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.

Sleep disorders among patients suffering from road traffic injuries in an urban setting of Vietnam: an exploratory study.

Sleep quality is an important indicator of treatment outcome for patients with traffic accident injuries. In Vietnam, the impacts of injury on sleep status are usually amplified in urban areas due to disproportionate distribution of mental care services between the city and less developed settings. Our study investigated deterioration in sleep quality and identified associated demographic factors among traffic injury patients in an small urban setting of Vietnam. A cross-sectional study was conducted among 408 patients in one provincial hospital and five district hospitals in Thai Binh, Vietnam from October to December 2018. A structured questionnaire was designed based on 3 standardized scales: Health-related Quality of Life, the Pittsburgh Sleep Quality Index and the Kessler Scale. Face-to-face interviews and medical records were conducted by trained health professionals on patients hospitalized in the Trauma-Orthopedic/Burn Department and Surgery and General Department. About 16.9% of respondents had sleep disturbances, and there was a statistically significant difference between age group (p < 0.01), education level (p < 0.01), and monthly household income (p < 0.01) between participants who with and without sleep disturbances. Furthermore, more than half (50.7%) of respondents sleep less than 5 h per day, while 18.7% of the sampled also reported that the habitual sleep efficiency was below 85%. Current results indicated that people being female, suffering from traumatic brain injury, being comatose at hospitalization, and having higher psychological distress scores were more likely to suffer from sleep problems. Our study is one of the first evidence in Vietnam to assess sleep disturbances in road traffic injury patients and their correlated factors. It is important to identify patients who are at risk of sleep disturbances based on socio-demographic and clinical characteristics, as well as psychological distress status. Therefore, a holistic approach should be taken to include sleep quality and psychological state in the treatment process and outcome assessment for road traffic injury patients.

Como o SAMU atua em acidentes de trânsito

Vídeo tem o objetivo promover a conscientização sobre os cuidados com acidentes de trânsito mostrando como o SAMU (Serviço de Atendimento Móvel de Urgência) atua em acidentes de trânsito e qual a importância da prevenção e da direção prudente. Depoimento dado por Mateus Miachon, médico do SAMU

Racial equity in trauma injury: An unresolved enigma.

BACKGROUND: Racial disparities in healthcare have been attributed to socioeconomic inequalities while the relative risk (RR) of traumatic injury in people of color has yet to be described. METHODS: Demographics of our patient population were compared to the population of our service area. The racial and ethnic identities of gunshot wound (GSW) and motor vehicle collision (MVC) patients were used to establish RR of traumatic injury adjusting for socioeconomic status defined by payor mix and geography. RESULTS: GSW assaults were more common in Blacks (59.1%) while self-inflicted GSWs were more common in Whites (46.2%). RR of having a GSW was 4.65 times greater (95% CI 4.03-5.37; p < 0.01) among Blacks than other populations. MVC patients were 36.8% Black, 26.6% White, and 32.6% Hispanic. Blacks had an increased risk of MVC compared to other races (RR 2.13; 95% CI 1.96-2.32; p < 0.01). The racial and ethnic identity of the patient was not a predictor of GSW or MVC mortality. CONCLUSIONS: Increased risk of GSW and MVC was not correlated with local population demographics or socioeconomic status.

High-'n'-dry? A comparison of cannabis and alcohol use in drivers presenting to hospital after a vehicular collision.

DESIGN: This was a prospective observational study. BACKGROUND AND AIMS: The characteristics of cannabis-involved motor vehicle collisions are poorly understood. This study of injured drivers identifies demographic and collision characteristics associated with high tetrahydrocannabinol (THC) concentrations. SETTING: The study was conducted in 15 Canadian trauma centres between January 2018 and December 2021. CASES: The cases (n = 6956) comprised injured drivers who required blood testing as part of routine trauma care. MEASUREMENTS: We quantified whole blood THC and blood alcohol concentration (BAC) and recorded driver sex, age and postal code, time of crash, crash type and injury severity. We defined three driver groups: high THC (THC ≥ 5 ng/ml and BAC = 0), high alcohol (BAC ≥ 0.08% and THC = 0) and THC/BAC-negative (THC = 0 = BAC). We used logistic regression techniques to identify factors associated with group membership. FINDINGS: Most injured drivers (70.2%) were THC/BAC-negative; 1274 (18.3%) had THC > 0, including 186 (2.7%) in the high THC group; 1161 (16.7%) had BAC > 0, including 606 (8.7%) in the high BAC group. Males and drivers aged less than 45 years had higher adjusted odds of being in the high THC group (versus the THC/BAC-negative group). Importantly, 4.6% of drivers aged less than 19 years had THC ≥ 5 ng/ml, and drivers aged less than 19 years had higher unadjusted odds of being in the high THC group than drivers aged 45-54 years. Males, drivers aged 19-44 years, rural drivers, seriously injured drivers and drivers injured in single-vehicle, night-time or weekend collisions had higher adjusted odds ratios (aORs) for being in the high alcohol group (versus THC/BAC-negative). Drivers aged less than 35 or more than 65 years and drivers involved in multi-vehicle, daytime or weekday collisions had higher adjusted odds for being in the high THC group (versus the high BAC group). CONCLUSIONS: In Canada, risk factors for cannabis-related motor vehicle collisions appear to differ from those for alcohol-related motor vehicle collisions. The collision factors associated with alcohol (single-vehicle, night-time, weekend, rural, serious injury) are not associated with cannabis-related collisions. Demographic factors (young drivers, male drivers) are associated with both alcohol and cannabis-related collisions, but are more strongly associated with cannabis-related collisions.

Examining the Trends in Motor Vehicle Traffic Deaths in New York City, 1999-2020.

Monitoring and understanding the trends in motor vehicle traffic (MVT) mortality is crucial for developing effective interventions and tracking progress in reducing deaths related to MVT. This study aimed to assess the trends in MVT mortality in New York City from 1999 through 2020. Publicly available de-identifiable mortality data were abstracted from the Centers for Disease Control and Prevention's Wide-ranging Online Data for Epidemiologic Research. MVT deaths were identified using the International Classification of Diseases Codes, 10th Revision: V02-V04 (.1, .9), V09.2, V12-V14 (.3-.9), V19 (.4-.6), V20-V28 (.3-.9), V29-V79 (.4-.9), V80 (.3-.5), V81.1, V82.1, V83-V86 (.0-.3), V87 (.0-.8), and V89.2. Age adjusted mortality rates (AAMR) were abstracted by county (Bronx; Kings; Queens; New York), age (in years) (< 25; 25-44; 45-64; ≥ 65), sex (male; female), race/ethnicity (Non-Hispanic Black; Non-Hispanic White; Asian/Pacific Islander; Hispanic), and road user type (motor vehicle occupant; motorcyclist; pedal cyclist; pedestrian). Joinpoint regression models were fitted to estimate the annual percentage change (APC) and average annual percentage change (AAPC) in AAMR during the study period. The Parametric Method was used to compute 95% confidence intervals (CI). Between 1999 and 2020, a total of 8,011 MVT deaths were recorded in New York City. Mortality rates were highest among males (age adjusted mortality rate (AAMR) = 6.4 per 100,000; 95% CI: 6.2, 6.5), Non-Hispanic Blacks (AAMR = 4.8; 95% CI: 4.6, 5.0), older adults (AAMR = 8.9; 95% CI: 8.6, 9.3), and persons from Richmond County (AAMR = 5.2; 95% CI: 4.8, 5.7). MVT death rates, overall, have declined by 3% per year (95% CI: -3.6, -2.3) from 1999 to 2020. The rates have fallen or stabilized by race/ethnicity, county of residence, road user type, and age group. In contrast, rates have increased by 18.1% per year among females and by 17.4% per year in Kings County from 2017 to 2020.The results of this study draw attention to the worsening trends in MVT mortality among females and in Kings County, New York City. Further investigation is needed to determine the underlying behavioral, social, and environmental factors contributing to this increase, such as polysubstance or alcohol abuse, psychosocial stressors, access to medical and emergency care, and compliance with traffic laws. These findings emphasize the importance of developing targeted interventions to prevent MVT deaths and ensure the health and safety of the community.

A Systematic Review of the Risks of Motor Vehicle Crashes Associated with Psychiatric Disorders.

OBJECTIVE: Psychiatric disorders and their treatments have the potential to adversely impact driving skills. However, it is unclear to what extent this poses a public health risk by increasing the risk of motor vehicle crashes (MVCs). The aim of this systematic review was to synthesize and critically appraise evidence on the risk of MVC for drivers with psychiatric disorders. METHOD: We conducted a systematic review of the MVC risk associated with psychiatric disorders using seven databases in November 2019. Two reviewers examined each study and extracted data. The National Heart, Lung, and Blood Institute Quality Assessment tools were used to assess each study's quality of evidence. RESULTS: We identified 24 studies that met the inclusion criteria, including eight cohort, 10 case-control, and six cross-sectional designs. Quality assessment ratings were "Good" for four studies, "Fair" for 10, and "Poor" for 10. Self-report or questionnaires were used in place of objective measures of either MVC, psychiatric disorder, or both in 12 studies, and only seven adjusted for driving exposure. Fifteen studies reported an increased risk of MVC associated with psychiatric disorders, and nine did not. There was no category of disorder that was consistently associated with increased MVC risk. CONCLUSION: The available evidence is mixed, not of high quality, and does not support a blanket restriction on drivers with psychiatric disorder. An individualized approach, as recommended by international guidelines, should continue. Further research should include objective assessments of psychiatric disorders and MVC risk and adjust for driving exposure.

Health Benefits of Strategies for Carbon Mitigation in US Transportation, 2017‒2050.

Objectives. To quantify health benefits and carbon emissions of 2 transportation scenarios that contrast optimum levels of physical activity from active travel and minimal air pollution from electric cars. Methods. We used data on burden of disease, travel, and vehicle emissions in the US population and a health impact model to assess health benefits and harms of physical activity from transportation-related walking and cycling, fine particulate pollution from car emissions, and road traffic injuries. We compared baseline travel with walking and cycling a median of 150 weekly minutes for physical activity, and with electric cars that minimized carbon pollution and fine particulates. Results. In 2050, the target year for carbon neutrality, the active travel scenario avoided 167 000 deaths and gained 2.5 million disability-adjusted life years, monetized at $1.6 trillion using the value of a statistical life. Carbon emissions were reduced by 24% from baseline. Electric cars avoided 1400 deaths and gained 16 400 disability-adjusted life years, monetized at $13 billion. Conclusions. To achieve carbon neutrality in transportation and maximize health benefits, active travel should have a prominent role along with electric vehicles in national blueprints. (Am J Public Health. 2022; 112(3):426-433. https://doi.org/10.2105/AJPH.2021.306600).

Epidemiological characterization of tibial plateau fractures.

BACKGROUND: Tibial plateau fractures are traumatic injuries with severities ranging from nondisplaced to complicated fractures. This study describes the epidemiological characteristics of patients with tibial plateau fractures treated in five trauma clinics. METHODS: This retrospective, cross-sectional study included 1165 patients with tibial plateau fractures treated between December 2015 and May 2017. Subjects were selected from the medical records of five institutions based on the inclusion and exclusion criteria. Age, sex, laterality, fracture type, trauma mechanism, vehicle type, classification, and associated injuries were assessed via univariate and bivariate analyses. RESULTS: In total, 23.3% of patients with tibial fractures treated during the study period had tibial plateau fractures. Of those affected, 73% were men and 50% were younger than 40 years. Furthermore, 95.7% of fractures were caused by traffic accidents, 82.6% of which involved motorcycles. Fractures were closed in 93.1% of cases, and 78% of subjects had associated injuries. The most common fractures, according to Schatzker classification, were type VI (23%) and V (19.1%) fractures. CONCLUSIONS: Tibial plateau fractures are frequent injuries in our setting and mostly occur in men in their 30 s and 40 s. These fractures are typically caused by motorcycle traffic accidents. LEVEL OF EVIDENCE: IV.

Injury patterns of e-scooter-related orthopaedic trauma in central London: a multicentre study.

PURPOSE: Electric scooters (e-Scooters) are being increasingly used in urban areas as a new means of transport. E-scooter sharing schemes have recently been piloted in the United Kingdom; however, there are no published data on orthopaedic injuries and user behaviour patterns in the UK. We aim to identify the patterns and severity of orthopaedic injuries related to e-scooter use. METHODS: We performed a retrospective review of all orthopaedic referrals relating to e-scooter use from 1 March to 30 November 2020 at three hospitals, including one major trauma centre in central London. Data including patient demographics, mechanism of injury, diagnosis and treatment were collected. RESULTS: One hundred and five orthopaedic injuries were identified in 83 patients. The median age was 32 years and 83% were male. Seventy-nine (95.2%) patients were riders, four were pedestrians. All e-scooters were privately owned. There were 93 fractures (88.6% of total injuries noted) including 12 (12.9%) open. Fifty-two (56.0%) were upper limb fractures, 39 (41.9%) lower limb and 2 (2.1%) spinal and rib fractures. Twenty-five patients (30.1%) required an operation and 29 (34.9%) required hospital admission. Helmet use was present in 34.1%. The most common place of injury was the road (65.1%) followed by pavement (32.9%). CONCLUSION: E-scooters can cause serious injury, most commonly in males. There was an equal distribution of upper and lower limb injuries, with many associated with high-energy trauma requiring operative intervention. Helmet use was seen in one third of riders. As e-scooter use continues to increase across the UK, additional steps should be taken to ensure the safety of the riders and public.

Mass casualty, intentional vehicular trauma and anaesthesia.

The use of motor vehicles to initiate mass casualty incidents is increasing in frequency and such events are called intentional vehicular assaults. Perpetrators are inspired by a range of terrorist ideologies or have extremist views, criminal intent, or mental health issues. Assaults using a motor vehicle as the principal weapon of attack are easy to launch and require little to no forward planning. This makes them difficult for police and security agencies to predict, prevent, or interdict. With the increasing frequency of intentional vehicular assaults, anaesthesiologists in various settings may be involved in caring for victims and should be engaged in preparing for them. This narrative review examines the literature on vehicle assaults committed around the world and provides an overview of the unique injury patterns and considerations for the pre-hospital, perioperative, and critical care management of victims of these mass casualty events. The article discusses planning, education, and training in an attempt to reduce the mortality and morbidity of intentional vehicular assaults.

Impacto de ley de cero alcohol en Uruguay: resultados sobre el consumo y la siniestralidad vial / Impact of the implementation of a zero blood alcohol concentration law in Uruguay: effect on consumption and fatal crashes / Impacto da lei de tolerância zero ao álcool no Uruguai: resultados no consumo e acidentes rodoviários / Impact of the implementation of a zero blood alcohol concentration law in Uruguay: effect on consumption and fatal crashes

Resumen: Introducción: apuntando a la prevención y disminución de la siniestralidad vial, se promulgó la Ley 19360 "de alcohol cero" que modifica la tolerancia de alcohol en sangre para conductores, bajándola de 0,3 g/l a 0,0 g/l, con probados resultados de disminución de siniestros fatales en el corto plazo. Objetivo: analizar el impacto de dicha norma en la venta declarada de alcohol y sobre los usuarios de vías siniestrados por tipo de vehículo y región. Metodología: estudio inferencial, de impacto de intervención. Se analizaron series de tiempo de distintas fuentes, para medir si hubo cambios significativos en éstas mediante la modelización ARIMA, comparando antes y después de la sanción de la Ley 19360. Resultados: el consumo de alcohol declarado no sufrió modificaciones importantes a pesar de la ley cero, mientras que la cantidad de motociclistas fallecidos y heridos de gravedad caen de manera significativa a partir de la sanción de la Ley 19360. Conclusiones: los motociclistas son los más beneficiados con esta legislación, con numerosas vidas salvadas. Los datos sugieren un posible cambio de comportamiento de los conductores de vehículos respecto al consumo de alcohol antes y durante el manejo. La mejora continua de la información disponible para la ciudadanía es clave para comprender mejor estos fenómenos.

Summary: Introduction: law 19360 of "Zero blood alcohol concentration" was passed to prevent and reduce road accidents by modifying the tolerance to blood alcohol concentration for drivers. It lowered it from 0.3 g/l to 0.0 g/l and results proved the reduction of fatal crashes in the short term. Objective: to analyze the impact of the new law on the official alcohol sales and on drivers by type of vehicle and region. Method: inferential study, impact of intervention. Time-series analyses for different sources were performed to find out whether there were meaningful changes using the ARIMA model, comparing figures corresponding to the periods before and after Law 19360 was passed. Resultados: declared consumption of alcohol did not evidence important modifications despite the zero law, whereas the number of dead motorcyclists and severely wounded significantly dropped after Law 19360 was passed. Conclusions: motorcyclists are those who benefit the most with the law, since a great number of deaths were saved. Data suggest there might be a change in the behaviour of vehicle drivers in regards to alcohol consumption before and after driving. The steady improvement of information available for citizens is essential to better understand these phenomena.

Resumo: Introdução: visando a prevenção e redução dos acidentes de trânsito, foi promulgada a Lei 19360 "de tolerância zero ao álcool", que modifica a tolerância ao álcool no sangue para motoristas, baixando-a de 0,3 g/l para 0,0 g/l, com resultados comprovados de redução de sinistros fatais no curto prazo. Objetivo: analisar o impacto do referido regulamento na venda declarada de álcool e nos usuários das estradas afetados por tipo de veículo e região. Metodologia: estudo inferencial, de impacto da intervenção. Séries temporais de diferentes fontes foram analisadas para medir se houve mudanças significativas nestes por meio de modelagem ARIMA, comparando antes e depois da promulgação da Lei 19360. Resultados: o consumo declarado de álcool não sofreu modificações importantes apesar da lei de tolerância zero ao álcool, enquanto o número de motociclistas falecidos e gravemente feridos caiu significativamente após a promulgação da Lei 19.360. Conclusões: os motociclistas são os que mais se beneficiam com essa legislação, com muitas vidas salvas. Os dados sugerem uma possível mudança no comportamento dos condutores de veículos em relação ao consumo de álcool antes e durante a condução. O aprimoramento contínuo das informações disponibilizadas ao público é fundamental para um melhor entendimento desses fenômenos.

Lower risk of car crashes among older drivers compared with younger drivers: analysis of 10 years of data / Menor risco de acidentes de automóvel entre motoristas idosos comparado a jovens: resultado de um estudo de 10 anos

Objective: Traffic crashes are a significant cause of health expenditure, mainly considering disability and death. Driving skills are key when it comes to traffic crashes, and older drivers may be unfit to drive. The statistics of traffic crashes involving older drivers can contribute to planning actions that reduce accidents. This study aimed to present statistical data on traffic crashes among older adults in a Brazilian state. Methods: This is an epidemiological study performed with data from the Traffic Accident Information System of the Federal District Traffic Department, Brazil, ranging from 2008 to 2017 and comparing the incidence of injury crashes between older drivers and adult drivers. Results: Although the system recorded 60 705 drivers involved in injury crashes, a 24% reduction was seen in the overall crash incidence during the studied period (2008 ­ 2017); within the older drivers group, this reduction was two times smaller (12%). Despite the smaller drop in incidence, older car drivers presented around three times less risk of crashes when compared to adult drivers, along with a lower risk of accidents on urban, low-speed streets, and were mostly involved in collisions during the day. Conclusion: We found that the risk of older drivers being involved in injury crashes was three times smaller than that of adult drivers. The behavior of older drivers can influence the occurrence of accidents.

Objetivo: Os acidentes de trânsito são causa significativa de gasto em saúde com incapacidades e mortes. Habilidades de condução veicular são elementos-chave para a ocorrência de acidentes de trânsito, e o motorista idoso pode ser incapaz para dirigir. As estatísticas de acidentes de trânsito com motoristas idosos podem contribuir para o planejamento de ações que reduzam os acidentes. Este estudo teve como objetivo apresentar dados estatísticos sobre acidentes de trânsito entre idosos em um estado brasileiro. Metodologia: Estudo epidemiológico com dados do Sistema de Informações de Acidentes de Trânsito do Departamento de Trânsito do Distrito Federal, Brasil, no período de 2008 a 2017, comparando a incidência de acidentes com vitima entre motoristas de automóveis idosos e não idosos. Resultados: De 2008 a 2017, apesar de o sistema contabilizar 60 705 motoristas envolvidos em acidentes de automóveis com vítimas, houve uma redução de 24% na incidência geral nos anos avaliados, sendo essa redução duas vezes menor no grupo de motoristas idosos (12%). A despeito da menor queda na incidência, os motoristas idosos condutores de automóveis tiveram cerca de três vezes menos risco de acidentes comparados a motoristas não idosos; menor risco para acidentes em vias urbanas, as de velocidade mais baixa; e maior predominância de acidentes tipo colisão no período diurno. Conclusões: Encontrou-se risco três vezes menor de motoristas idosos se envolverem em acidentes de automóveis com vitima quando comparados a não idosos. O comportamento dos motoristas idosos pode influenciar na ocorrência de acidentes.

Perfil dos atendimentos pré-hospitalares em serviço de atendimento móvel de urgência no nordeste do Brasil / Perfil de la atención prehospitalaria en servicio de atención móvil de urgencia en el nordeste de Brasil / Profile of pre-hospital care in a mobile emergency care service in northeast Brazil

RESUMO Objetivo: Descrever o perfil epidemiológico dos atendimentos pré-hospitalares realizados por um serviço móvel de emergência no município de Picos, Piauí, Brasil. Métodos: Trata-se de um estudo transversal, documental e retrospectivo com abordagem quantitativa, realizado nos meses de abril e maio de 2020. Foram analisados 4.220 registros com base nos atendimentos realizados pelo Serviço de Atendimento Móvel de Urgência às ocorrências que aconteceram no período de janeiro de 2019 a março de 2020. Os dados foram coletados das fichas de atendimento individuais da instituição, organizados por meio de um formulário e analisados à luz da estatística descritiva. Resultados: Foi observada frequência de ocorrências ligeiramente maior em indivíduos do sexo masculino (50,3%), predominância das faixas etárias de 20 a 30 anos (30,7%) e maior de 60 anos (34,2%), atendimentos realizados pela Unidade de Suporte Básico (65,9%). As ocorrências traumáticas provenientes de acidentes de transporte (68,5%) e as clínicas cardiológicas (18%) se apresentaram em maior percentual em relação às demais. As ocorrências traumáticas foram mais frequentes no período de outubro a dezembro e as clínicas nos meses de fevereiro e março. Conclusão: O perfil epidemiológico dos atendimentos corresponde à população do gênero masculino e faixa etária maior ou igual a 60 anos. Predominaram as ocorrências de natureza clínica, principalmente cardiológicas.

RESUMEN Objetivo: describir el perfil epidemiológico de la atención prehospitalaria realizada por un servicio de atención móvil de urgencia en el municipio de Picos, Piauí, Brasil. Métodos: se trata de un estudio transversal, documental y retrospectivo con enfoque cuantitativo, realizado en los meses de abril y mayo de 2020. Se analizaron 4.220 registros con base en las atenciones realizadas por el Servicio de Atención Móvil de Urgencia a los casos que ocurrieron en el período de enero de 2019 a marzo de 2020. Los datos fueron recolectados de las fichas de atención individuales de la institución, organizados por medio de un formulario y analizados a la luz de la estadística descriptiva. Resultados: fue observada frecuencia de casos ligeramente mayor en individuos del sexo masculino (50,3%), predominancia de las franjas etarias de 20 a 30 años (30,7%) y mayor de 60 años (34,2%), atenciones realizadas por la Unidad de Soporte Básico (65,9%). Los incidentes traumáticos provenientes de accidentes de transporte (68,5%) y las clínicas cardiológicas (18%) se presentaron en mayor porcentaje con relación a los demás. Los incidentes traumáticos fueron más frecuentes en el período de octubre a diciembre y las clínicas en los meses de febrero y marzo. Conclusión: el perfil epidemiológico de las atenciones corresponde a la población del género masculino y franja etaria mayor o igual a 60 años. Predominaron los incidentes de naturaleza clínica, principalmente cardiológicas.

ABSTRACT Objective: To describe the epidemiological profile of pre-hospital care performed by a mobile emergency service in the municipality of Picos, Piauí, Brazil. Methods: This is a cross-sectional, documentary and retrospective study with a quantitative approach, conducted in April and May 2020. We analyzed 4,220 records based on the visits performed by the Mobile Emergency Care Service to the occurrences that occurred between January 2019 and March 2020. Data were collected from the institution's individual care forms, organized through a form and analyzed in the light of descriptive statistics. Results: A slightly higher frequency of occurrences was observed in males (50.3%), predominance of the age groups from 20 to 30 years (30.7%) and higher than 60 years (34.2%), attendances performed by the Basic Support Unit (65.9%). Traumatic occurrences resulting from traffic accidents (68.5%) and cardiologic clinics (18%) were higher in percentage in relation to the other ones. Traumatic occurrences were more frequent from October to December and clinics in February and March. Conclusion: The epidemiological profile of the visits corresponds to the male population and age group greater than or equal to 60 years. Occurrences of a clinical nature, especially cardiac, predominated.

Global estimates of the attributable risk of alcohol consumption on road injuries.

BACKGROUND: Alcohol consumption is one of the main risk factors for death by road injuries, but little is known about the global distribution of the population-attributable risk (PAR) of alcohol use for death by road injuries. METHODS: We used publicly available data from the 2019 Global Burden of Disease Study (GBD) to estimate the PAR of alcohol use for 5 types of road injury, globally and individually for available countries, by socio-demographic index (SDI), and by age, sex, and year from 1990 to 2019. RESULTS: 6.6% of all road injuries in 2019 were attributable to alcohol consumption, with large variations worldwide; the highest burden was in Europe and among countries classified in the high-middle SDI. PAR was higher in men than in women, and among younger individuals. Important variations in PAR of alcohol were also observed by road injury type, with motorcyclist road injuries having the highest PAR. Overall, PAR showed a small increase during 1990-2019; younger (<39 years old) men showed an increasing trend during this period, while older women had a decreasing trend in PAR. CONCLUSIONS: PAR for alcohol and road injuries is not homogenous. Large PAR for alcohol and road deaths was found in Europe, among men, young adults, and motorcyclists. These results could help public health agencies, law enforcement, and the public guide efforts to reduce these deaths.

Factors influencing willingness to pay for accident risk reduction among personal car drivers in Thailand.

Thailand ranks near the top for the road accident fatality rate worldwide, and more and more vehicles are being registered in Thailand every year. Obtaining the opinions of road commuters may help us reduce road accidents in Thailand. This study seeks to understand damage value in road accidents for personal car drivers in Thailand, using the willingness to pay approach and establishing factors affecting willingness to pay with the theory of planned behavior (TPB). This study obtained data using questionnaires in face-to-face interviews with 1,650 personal cars drivers in Thailand. The average willingness to pay (WTP) for 50% fatality or injury reduction was 23.00 baht/person/50 km trip (US $0.74/person/50 km trip). We obtained the value of statistical life (VSL), assessing this to fall between US $815,385 and US $872,942, and the value of statistical injury (VSI), between US $150,059 and US $160,652. Overall, national damage was assessed at US $4,701,981,170 annually. According to the analysis of factors affecting WTP, TPB comprises four factors, namely, driver attitude, subjective norm, perceived behavioral control, and behavioral intention. Analysis using structural equation modeling (SEM) found all mentioned factors were relevant and positively influenced personal car drivers' WTP in Thailand, with a statistical significance at a 99% confidence interval (p < 0.01). This study can develop recommendations for relevant organizations to analyze the results as part of considerations regarding budget allocation and developments on road safety policy due to driver attitude as important as environmental factors or any other factors.

New Opioid Use and Risk of Emergency Department Visits Related to Motor Vehicle Collisions in Ontario, Canada.

Importance: Opioids can impair motor skills and may affect the ability to drive; however, the association of opioid use with driving ability is not well established. Objective: To examine the risk of motor vehicle collisions (MVCs) among drivers starting opioid therapy compared with that among drivers starting nonsteroidal anti-inflammatory drug (NSAID) therapy. Design, Setting, and Participants: This population-based, retrospective cohort study included all residents of Ontario aged 17 years or older who started new prescription analgesic therapy between March 1, 2008, and March 17, 2019. Exposures: Initiation of opioid therapy or NSAID therapy, ascertained through prescription dispensing records in administrative data. Main Outcomes and Measures: The primary outcome was an emergency department visit for injuries sustained as a driver in an MVC during the 14 days after starting analgesic therapy. Inverse probability treatment weighting was used to balance baseline covariates, and weighted Cox proportional hazards regression models were used to assess the association between new analgesic therapy and hazard of an emergency department visit after an MVC. Results: Of the 1 454 824 individuals included in the study, 765 464 (52.6%) were new opioid recipients and 689 360 (47.4%) were new NSAID recipients. Most participants were aged 65 years or older (75.2%), and 55.2% were women. Of 194 individuals who had emergency department visits for injuries from an MVC within 14 days of initiating therapy, 98 (50.5%) were opioid recipients (3.41 per 1000 person-years; 95% CI, 2.80-4.15 per 1000 person-years) and 96 (49.5%) were NSAID recipients (3.64 per 1000 person-years; 95% CI, 2.98-4.45 per 1000 person-years). There was no significant difference in the risk of an emergency department visit for MVC injuries between opioid and NSAID recipients (weighted hazard ratio, 0.94; 95% CI, 0.70-1.25). Conclusions and Relevance: The findings of this study suggest that the hazard of an emergency department visit for injuries relating to an MVC as a driver is similar between individuals starting prescription opioids and those starting prescription NSAIDs. These results may be useful for patients, clinicians, and caregivers when considering new analgesic therapy.

Systematic media review: A novel method to assess mass-trauma epidemiology in absence of databases-A pilot-study in Rwanda.

OBJECTIVE: Surge capacity refers to preparedness of health systems to face sudden patient inflows, such as mass-casualty incidents (MCI). To strengthen surge capacity, it is essential to understand MCI epidemiology, which is poorly studied in low- and middle-income countries lacking trauma databases. We propose a novel approach, the "systematic media review", to analyze mass-trauma epidemiology; here piloted in Rwanda. METHODS: A systematic media review of non-academic publications of MCIs in Rwanda between January 1st, 2010, and September 1st, 2020 was conducted using NexisUni, an academic database for news, business, and legal sources previously used in sociolegal research. All articles identified by the search strategy were screened using eligibility criteria. Data were extracted in a RedCap form and analyzed using descriptive statistics. FINDINGS: Of 3187 articles identified, 247 met inclusion criteria. In total, 117 MCIs were described, of which 73 (62.4%) were road-traffic accidents, 23 (19.7%) natural hazards, 20 (17.1%) acts of violence/terrorism, and 1 (0.09%) boat collision. Of Rwanda's 30 Districts, 29 were affected by mass-trauma, with the rural Western province most frequently affected. Road-traffic accidents was the leading MCI until 2017 when natural hazards became most common. The median number of injured persons per event was 11 (IQR 5-18), and median on-site deaths was 2 (IQR 1-6); with natural hazards having the highest median deaths (6 [IQR 2-18]). CONCLUSION: In Rwanda, MCIs have decreased, although landslides/floods are increasing, preventing a decrease in trauma-related mortality. By training journalists in "mass-casualty reporting", the potential of the "systematic media review" could be further enhanced, as a way to collect MCI data in settings without databases.