[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.

The prevalence of helmet use in motorcyclists around the world: a systematic review and meta-analysis of 5,006,476 participants.

Road traffic injuries present a significant public health burden, especially in developing countries. This systematic review and meta-analysis synthesized global evidence on motorcycle helmet use prevalence by including 299 records across 249 articles involving 5,006,476 participants from 1982 to 2022. The findings revealed a declining trend in helmet use prevalence over the past four decades, with an overall prevalence of 48.71%. The meta-regression analysis did not find any statistically significant change in the overall prevalence. Subgroup analysis showed higher helmet use prevalence in observation/survey records (54.29%) compared to crashed patient records (44.84%). Riders/Motorcyclists demonstrated a higher likelihood of wearing helmets than passengers in both observation/survey records (62.61 vs. 28.23%) and crashed patient records (47.76 vs. 26.61%). Countries with mandatory helmet use laws had higher helmet usage prevalence compared to those without (52.26 vs. 37.21%). The African continent had the lowest helmet use rates, while Latin America and the Caribbean regions had higher rates. This study provides a comprehensive overview of global helmet use prevalence, emphasizing disparities between high and low-income countries, variations in law enforcement, and trends over four decades. Targeted interventions are necessary to improve helmet-wearing habits, especially among passengers and regions with low usage rates. Effective legislation and awareness campaigns are crucial for promoting helmet use and reducing road traffic injuries burden.

Prediction of the burden of road traffic injuries in Iran by 2030: Prevalence, death, and disability-adjusted life years.

PURPOSE: Road traffic accidents pose a global challenge with substantial human and economic costs globally. Iran experiences a high incidence of road traffic injuries, leading to a significant burden on society. This study aims to predict the future burden of road traffic injuries in Iran until 2030, providing valuable insights for policy-making and interventions to improve road safety and reduce the associated human and economic costs. METHODS: This analytical study utilized time series models, specifically autoregressive integrated moving average (ARIMA) and artificial neural networks (ANNs), to predict the burden of road traffic accidents by analyzing past data to identify patterns and trends in Iran until 2030. The required data related to prevalence, death, and disability-adjusted life years (DALYs) rates were collected from the Institute for Health Metrics and Evaluation database and analyzed using R software and relevant modeling and statistical analysis packages. RESULTS: Both prediction models, ARIMA and ANNs indicate that the prevalence rates (per 100,000) of all road traffic injuries, except for motorcyclist road injuries which have an almost flat trend, remaining at around 430, increase by 2030. Based on estimations of both models, the rates of death and DALYs due to motor vehicle and pedestrian road traffic injuries decrease. For motor vehicle road injuries, estimated trends decrease to approximately 520 DALYs and 10 deaths. Also, for pedestrian road injuries these rates reached approximately 300 DALYs and 6 deaths, according to the models. For cyclists and other road traffic injuries, the predicted DALY rates by the ANN model increase to almost 50 and 8, while predictions conducted by the ARIMA model show a static trend, remaining at 40 and approximately 6.5. Moreover, these rates for the prediction of death rate by the ANN model increased to 0.6 and 0.1, while predictions conducted by the ARIMA model show a static trend, remaining at 0.43 and 0.07. According to the ANN model, the predicted rates of DALY and death for motorcyclists decrease to 100 and approximately 2.7, respectively. On the other hand, predictions made by the ARIMA model show a static trend, with rates remaining at 200 and approximately 3.2, respectively. CONCLUSION: The prevalence of road traffic injuries is predicted to increase, while the death and DALY rates of road traffic injuries show different patterns. Effective intervention programs and safety measures are necessary to prevent and reduce road traffic accidents. Different interventions should be designed and implemented specifically for different groups of pedestrians, cyclists, motorcyclists, and motor vehicle drivers.

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

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

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

A Motorcycle Paramedic Increases the Survival Rate of Patients after OHCA.

Background and Objectives: Despite advancements in modern medicine, the survival rate of patients after out-of-hospital cardiac arrest (OHCA) remains low. The proportion of OHCA patients who could be saved under ideal circumstances is unknown. A significant portion of patients experience cardiac arrest due to irreversible conditions. The survival of patients with reversible causes depends on the prompt initiation of basic life support (BLS) and early defibrillation. In order to increase the chances of survival, the motorcycle paramedic (MP) project was implemented in Ljubljana in 2003. The MP is equipped with an AED. In the case of OHCA with a shockable rhythm, he performs defibrillation before the arrival of the emergency medical team (EMT). The aim of this study was to evaluate whether the MP, by reducing response times to OHCA patients, increases the survival and outcome of these patients compared to the EMT. Materials and Methods: A retrospective analysis of OHCA cases within the area covered by Ljubljana Emergency Medical Service (EMS) was conducted for the period from January 2003 to December 2022. Instances where the MP arrived at the scene before the EMT were considered MP interventions and classified as the MP group; all other interventions were classified as the EMT group. Results: Between January 2003 and December 2022, the EMT performed resuscitation on 3352 patients. In 316 cases, the MP was simultaneously activated and arrived at the scene before the EMT. The response time in the MP group was shorter compared to the EMT group (7.7 ± 4.1 min vs. 9.9 ± 6.5 min, p < 0.001). In 16 patients, return of spontaneous circulation (ROSC) was achieved before the arrival of the EMT. The MP group had a higher ROSC rate, a larger proportion of patients were discharged from the hospital and there were more patients with a good neurological outcome compared to the EMT group (44.3% vs. 36.9%, p = 0.009; 18.7% vs. 13.0%, p = 0.005; 15.9% vs. 10.6%, p = 0.004, respectively). Conclusion: This study has demonstrated that the implementation of the MP into the EMS in Ljubljana has resulted in shorter response times, an increased survival rate and improved neurological outcome for OHCA patients.

Research on pressure stability in an air cleaning and supplying system for motorcycle users.

The article introduces the air purification system arranged on motorcycles to help provide clean air for motorcycle users. This is a new system that is being researched and tested to help reduce the harmful effects of air pollution. First, an air purification system model is proposed and a mathematical model is built. SolidWorks software is used to design 3D models and evaluate the effectiveness of the system. Finally, the article focuses on analyzing the pressure change of the air purification system when passing through the newly designed mechanical structures of the system. By examining the variation of the air flow circulating through the system from 15 l/min to 40 l/min, it has been shown that the air pressure supplied to the motorcycle users is always guaranteed to fluctuate around the standard value of 101325 Pa. This is important because, in the tidal volume range, the volume of air moved into or out of the lungs during a normal breath, is about 6.5 l/min to 8 l/min with comfortable pressure equal or greater 101325 Pa. From the results of the pressure study, the system will decide to choose the output pressure control mode to help the user feel comfortable.

Patterns of Maxillofacial Injures Caused by Motorcycle Accidents

Abstract Introduction Motorcycles are used as a common means of transportation, and motorcycle accidents are responsible for a major portion of trauma injuries. Objectives The purpose of this study was to analyze the patterns of facial injuries in motorcyclists, to evaluate the types of injuries, and to investigate if the accidentrelated factors had any impact on the characteristics of the injuries. Methods This retrospective observational study included 74 patients with maxillofacial injuries following motorcycle-related accidents. Investigated data were divided into four main categories: sociodemographic, accident-related, injury-related, and treatment-related. Results All the patients were males with a mean age (±SD) of 25.03 (±9.986) years. Most accidents (n = 44, 59.4%) occurred in the evening. Most of the patients (n = 40, 54%) were traveling on motorcycle models that had maximum speed of over 120 km/h. Furthermore, 15 patients (18.9%) were under the influence of alcohol during the crashes and only one patient was wearing a helmet. Fractures of the maxillofacial bones were observed in 50 (67.5%) crash victims; 24 of them (48%) had middle third fractures, 11 (22%) had mandibular fractures, and 15 patients (30%) presented with a combination of lower, middle, and upper third fractures. Conclusion Almost all patients were not wearing helmets at the moment of the crash. The most common fractured site was the maxilla. The majority of the patients received surgical treatment. Increased enforcement of safety measures for riders and raising awareness about the dangers of motorcycle crashes are required measures to improve traffic safety and, ultimately, population health.

Patterns of Maxillofacial Injures Caused by Motorcycle Accidents.

Introduction Motorcycles are used as a common means of transportation, and motorcycle accidents are responsible for a major portion of trauma injuries. Objectives The purpose of this study was to analyze the patterns of facial injuries in motorcyclists, to evaluate the types of injuries, and to investigate if the accident-related factors had any impact on the characteristics of the injuries. Methods This retrospective observational study included 74 patients with maxillofacial injuries following motorcycle-related accidents. Investigated data were divided into four main categories: sociodemographic, accident-related, injury-related, and treatment-related. Results All the patients were males with a mean age (±SD) of 25.03 (±9.986) years. Most accidents ( n = 44, 59.4%) occurred in the evening. Most of the patients ( n = 40, 54%) were traveling on motorcycle models that had maximum speed of over 120 km/h. Furthermore, 15 patients (18.9%) were under the influence of alcohol during the crashes and only one patient was wearing a helmet. Fractures of the maxillofacial bones were observed in 50 (67.5%) crash victims; 24 of them (48%) had middle third fractures, 11 (22%) had mandibular fractures, and 15 patients (30%) presented with a combination of lower, middle, and upper third fractures. Conclusion Almost all patients were not wearing helmets at the moment of the crash. The most common fractured site was the maxilla. The majority of the patients received surgical treatment. Increased enforcement of safety measures for riders and raising awareness about the dangers of motorcycle crashes are required measures to improve traffic safety and, ultimately, population health.

[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.

Profile of low and middle-income countries with increases versus decreases in road crash fatality population rates and necessity of motorcycle safety.

INTRODUCTION: Road crash fatalities have increased significantly in Low- and Middle- Income Countries (LMICs) between 2006 and 2016. This study presents how road safety characteristics have changed in LMICs by comparing data over time and relationships between the road crash fatality increase and a wide range of data from LMICs. Parametric and nonparametric methods are used to test significance. METHOD: There were 35 countries in the Latin America and Caribbean region, the Sub-Saharan Africa region, the East Asia and Pacific region, and the South Asia region, where the population rate of road crash fatalities consistently increased as per country reports, World Health Organization and Global Burden of Disease estimates. In these countries, the proportion of fatalities involving motorcycles (including powered two or three-wheelers) substantially increased (44%) over the same time (statistically significant). In these countries, the helmet-wearing rate was only 46% for all passengers. These patterns were not observed in LMICs with decreasing population fatality rates. RESULTS: Motorcycle helmet usage rates strongly correlate with decreasing fatalities per 10,000 motorcycles in Low-Income Countries (LICs) and LMICs. Effective interventions (including increasing helmet usage) are urgently needed for motorcycle crash trauma in LMICs, especially where the economy and motorization rapidly grow. National strategies for motorcycle safety, conforming to the Safe System principles, are recommended. CONCLUSIONS: For evidence-based policy formulation, there is a need to continue strengthening data collection, sharing, and use.

Effective factors of improved helmet use in motorcyclists: a systematic review.

BACKGROUND: Road traffic injuries (RTI) are one of the most prominent causes of morbidity and mortality, especially among children and young adults. Motorcycle crashes constitute a significant part of RTIs. Policymakers believe that safety helmets are the single most important protection against motorcycle-related injuries. However, motorcyclists are not wearing helmets at desirable rates. This study systematically investigated factors that are positively associated with helmet usage among two-wheeled motorcycle riders. METHODS: We performed a systematic search on PubMed, Scopus, Web of Science, Embase, and Cochrane library with relevant keywords. No language, date of publication, or methodological restrictions were applied. All the articles that had evaluated the factors associated with helmet-wearing behavior and were published before December 31, 2021, were included in our study and underwent data extraction. We assessed the quality of the included articles using the Strengthening the Reporting of Observational Studies in Epidemiology (STROBE) checklist for observational studies. RESULTS: A total of 50 articles were included. Most evidence suggests that helmet usage is more common among drivers (compared to passengers), women, middle-aged adults, those with higher educations, married individuals, license holders, and helmet owners. Moreover, the helmet usage rate is higher on highways and central city roads and during mornings and weekdays. Travelers of longer distances, more frequent users, and riders of motorcycles with larger engines use safety helmets more commonly. Non-helmet-using drivers seem to have acceptable awareness of mandatory helmet laws and knowledge about their protective role against head injuries. Importantly, complaint about helmet discomfort is somehow common among helmet-using drivers. CONCLUSIONS: To enhance helmet usage, policymakers should emphasize the vulnerability of passengers and children to RTIs, and that fatal crashes occur on low-capacity roads and during cruising at low speeds. Monitoring by police should expand to late hours of the day, weekends, and lower capacity and less-trafficked roads. Aiming to enhance the acceptance of other law-abiding behaviors (e.g., wearing seat belts, riding within the speed limits, etc.), especially among youth and young adults, will enhance the prevalence of helmet-wearing behavior among motorcycle riders. Interventions should put their focus on improving the attitudes of riders regarding safety helmets, as there is acceptable knowledge of their benefits.

Parental beliefs regarding adult and child motorcycle helmet-wearing practices in Vietnam.

From a global perspective, low helmet-wearing rates in children are an ongoing concern. International studies show adult helmet-wearing rates are consistently higher than those of children. Research also shows parents are highly influential in promoting healthy behavior in their children. Parent-focused helmet-wearing campaigns are a practical way to actively feature parents influencing helmet-wearing in children. The current study obtained anonymous parent-focused survey data on parent and child helmet-wearing practices, perceived affects of helmet use on children's health, and beliefs about brain injury prevention from a sample of Vietnams parents. Findings from this study are consistent with previous international research that shows adults wear helmets at higher rates than children. Data from this study may help those responsible for child helmet safety campaigns develop more effective child helmet-wearing campaigns, particularly in Southeast Asian countries.

Perceived stress by mototaxi drivers and its relationship with sociodemographic and occupational characteristics / Estrés percibido por mototaxistas y su relación con características sociodemográficas y ocupacionales / Estresse percebido por mototaxistas e sua relação com características sociodemográficas e ocupacionais

ABSTRACT Objective: To investigate the association of sociodemographic and occupational characteristics with a high level of perceived stress in motorcycle taxi drivers. Method: Cross-sectional study carried out with motorcycle taxi drivers who answered instruments on sociodemographic and occupational variables - Perceived Stress Scale, Job Content Questionnaire and Effort-Reward Imbalance. Descriptive statistics, Pearson's chi-square test and Poisson regression with robust variance were used. Statistical significance was 5%. Results: Of the 800 motorcycle taxi drivers, 46.8% had a high level of perceived stress. In the multivariate analysis, a high level of stress was associated with low control over work (PR=7.76; 95%CI=5.19-11.61), low social support at work (PR=3.87; 95%CI =2.95 5.08), working hours longer than eight hours a day (RP=1.47; 95%CI=1.21-1.78) and monthly income less than or equal to two minimum wages (PR=1.34;95%CI=1.13-2.58). Conclusion: Long working hours, occupational stressors and low income were associated with a high level of perceived stress. Public policies and interventions to minimize occupational stressors are essential.

RESUMEN Objetivo: Investigar relación de características sociodemográficas y ocupacionales con alto nivel de estrés percibido en mototaxistas. Método: Estudio transversal realizado con mototaxistas que respondieron a instrumentos sobre variables sociodemográficas y ocupacionales - Perceived Stress Scale, Job Content Questionnaire y Effort-Reward Imbalance. Empleado la estadística descriptiva, prueba chi-cuadrado de Pearson y regresión de Poisson con varianza robusta. La relevancia estadística fue 5%. Resultados: De los 800 mototaxistas, 46,8% presentaron alto nivel de estrés percibido. En el análisis multivariado, el alto nivel de estrés fue relacionado con bajo control sobre el trabajo (RP=7,76; IC95%=5,19-11,61), bajo soporte social en el trabajo (RP=3,87; IC95%=2,95 5,08), jornada laboral mayor que ocho horas al día (RP=1,47; IC95%=1,21-1,78) y renta mensual menor o igual a dos salarios mínimos (RP=1,34; IC95%=1,13-2,58). Conclusión: Extensa jornada laboral, estresores ocupacionales y baja renta fueron relacionados al alto nivel de estrés percibido. Políticas públicas e intervenciones para minimizar estresores ocupacionales son imprescindibles.

RESUMO Objetivo: Investigar associação de características sociodemográficas e ocupacionais com alto nível de estresse percebido em mototaxistas. Método: Estudo transversal realizado com mototaxistas que responderam a instrumentos sobre variáveis sociodemográficas e ocupacionais - Perceived Stress Scale, Job Content Questionnaire e Effort-Reward Imbalance. Empregou-se a estatística descritiva, teste qui-quadrado de Pearson e regressão de Poisson com variância robusta. A significância estatística foi 5%. Resultados: Dos 800 mototaxistas, 46,8% apresentaram alto nível de estresse percebido. Na análise multivariada, o alto nível de estresse foi associado com baixo controle sobre o trabalho (RP=7,76; IC95%=5,19-11,61), baixo suporte social no trabalho (RP=3,87; IC95%=2,95 5,08), jornada de trabalho maior que oito horas por dia (RP=1,47; IC95%=1,21-1,78) e renda mensal menor ou igual a dois salários mínimos (RP=1,34; IC95%=1,13-2,58). Conclusão: Extensa jornada de trabalho, estressores ocupacionais e baixa renda foram associados ao alto nível de estresse percebido. Políticas públicas e intervenções para minimizar estressores ocupacionais são imprescindíveis.

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.

THE IMPACT OF COVID-19 ON THE PROFILE OF MOTORCYCLE ACCIDENTS ATTENDED AT A TERTIARY HOSPITAL IN CAMPINAS.

Traffic-accidents are a public health problem with repercussions on population morbimortality. Objective: To analyze the impact of the pandemic on the profile of motorcycle accidents assisted at the Tertiary Hospital in 2020. Methods: Cross-sectional, descriptive retrospective study in 2017 and 2020 of 260 medical records of care for motorcycle accidents in the emergency room of the Tertiary Hospital. Statistical analysis of data and their correlations using the chi-square test (p < 0.05). Results: Of the 105 medical records in 2017, 83% are men, mean age 29.8 years, and death rate of 3.90%. Fractures in 98.10%, 64.10% exposed and predominantly the tibia (61.90%). Of the 155 medical records in 2020, 91.61% are men, mean age 31.21 years, and no deaths. Fractures in 94.84%, 37.42% exposed and predominantly the tibia (28.57%). Between 2017 and 2020, Infosiga-SP showed a relevant reduction (p < 0.001) of deaths in the hospital environment (52.46% to 31.91%). Conclusion: The incidence of motorcycle accidents increased, in-hospital deaths dropped, but the epidemiological profile of accidents at the Hospital remained unchanged. Level of Evidence III, Comparative Retrospective Study.

Acidentes motociclísticos configuram um problema de saúde pública com repercussões na morbimortalidade populacional. Objetivo: Analisar o impacto da pandemia por COVID-19 no perfil de acidentes motociclísticos atendidos em um hospital terciário em 2020. Métodos: Estudo transversal, descritivo e retrospectivo que analisou 260 prontuários de acidentados de moto atendidos na Urgência e Emergência do Hospital Universitário Terciário em 2017 e 2020. Realizou-se uma análise estatística dos dados e suas correlações pelo teste qui-quadrado (p < 0,05). Resultados: Dos 105 prontuários de 2017, 83% são de homens (p < 0,001), com média de 29,8 anos, e índice de óbito de 3,90%. Houve fraturas em 98,10% dos casos, sendo 58,10% expostas e predominantemente da tíbia (61,90%). Dos 155 prontuários de 2020, 91,61% são homens (p < 0,001), com média de 31,21 anos e sem casos de óbito. Houve fraturas em 94,84%, sendo 37,42% expostas e predominantemente da tíbia (28,57%). Entre 2017 e 2020, o Infosiga-SP mostrou redução significativa (p < 0,001) de mortes em ambiente hospitalar (de 52,46% para 31,91%). Conclusão: Houve aumento na incidência dos acidentes motociclísticos e queda nos óbitos intra-hospitalares, mas o perfil epidemiológico dos acidentados no hospital permaneceu inalterado. Nível de Evidência III, Estudo Comparativo Retrospectivo.

Are the Aetiologies of Traumatic Injuries Changing in Nigeria? Evidence from the Emergency Department of a Referral Hospital in Southwest Nigeria.

Background: Traumatic injuries are a serious public health problem. The burden of these injuries is increasing globally, and there is evidence that the pattern is changing. Objective: The study had two objectives. The first was to determine the aetiology and clinical spectrum of trauma in a teaching hospital. The second was to determine whether these have changed compared with previous reports from the region. Materials and Methods: Between September 2017 and August 2018, data from injured patients who presented consecutively to the accident and emergency department at the Federal Teaching Hospital Ido-Ekiti, Nigeria, were prospectively collected using a trauma data form and analysed. Results: Road traffic crashes (RTCs) caused 75.6% of the injuries, and motorcycle crashes accounted for more injuries than all the other major causes of injuries combined. Compared with previous studies from the same hospital, assault has risen to the second position, whereas falls have fallen to the third position as causes of traumatic injuries. The Injury Severity Scores (ISS) of the patients ranged from 1 to 75, with a mean score of 7.01. The mortality rate was 2.5%. Time to treatment: odds ratio (OR) = 3.25 (1.1-10.0), ISS: OR = 1.172 (1.07-1.28), age: OR = 1.097 (1.013-1.188), and systolic blood pressure: OR=1.07 (1.106-1.025) were the significant predictors of mortality. No patient was transported to the hospital in an ambulance. Conclusion: The pattern of trauma in the subregion is changing as the proportion secondary to RTCs and motorcycle crashes is higher than previously reported studies from the area. The implication of this finding for the prevention of RTCs is discussed.

Injuries to Users of Single-Track Vehicles.

INTRODUCTION: Single-track vehicles (including, among others, scooters, bicycles, mopeds, and motorcycles) are becoming increasingly popular means of transport, especially in large cities. A significant disadvantage of single-track vehicles is the low level of protection of users' bodies during road accidents, which causes life-threatening injuries. The aim of this study is to characterize the injuries of users of single-track vehicles. MATERIAL AND METHODS: An analysis of medical documentation of the ambulance service in the region of central Poland covered cases in 2019-2020. Out of 17,446 interventions, a group of 248 road incidents involving single-track vehicles was selected. The data included the scene of the event, the sociodemographic data of the casualties, the injuries suffered, and the clinical diagnoses. Analyses of the correlation of variables with the chi-squared and Spearman's Rho tests were applied. All results were considered significant at p < 0.05. RESULTS: In the analyzed period, trips of men accounted for 83.5% of all of the interventions (n = 207), while trips of women accounted for 16.5% (n = 41). The mean age of the victims was 45.66 years (SD ± 20.45). Taking into account the division of single-track vehicles, individual cases were recorded with the participation of bicycles (n = 183), motorcycles (n = 61), and scooters (n = 4). Taking into account the type of event, the following were distinguished: deductions (n = 62), falls (n = 179), and sickness (n = 7). The most common injuries were to the heads of cyclists (n = 101, which constitutes 55.19% of all injuries), lower limb injuries in motorcyclists (n = 35; 57.38%), and head injuries in scooter users (n = 3; 75%). The locations of sustained injuries significantly correlated with the type of vehicle in the cases of head injuries (p = 0.046), spine/back injuries (p = 0.001), pelvis injuries (p = 0.021), and lower limb injuries (p = 0.001). CONCLUSIONS: The users of single-track vehicles injured in road accidents were more often men than women. The characteristics of the injuries depended on the type of vehicle. The lack of adequate body protection significantly increases the likelihood of death or damage to health. It is advisable to promote safety rules among users of single-track vehicles, with a particular emphasis on the protection of individual parts of the body.

Sociodemographic profile of motorcyclists and their vulnerabilities in traffic.

Introduction: Violence has acquired an endemic character in society; traffic violence stands out, particularly considering the upward trend in deaths among motorcyclists. Objectives: To describe the sociodemographic profile and analyze the vulnerabilities of motorcyclists from their experiences in traffic. Methods: This is an exploratory descriptive study with a quantitative approach, performed through interviews with three groups of motorcyclists: those who used motorcycles for recreation, transportation, and for work. Results: Most participants were male (> 80%), mainly young adults in the transportation and work groups (p < 0.001); with higher schooling and income levels in the recreation group (p < 0.001); and with lightweight motorcycles in the transportation and work groups (p < 0.001). Similar experiences fragilizing all three groups include alcohol consumption, disregard of traffic rules, and acts of aggression. With a different experience from the transportation and work groups, the recreation group experienced circumstances that were favorable to traffic safety. Overall, the pattern of answers in the transportation and work groups associated them with higher susceptibility; the work group, represented by motorcycle couriers, was marked by accidents and poor working conditions. Conclusions: Contextual variables inflict a higher traffic vulnerability on motorcyclists of the transportation and work groups. We advocate that further exploration of the analysis of road traffic accidents be a social construct, and advances in the knowledge of risks and margins for implementing safety measures will only be possible when the approaches consider social, economic, and cultural aspects.

EPIDEMIOLOGY OF OPEN FRACTURES AND DEGREE OF SATISFACTION OF INITIAL CARE.

Introduction: Open fractures, although uncommon, with trauma have costs that exceed all other reasons for hospitalizations. Its epidemiology has fundamental importance to plan treatment and define priorities. Objective: To assess prospectively the epidemiological profile of open fractures and the degree of satisfaction with initial care. Methods: Epidemiological, prospective, descriptive, observational study was carried out in a convenience sample of open fractures. Quantitative, qualitative, and epidemiological aspects regarding open fractures were evaluated, as well as the degree of satisfaction with the initial care. Results: 124 patients treated with 155 open fractures. 88% were male; mean age 43 years (± 42.99); non-white (56.72%); married (52.41%); low level of education (51.60%); farmer, self-employed, bricklayer, industrialist (51.60%); with monthly earnings of up to 2 minimum wages (87%); healthy (76.13%); victims of labor accidents (39.51%) in bones of the hands (58.02%); 55% on the left side; attended between Thursday to Saturday (50%); work shift 6 a.m.-6 p.m. (77%). There was high level of satisfaction with the initial care provided (98%). Conclusion: Open fractures were related to healthy men, 43 years old, low education and low income, predominant in upper limbs, at 6 a.m. to 6 p.m., from Thursday to Saturday. Most were satisfied with the service provided. Level of Evidence II, Epidemiological, prospective, descriptive, observational study.

Introdução: As fraturas expostas, apesar de pouco comuns, têm custos que superam todos os outros motivos das internações. Sua epidemiologia é de fundamental importância para planejar o tratamento e definir prioridades. Objetivos: Avaliar prospectivamente o perfil epidemiológico das fraturas expostas e o grau de satisfação do atendimento inicial. Métodos: Estudo epidemiológico, prospectivo, descritivo, observacional, em amostra de conveniência das fraturas expostas. Avaliaram-se aspectos epidemiológicos quantitativos e qualitativos das fraturas expostas e o grau de satisfação com o atendimento inicial. Resultados: Foram atendidos 124 pacientes com 155 fraturas expostas. Desses, 88% eram do sexo masculino com média de idade 43 anos (± 42,99); não branco (56,72%); casado (52,41%); com baixo nível de instrução (51,60%); agricultor, autônomo, pedreiro ou industriário (51,60%); com ganho mensal de até dois salários-mínimos (87%); hígidos (76,13%); vítimas de acidentes trabalhistas (39,51%) nos ossos das mãos (58,02%); especialmente do lado esquerdo (55%); atendidos entre quinta-feira e sábado (50%); no período diurno (77%). Esses pacientes mostraram elevado nível de satisfação com o atendimento inicial realizado (98%). Conclusões: As fraturas expostas se relacionaram com homens hígidos, em torno de 43 anos, baixo grau de instrução e baixa renda, nos membros superiores, no período diurno de quinta a sábado. A maioria ficou satisfeita com o atendimento prestado. Nível de Evidência II, Estudo Epidemiológico, Prospectivo, Descritivo e Observacional.

Costs and 30-day readmission after lower limb fractures from motorcycle crashes in Queensland, Australia: A linked data analysis.

BACKGROUND: Lower limb trauma is the most common injury sustained in motorcycle crashes. There are limited data describing this cohort in Australia and limited international data establishing costs due to lower limb trauma following motorcycle crashes. METHODS: This retrospective cohort study utilised administrative hospitalisation data from Queensland, Australia from 2011-2017. Eligible participants included those admitted with a principal diagnosis coded as lower extremity or pelvic fracture following a motorcycle crash (defined as the index admission). Multiply injured motorcyclists where the lower limb injury was not coded as the primary diagnosis (i.e. principal diagnosis was rather coded as head injury, internal organ injures etc.) were not included in the study. Hospitalisation data were also linked to clinical costing data. Logistic regression was used to determine risk factors for 30-day readmission. Costing data were compared between those readmitted and those who weren't, using bootstrapped t-tests and ANVOA. RESULTS: A total of 3342 patients met eligibility, with the most common lower limb fracture being tibia/fibula fractures (40.8%). 212 participants (6.3%) were readmitted within 30-days of discharge. The following were found to predict readmission: male sex (OR 1.84, 95% CI 1.01-1.94); chronic anaemia (OR 2.19, 95% CI 1.41-3.39); current/ex-smoker (OR 1.60, 95% CI 1.21-2.12); emergency admission (OR 2.77, 95% CI 1.35-5.70) and tibia/fibula fracture type (OR 1.46, 95% CI 1.10-1.94). The most common reasons for readmission were related to ongoing fracture care, infection or post-operative complications. The average hospitalisation cost for the index admission was AU$29,044 (95% CI $27,235-$30,853) with significant differences seen between fracture types. The total hospitalisation cost of readmissions was almost AU$2 million over the study period, with an average cost of $10,977 (95% CI $9,131- $13,059). CONCLUSIONS: Unplanned readmissions occur in 6.3% of lower limb fractures sustained in motorcycle crashes. Independent predictors of readmission within 30 days of discharge included male sex, chronic anaemia, smoking status, fracture type and emergency admission. Index admission and readmission hospitalisation costs are substantial and should prompt health services to invest in ways to reduce readmission.