta importante atuação nas salas de emergência de um hospital de trauma, tal como o atendimento a pacientes submetidos a ventilação mecânica invasiva e não invasiva, uso de técnicas de fisioterapia respiratória para expansão pulmonar e remoção de secreções bem como a utilização de técnicas de cinesioterapia para manutenção e ganho de força muscular e funcionalidade.

Hospital emergencies are gateways to critically ill patients with potential risk of death. In a trauma referral hospital, the physical therapists role within the multiprofessional team must still be well established. Objective: To discuss the role of the physical therapist in the emergency department of a reference trauma hospital and to present the profile of the patients admitted to hospitalization. Method: This is a descriptive, observational, cross-sectional study that analyzes physiotherapy and records of hospitalized patients. Results: The most frequent causes of hospitalization of patients treated by the physiotherapy team were falls (51.7%), traffic accidents (14.9%), cardiovascular diseases (9.2%), assaults (9.1%), and respiratory (6.8%). Falls from standing height with associated femur fractures represented 26.4% of the records. With these patients, the procedures most used by physical therapists were orientations, breathing exercises, bedside exercises, and positioning adjustments. With lung-expanding breathing exercises, bedside exercises, and early walking, the physical therapist treated patients with pneumothorax, hemothorax, or hemopneumothorax who underwent thoracic drainage. Physical therapists also treated patients under invasive and non-invasive mechanical ventilation in the red ward. Conclusion: The physical therapist, as part of the multiprofessional team, has an essential role in the emergency rooms of a trauma hospital, such as care for patients undergoing invasive and non-invasive mechanical ventilation, use of respiratory physiotherapy techniques for lung expansion and removal of secretions, as well as the use of kinesiotherapy techniques to maintain and gain muscle strength and functionality.

[Social inequalities related to road traffic mortality]. / Desigualdades sociales relacionadas con la mortalidad por accidentes de tráfico.

OBJECTIVE: To synthesize the social inequalities related to mortality from traffic accidents reported in scientific publications. METHOD: A scoping review following the PRISMA-ScR guide was carried out. Using the MesH vocabulary, we systematically searched for articles in English, Portuguese and Spanish published in the EBSCO, Scielo, Scopus, Ovid, and PubMed databases. RESULTS: We identified 47,790 records in the initial search, of which 35 articles met the selection criteria. Nine out ten publications are in high-income countries; there is a greater interest in analyzing mortality in occupants and drivers of vehicles and motorcyclists. Half of the publications use race-ethnicity and geolocation as socioeconomic position variables. The articles included in this review indicate that groups of people with low socioeconomic positions have higher mortality due to traffic accidents. CONCLUSIONS: The highest mortality from traffic accidents occurs in people with low socioeconomic positions which suggests the development of road safety actions from a comprehensive, integrative perspective and linked to other political agendas to reduce their incidence by 2030. Although road traffic fatalities are higher in low and middle-income countries, few publications are available in these countries. It is necessary to strengthen the research capacities in these countries.

[Mortality and disability-adjusted life years in motorcyclists in Latin America and the Caribbean during the first decade of action for road safetyMortalidad y años de vida ajustados por discapacidad de los motociclistas en América Latina y el Caribe en la primera década de seguridad vial]. / Mortalidade e anos de vida ajustados por incapacidade de motociclistas na América Latina e Caribe na primeira década de segurança viária.

Objective: To identify the temporal trend in mortality and years of life lost to death or disability (DALY) due to motorcycle accidents in males from Latin America and the Caribbean from 2010 to 2019, using estimates produced by the Global Burden of Disease (GBD) study. Method: In this ecological study, the time series was analyzed using a piecewise linear regression model (joinpoint) to estimate and test the annual percent change and the average annual percent change with a 95% confidence interval. Results: The super-region defined by GBD 2019 as Latin America and the Caribbean ranked first globally in mortality and DALY for male motorcyclists aged 15-49 in 2019. Rates increased significantly from 2010 to 2013, with a significant reduction in both after this period. During the analyzed decade, the Tropical Latin America sub-region (Brazil and Paraguay) had the highest mortality and DALY rates in the population of interest; nevertheless, this was the only sub-region achieving a significant reduction in these rates. The Caribbean sub-region (Bermuda, Dominica, Suriname, Guyana, Belize, Bahamas, Puerto Rico, Saint Lucia, Dominican Republic, Haiti, Saint Kitts and Nevis, U.S. Virgin Islands, Grenada, Trinidad and Tobago, Barbados, Saint Vincent and the Grenadines, Antigua and Barbuda, Cuba e Jamaica) showed a significant increase in both rates over the same period, while Andean Latin America (Ecuador, Bolivia and Peru) and Central Latin America (Colombia, Costa Rica, El Salvador, Guatemala, Mexico, Nicaragua, Panama, Honduras, and Venezuela) remained stable. Conclusions: The data underscore the importance of developing surveillance actions aimed at preventing motorcycle accidents, since the observed declining rates are still insufficient to address the morbidity and mortality associated with road accidents as a public health problem.

Objetivo: Determinar la tendencia temporal de la mortalidad y los años de vida perdidos por muerte o ajustados por discapacidad (AVAD) de hombres por accidentes de motocicleta en América Latina y el Caribe en el período 2010-2019, a partir de las estimaciones del estudio de la carga mundial de enfermedades (CME). Métodos: En este estudio ecológico se analizaron las series temporales mediante el modelo de regresión lineal segmentada (joinpoint), con cálculo y comprobación del cambio porcentual anual y del cambio porcentual anual promedio, con un intervalo de confianza del 95%. Resultados: La región de América Latina y el Caribe definida por el estudio de la CME ocupó el primer lugar a nivel mundial en mortalidad y AVAD de motociclistas varones de 15 a 49 años en el 2019. Las tasas tuvieron un notable aumento del 2010 al 2013, y ambas registraron una reducción importante después de ese período. En la década analizada, la subregión de América Latina Tropical (Brasil y Paraguay) presentó las mayores tasas de mortalidad y de AVAD en la población de estudio, pero fue la única con una reducción importante de las mismas. La subregión del Caribe (Antigua y Barbuda, Bahamas, Barbados, Belice, Bermudas, Cuba, Dominica, Granada, Guyana, Haití, Islas Vírgenes de Estados Unidos, Jamaica, Puerto Rico, República Dominicana, Saint Kits y Nevis, San Vicente y las Granadinas, Santa Lucía, Suriname, y Trinidad y Tabago) mostró un aumento importante de ambas tasas, mientras que América Latina Andina (Bolivia, Ecuador y Perú) y América Latina Central (Colombia, Costa Rica, El Salvador, Guatemala, Honduras, México, Nicaragua, Panamá y Venezuela) se mantuvieron estables. Conclusiones: Los datos refuerzan la importancia de las actividades de vigilancia destinadas a prevenir los accidentes de motocicleta, puesto que la reducción observada de las tasas aún es insuficiente para abordar la morbimortalidad por accidentes de tráfico como problema de salud pública.

Accidentology of electric scooters. / Accidentologie des trottinettes électriques.

The proliferation of electric scooters in urban areas is responsible for a growing number of serious injuries to the head and mostly to the face. The risk factors are related to the design of the machines, the user, the sharing of public space in urban centers and the lack of respect for prevention rules. Each one of these parameters deserves corrections to be applicable in this social phenomenon.

La multiplication des trottinettes électriques dans l'espace urbain est responsable d'une accidentologie croissante, source de traumatismes graves du segment céphalique, et à majorité faciale. Les facteurs de risque sont liés à la conception des engins, à l'utilisateur, au partage de l'espace public dans les centres urbains et au non-respect des règles de prévention. Chacun de ces paramètres mérite des corrections afin d'être applicables dans le cadre de ce phénomène de société.

Traffic accident mortality of motorcyclists, pedestrians and hospital costs in the city of São Paulo

Introduction: the United Nations recognizes traffic accidents as a serious public health problem all over the world, because they are accompanied by a high morbidity and mortality rate. Traffic causes the death of approximately 1.3 million people and the disability of millions more.Objective: to evaluate mortality from traffic accidents among motorcyclists, pedestrians and hospital costs that occurred in the city of São Paulo, Brazil, from 1999 to 2019.Methods: this is a retrospective time series study with official micro data, collected by place of occurrence among motorcycle drivers, pedestrians and hospital costs from 1999 to 2019, in the city of São Paulo, SP, Brazil.Results: in the city of São Paulo, from 1999 to 2019, there were 144,186 thousand deaths resulting from land transport accidents, projecting 5,293 thousand deaths specifically with motorcyclists. Proportional mortality from was higher in the mean age group of 29 years, predominantly in males, with emphasis on white race/skin color. The costs per death stand out for motorcyclists with an average of R$: 49,078.18, with regard to deaths by sex, male predominated in relation to female.Conclusion: there was a high death rate, both in motorcyclists and pedestrians, with the latter having a higher average. Thus, these findings provide relevant information on the magnitude of the public health problem to guide us on control strategies for these causes.

Shift work organization on nurse injuries: A scoping review.

BACKGROUND: Extended work hours and shift work can result in mistimed sleep, excessive sleepiness, and fatigue, which affects concentration and cognition. Impaired concentration and cognition negatively affect employee safety. OBJECTIVE: To examine the evidence of the impact of shift work organization, specifically work hours and scheduling, on nurse injuries including needlestick and sharps injuries, drowsy driving and motor vehicle crashes, and work-related accidents causing a near miss or actual injury to the nurse. METHODS: A scoping review was conducted using search results from five bibliographic databases. RESULTS: Through database searching, 7788 articles were identified. During the title and abstract screening, 5475 articles were excluded. Full text screening eliminated 1971 articles. During the data extraction phase, 206 articles were excluded leaving 34 articles from 14 countries in the scoping review. The results of the review suggest a strong association in nurses between long work hours and overtime and an increased risk for needlestick and sharps injuries, drowsy driving and motor vehicle crashes, and other work-related accidents. Rotating shifts increase the risk for needlestick and sharps injuries and other work-related accidents while night and rotating shifts increase the risk for drowsy driving and motor vehicle crashes. CONCLUSIONS: Proper management of work hours and scheduling is essential to maximize recovery time and reduce or prevent nurse injuries. Nurse leaders, administrators, and managers, have a responsibility to create a culture of safety. This begins with safe scheduling practices, closely monitoring for near miss and actual nurse injuries, and implementing evidence-based practice strategies to reduce these occurrences.

Profile of Hospitalizations of Children and Adolescents Victims of Transport Accidents: A Retrospective Study

Abstract Objective: To present the profile of hospitalizations due to transport accidents in individuals aged 0-19 years in a reference hospital for urgent and emergency traumatology care. Material and Methods: This retrospective study is grounded on analyzing medical records of children and adolescents hospitalized due to transport accidents in 2016 and 2017. The bivariate analyses included Chi-square and Fischer's exact tests and binary logistic regression, with a 5% significance level. Results: Four hundred and seventy-five (43.7%) of the 1,088 medical records investigated corresponded to transport accidents, and accidents involving motorcycles were the most frequent (68.3%), affecting adolescents (81.3%), while children were more involved in accidents as pedestrians (57.1%). Advancing age increases the likelihood of the outcome, with a significant association in the multivariate analysis (p<0.001). The mandible was most frequently affected in maxillofacial fractures. Conclusion: Transport accidents predominantly affect male adolescents, involving motorcycles, and the lower limbs are the most affected. The mandible was the most affected bone in maxillofacial fractures.

Mortalidade e anos de vida ajustados por incapacidade de motociclistas na América Latina e Caribe na primeira década de segurança viária / Mortality and disability-adjusted life years in motorcyclists in Latin America and the Caribbean during the first decade of action for road safety / Mortalidad y años de vida ajustados por discapacidad de los motociclistas en América Latina y el Caribe en la primera década de seguridad vial

RESUMO Objetivo. Identificar a tendência temporal da mortalidade e dos anos de vida perdidos por morte ou incapacidade (DALY) de homens por acidente motociclístico na América Latina e Caribe no período de 2010 a 2019, utilizando estimativas do estudo Global Burden of Disease (GBD). Métodos. Este estudo ecológico analisou a série temporal pelo modelo de regressão linear segmentada (joinpoint), estimando-se e testando-se a variação percentual anual e a variação percentual anual média, com intervalo de confiança de 95%. Resultados. A grande região da América Latina e Caribe definida pelo GBD ocupou o primeiro lugar global em mortalidade e DALY de motociclistas homens de 15 a 49 anos em 2019. As taxas aumentaram significativamente de 2010 a 2013, havendo redução significativa de ambas após esse período. Durante a década analisada, a sub-região da América Latina Tropical (Brasil e Paraguai) apresentou as maiores taxas de mortalidade e DALY na população em estudo, porém foi a única com redução significativa das mesmas; a sub-região do Caribe (Bermudas, Dominica, Suriname, Guiana, Belize, Bahamas, Porto Rico, Santa Lúcia, República Dominicana, Haiti, São Cristóvão e Névis, Ilhas Virgens/EUA, Granada, Trinidad e Tobago, Barbados, São Vicente e Granadinas, Antígua e Barbuda, Cuba e Jamaica) apresentou aumento significativo de ambas as taxas, enquanto América Latina Andina (Equador, Bolívia e Peru) e América Latina Central (Colômbia, Costa Rica, El Salvador, Guatemala, México, Nicarágua, Panamá, Honduras e Venezuela) permaneceram estáveis. Conclusões. Os dados reforçam a importância das ações de vigilância destinadas à prevenção de acidentes motociclísticos, uma vez que os resultados de queda nas taxas ainda são insuficientes frente à morbimortalidade no trânsito como problema de saúde pública.

ABSTRACT Objective. To identify the temporal trend in mortality and years of life lost to death or disability (DALY) due to motorcycle accidents in males from Latin America and the Caribbean from 2010 to 2019, using estimates produced by the Global Burden of Disease (GBD) study. Method. In this ecological study, the time series was analyzed using a piecewise linear regression model (joinpoint) to estimate and test the annual percent change and the average annual percent change with a 95% confidence interval. Results. The super-region defined by GBD 2019 as Latin America and the Caribbean ranked first globally in mortality and DALY for male motorcyclists aged 15-49 in 2019. Rates increased significantly from 2010 to 2013, with a significant reduction in both after this period. During the analyzed decade, the Tropical Latin America sub-region (Brazil and Paraguay) had the highest mortality and DALY rates in the population of interest; nevertheless, this was the only sub-region achieving a significant reduction in these rates. The Caribbean sub-region (Bermuda, Dominica, Suriname, Guyana, Belize, Bahamas, Puerto Rico, Saint Lucia, Dominican Republic, Haiti, Saint Kitts and Nevis, U.S. Virgin Islands, Grenada, Trinidad and Tobago, Barbados, Saint Vincent and the Grenadines, Antigua and Barbuda, Cuba e Jamaica) showed a significant increase in both rates over the same period, while Andean Latin America (Ecuador, Bolivia and Peru) and Central Latin America (Colombia, Costa Rica, El Salvador, Guatemala, Mexico, Nicaragua, Panama, Honduras, and Venezuela) remained stable. Conclusions. The data underscore the importance of developing surveillance actions aimed at preventing motorcycle accidents, since the observed declining rates are still insufficient to address the morbidity and mortality associated with road accidents as a public health problem.

RESUMEN Objetivo. Determinar la tendencia temporal de la mortalidad y los años de vida perdidos por muerte o ajustados por discapacidad (AVAD) de hombres por accidentes de motocicleta en América Latina y el Caribe en el período 2010-2019, a partir de las estimaciones del estudio de la carga mundial de enfermedades (CME). Métodos. En este estudio ecológico se analizaron las series temporales mediante el modelo de regresión lineal segmentada (joinpoint), con cálculo y comprobación del cambio porcentual anual y del cambio porcentual anual promedio, con un intervalo de confianza del 95%. Resultados. La región de América Latina y el Caribe definida por el estudio de la CME ocupó el primer lugar a nivel mundial en mortalidad y AVAD de motociclistas varones de 15 a 49 años en el 2019. Las tasas tuvieron un notable aumento del 2010 al 2013, y ambas registraron una reducción importante después de ese período. En la década analizada, la subregión de América Latina Tropical (Brasil y Paraguay) presentó las mayores tasas de mortalidad y de AVAD en la población de estudio, pero fue la única con una reducción importante de las mismas. La subregión del Caribe (Antigua y Barbuda, Bahamas, Barbados, Belice, Bermudas, Cuba, Dominica, Granada, Guyana, Haití, Islas Vírgenes de Estados Unidos, Jamaica, Puerto Rico, República Dominicana, Saint Kits y Nevis, San Vicente y las Granadinas, Santa Lucía, Suriname, y Trinidad y Tabago) mostró un aumento importante de ambas tasas, mientras que América Latina Andina (Bolivia, Ecuador y Perú) y América Latina Central (Colombia, Costa Rica, El Salvador, Guatemala, Honduras, México, Nicaragua, Panamá y Venezuela) se mantuvieron estables. Conclusiones. Los datos refuerzan la importancia de las actividades de vigilancia destinadas a prevenir los accidentes de motocicleta, puesto que la reducción observada de las tasas aún es insuficiente para abordar la morbimortalidad por accidentes de tráfico como problema de salud pública.

Analysis of traffic injury and associated risk behaviors among secondary school students in Shanghai City / 中国学校卫生

Objective@#To investigate incidence of traffic injury and its associated factors among secondary school students in Shanghai, so as to provide scientific basis for intervention.@*Methods@#Using the method of multi stage stratified random cluster sampling, an on-the-spot anonymous questionnaire survey was conducted among 19 629 adolescents from 16 districts in Shanghai from May to June 2021. The multivariate Logistic regression was used to analyze possible associated factors.@*Results@#The rate of road traffic injuries among secondary school students in Shanghai was 0.74%, the highest reporting rate among secondary vocational school students (1.35%), followed by junior high school students (0.72%), and the lowest reporting rate of road traffic injuries among senior high school students (0.55%), with statistically significant differences ( χ 2=13.39, P <0.01). The results of multivariate Logistic regression analysis showed that the junior high school ( OR =0.56, 95% CI =0.35-0.89) or senior high school ( OR = 0.40 , 95% CI =0.24-0.68) and residential school ( OR =0.39, 95% CI =0.18-0.88) were protective factors of road traffic injuries( P <0.05). Male ( OR =1.65, 95% CI =1.14-2.37), unaware of seat belt ( OR =6.38, 95% CI =2.81-14.50), had a cycling chase/fight ( OR =2.33, 95% CI =1.39-3.90), music or phone calls on a bicycle ( OR =2.54, 95% CI =1.72-3.75) were positively correlated with road traffic injury( P <0.05).@*Conclusions@#The road traffic injury among secondary school students in Shanghai is related to many factors, and traffic hazards are common among students in all school sections. Targeted measures should be taken to strengthen traffic safety knowledge education and intervention in healthy behaviors among adolescents, in order to reduce the incidence of road traffic injury.

Desigualdades sociales relacionadas con la mortalidad por accidentes de tráfico / Social inequalities related to road traffic mortality

Objetivo: Sintetizar las desigualdades sociales relacionadas con la mortalidad por accidentes de tráfico reportadas en publicaciones científicas. Método: Se realizó una revisión exploratoria de la literatura siguiendo la guía PRISMA-ScR. Utilizando el vocabulario MesH se hizo una búsqueda sistemática de artículos publicados en inglés, portugués y español en las bases de datos EBSCO, Scielo, Scopus, Ovid y PubMed. Resultados: Se identificaron 47.790 registros en la búsqueda inicial, de los cuales 35 artículos cumplieron los criterios de selección. Nueve de cada diez publicaciones son de países de altos ingresos y existe un mayor interés en el análisis de la mortalidad en ocupantes y conductores de automotores. La mitad de las publicaciones utilizan la raza, la etnia y la geolocalización como variables de posición socioeconómica. Los artículos incluidos en esta revisión indican que las agrupaciones de personas de baja posición socioeconómica presentan una mayor mortalidad por accidentes de tránsito. Conclusiones: La mayor mortalidad por accidentes de tránsito se presenta en personas de baja posición socioeconómica, lo que sugiere el desarrollo de acciones de seguridad vial que estén vinculadas con otras agendas políticas a fin de reducir su incidencia para 2030. A pesar de que la mortalidad por accidentes de tránsito es mayor en los países de medianos y bajos ingresos, son pocas las publicaciones realizadas en ellos, por lo que se requiere fortalecer las capacidades de investigación en tales países.(AU)

Objective: To synthesize the social inequalities related to mortality from traffic accidents reported in scientific publications. Method: A scoping review following the PRISMA-ScR guide was carried out. Using the MesH vocabulary, we systematically searched for articles in English, Portuguese and Spanish published in the EBSCO, Scielo, Scopus, Ovid, and PubMed databases. Results: We identified 47,790 records in the initial search, of which 35 articles met the selection criteria. Nine out ten publications are in high-income countries; there is a greater interest in analyzing mortality in occupants and drivers of vehicles and motorcyclists. Half of the publications use race-ethnicity and geolocation as socioeconomic position variables. The articles included in this review indicate that groups of people with low socioeconomic positions have higher mortality due to traffic accidents. Conclusions: The highest mortality from traffic accidents occurs in people with low socioeconomic positions which suggests the development of road safety actions from a comprehensive, integrative perspective and linked to other political agendas to reduce their incidence by 2030. Although road traffic fatalities are higher in low and middle-income countries, few publications are available in these countries. It is necessary to strengthen the research capacities in these countries.(AU)

Mortalidad por lesiones de tránsito y desigualdades sociales en Colombia, 2019 / Deaths from traffic injuries and social inequality in Colombia, 2019 / Mortalidade por acidentes de trânsito e desigualdades sociais na Colômbia, 2019

RESUMEN Objetivo. Evaluar la asociación entre las desigualdades sociales y la mortalidad por lesiones de tránsito en Colombia durante 2019. Métodos. En este estudio ecológico se evaluó la asociación entre las desigualdades sociales y la mortalidad por lesiones de tránsito de las personas usuarias del sistema de transporte terrestre carretero en Colombia durante 2019, con base en fuentes secundarias de información, a nivel de departamento como unidad administrativa y geográfica de estudio. Se hizo un análisis estadístico descriptivo tanto del indicador de salud como de los estratificadores de equidad y se utilizaron medidas absolutas y relativas para determinar las brechas de desigualdad social. Resultados. En 2019 murieron en Colombia 6 580 personas por lesiones de tránsito, la mayoría de las cuales (82%) eran hombres. La condición de usuario más crítica fue la de motociclista. El grupo etario con más víctimas tenía aproximadamente 30 años. Los departamentos con población entre 500 000 y 2 000 000 de habitantes tuvieron la más alta participación. El estratificador de equidad con la condición más crítica de desigualdad fue el número de motocicletas registradas por cada 100 000 habitantes. Se evidenciaron brechas de desigualdad importantes entre los departamentos. Conclusiones. Se reconocieron desigualdades de la mortalidad por lesiones de tránsito en Colombia. Se deben orientar políticas y actuaciones que contribuyan a la disminución de las inequidades identificadas, lo que redunda en la calidad de vida, bienestar y salud de los ciudadanos.

ABSTRACT Objective. To evaluate the association between social inequalities and deaths from traffic injuries in Colombia in 2019. Methods. This ecological study evaluated the association between social inequalities and deaths from traffic injuries among users of the road transport system in Colombia in 2019, based on secondary information sources, using the department level as the administrative and geographic unit of study. A descriptive statistical analysis of health indicators and equity stratifiers was performed. Absolute and relative measures were used to determine social inequality gaps. Results. In 2019, 6 580 people died from road traffic injuries in Colombia. The majority of them (82%) were men. The most critical user condition was being a motorcyclist. The age group with the most victims was approximately 30 years old. Departments with populations between 500 000 and 2 000 000 were the most represented. The most critical equity stratifier was the number of registered motorcycles per 100 000 population. Significant inequality gaps between departments were observed. Conclusions. Inequalities in deaths from road traffic injuries in Colombia were observed. Policies and actions should focus on helping to reduce identified inequities, resulting in better quality of life, well-being, and health for the population.

RESUMO Objetivo. Avaliar a relação entre desigualdades sociais e mortalidade por acidentes de trânsito na Colômbia no ano de 2019. Métodos. Este estudo ecológico avaliou a relação entre desigualdades sociais e mortalidade por acidentes de trânsito entre usuários do sistema de transporte rodoviário na Colômbia em 2019, com base em fontes secundárias de informação e departamentos como unidades administrativas e geográficas do estudo. Foi feita uma análise estatística descritiva do indicador de saúde e dos estratificadores de equidade, e foram utilizadas medidas absolutas e relativas para determinar as lacunas de desigualdade social. Resultados. Em 2019, 6 580 pessoas morreram na Colômbia em decorrência de acidentes de trânsito, em sua maioria homens (82%). A categoria de usuário mais afetada foi a de motociclistas, e a faixa etária com o maior número de vítimas girava em torno dos 30 anos. Departamentos com população entre 500 mil e 2 milhões de habitantes tiveram a maior participação. O estratificador de equidade com a condição mais crítica de desigualdade foi o número de motocicletas registradas por 100 mil habitantes. Foram evidenciadas lacunas significativas de desigualdade entre os departamentos. Conclusões. Foram reconhecidas desigualdades na mortalidade por acidentes de trânsito na Colômbia. É preciso implementar políticas e ações que contribuam para a redução das desigualdades identificadas, o que resultará em qualidade de vida, bem-estar e saúde para os cidadãos.

Road traffic injury risk from alcohol and cannabis use among emergency department patients in Argentina.

Objective: To report the risk from alcohol, cannabis, and their combined use for non-fatal road traffic injuries for drivers, passengers, and pedestrians. Methods: Risk was estimated using the case-crossover method. Participants (N= 306) were injured patients from an emergency department in Mar del Plata, Argentina. Results: Alcohol use (OR= 6.78, CI 95% 3.75-12.25) as well as combined alcohol and cannabis use (OR= 7.05, CI 95% 1.16-42.73) significantly increased the risk of a road traffic injuries. Alcohol use increased the risk in both, women (OR= 8.87, CI 95% 2.69-29.21) and men (OR= 6.16, CI 95% 3.10-12.23); in those >30 years old (OR= 6.01, CI 95% 2.09-17.24) and those <30 years old (OR= 7.15, CI 95% 3.49-14.65). This last group also had an increased risk after combined alcohol and cannabis use (OR= 7.05, CI 95% 1.16-42.75). Both drivers (OR= 6.40, CI 95% 3.23-12.69) and passengers (OR= 13.83, CI 95% 2.87-66.42) had an increased risk after alcohol consumption. Conclusions: To our knowledge, these are the first estimates of the risk of having a road traffic injury after alcohol and cannabis consumption in one of the countries of the Southern Cone (Argentina, Chile, and Uruguay). These results highlight the urgent need to implement and enforce comprehensive alcohol control measures. Furthermore, given the global trend towards legalizing cannabis for recreational use, our results could also inform policymakers to enact or amend impaired driving laws.