How do landscape context and fences influence roadkill locations of small and medium-sized mammals?

Road mortality is the most easily visible effect of roads and traffic on wildlife populations. Mitigation measures such as fences and wildlife passages have been applied to reduce these effects. During the widening of Quebec's Highway 175 from two to four lanes between 2006 and 2012, 33 wildlife passages designed specifically for small and medium-sized mammals were installed under the road in combination with short fences. This study examined the effectiveness of the fences at reducing the number of small and medium-sized mammals killed along a 68 km section of the road while controlling for the potential confounding effects of landscape variables. Repeated daily mortality surveys were conducted by car during the summers of 2012-2015 to measure roadkill occurrence and detection probability. A total of 893 dead animals from 13 taxa were detected. Roadkill occurrence was significantly greater at fence ends than in fenced sections and unfenced sections (fence-end effect), indicating that the fences were not long enough to discourage animals from moving along the fence to the fence ends. Greater length would be required to meet the target of reduced road mortality. Shrubby vegetation in the median strip separating the two directions of the highway was associated with high roadkill occurrence for medium-sized species. Roadkill detection probability for all species combined was 0.72, ranging from 0.17 for small mammals (<1 kg) to 0.82 for medium-sized mammals (>1 kg). To reduce road mortality, when wildlife passages are constructed along with new highways or retrofitted to old highways, fences either should be continuous or sufficiently long to encourage passage use rather than movement around the fence ends. Future road mortality studies should be combined with data about wildlife abundance and detection probability to more accurately estimate the effects at the population level.

Assessing the effect of automated speed enforcement and comprehensive measures on road safety in Rwanda.

OBJECTIVES: Daily, approximately 3,400 traffic-related deaths occur globally, with over 90% concentrated in low and middle-income countries (LMICs). Notably, Rwanda has one of the highest road traffic death rates in the world (29.7 per 100,000 people) and is the first low-income country to implement a national Automated Speed Enforcement (ASE) policy. The primary goal of this study is to evaluate the effectiveness of ASE cameras in reducing the primary outcome of road traffic deaths and secondary outcomes of serious injury crashes and fatal crashes. METHODS: The study used data on road traffic deaths, and serious injury and fatal crashes collected by the Rwanda National Police between 2010 and 2022. Interrupted time series (ITS) models were fit to quantify the association between ASE and change in road traffic crash outcomes, adjusted for COVID-19-related variables (such as the start of the pandemic, the closure of schools and bars), along with exposure variables (such as GDP and population), and other concurrent road safety measures (such as road safety campaigns). RESULTS: The ITS models show that the implementation of ASE cameras significantly reduced road traffic deaths, serious injury crashes, and fatal crashes at the provincial level. For instance, the implementation of ASE cameras in the whole of Rwanda in April 2021 was significantly associated with a 0.14 (95% CI [0.072, 0.212]) reduction in monthly death incidence, equating to a 38.16% monthly decrease compared to the period before their installation (January 2010-March 2021). CONCLUSION: This study emphasizes the significant association of ASE in Rwanda with improved road traffic crash outcomes, a result that may inform road safety policy in other LMICs. Rwanda has become the first low-income country to implement nationwide scaling of ASE in Africa, paving the way for the generation of valuable evidence on speed-related interventions. In addition to new knowledge generation, African road safety research efforts like this one are opportunities to grow academic and law enforcement cooperations while improving data systems and sources for future research benefits.

Epidemiology of high-energy trauma in Chile: An ecological analysis using public registries. / Epidemiología del trauma de alta energía en Chile: análisis ecológico con registros públicos.

High-energy trauma is defined as severe organic injuries resulting from events that generate a large amount of kinetic, electrical, or thermal energy. It represents a significant public health concern, accounting for 10% of global mortality. This article aims to describe the epidemiology of high-energy trauma in Chile. Specifically, it seeks to compare the mortality rate per 100 000 inhabitants among member countries of the World Health Organization (WHO), provide a descriptive analysis of notifications under the Explicit Health Guarantees (GES) for the health issue of polytraumatized patients, and analyze the trend in the mortality rate due to external causes in Chile. This study employs an ecological design using three open-access databases. First, the WHO database on deaths from traffic accidents in 2019 was used. Then, the GES database was consulted for the "Polytraumatized" issue between 2018 and 2022. Finally, the Chilean Department of Health Statistics database on causes of death between 1997 and 2020 was utilized. In 2019, Chile ranked in the middle regarding the mortality rate per 100 000 inhabitants due to traffic accidents. GES notifications for polytrauma predominantly involved men aged 20 to 40 years and those affiliated with the public health system, highlighting a primary focus for prevention efforts. Mortality from accidents showed a decreasing trend, with significant structural changes identified in 2000 and 2007.

El trauma de alta energía se define como lesiones orgánicas graves resultantes de eventos que generan una gran cantidad de energía cinética, eléctrica o térmica. Constituye una importante preocupación de salud pública, representando el 10% de la mortalidad mundial. El objetivo de este artículo es describir la epidemiología del trauma de alta energía en Chile. Específicamente, se busca comparar la tasa de mortalidad por 100 000 habitantes entre los países miembros de la Organización Mundial de la Salud (OMS), realizar un análisis descriptivo de las notificaciones por Garantías Explícitas en Salud (GES) del problema de salud "politraumatizado", y analizar la tendencia de la tasa de fallecidos por causa externa en Chile. El presente estudio tiene un diseño ecológico, utilizando tres bases de datos de acceso abierto. Primero, se utilizó la base de datos de la OMS sobre fallecidos por accidentes automovilísticos en 2019. Luego, se consultó la base de datos del programa Garantías Explícitas en Salud para el problema "politraumatizado" entre los años 2018 y 2022. Finalmente, se utilizó la base de datos del Departamento de Estadísticas de Salud de Chile sobre causas de muerte entre 1997 y 2020. En 2019, Chile ocupó una posición intermedia en cuanto a la tasa de mortalidad por 100 000 habitantes debido a accidentes de tráfico. Las notificaciones el programa Garantías Explícitas en Salud por politraumatismo fueron predominantemente en hombres de entre 20 y 40 años, afiliados al sistema de salud pública. Por este motivo, el foco principal de prevención debe centrarse en este grupo. La mortalidad por accidentes mostró una tendencia decreciente, identificándose cambios estructurales significativos en los años 2000 y 2007.

The association between beverage-specific alcohol consumption and mortality among road users in Russia, 1965-2019.

A vast body of literature suggests a relationship between alcohol consumption and road traffic fatalities. Despite an impressive downward trend in road traffic fatalities in Russia, the death rate is still unacceptably high. Far fewer studies have differentiated the association by road users and types of alcoholic beverages. This population-based study aims to estimate the associations of total and beverage-specific alcohol per capita (15+) consumption (APC) based on official alcohol sales statistics and road traffic mortality using police data on the number of deaths by road users. The study covers the period 1965-2019. We employed a first-order difference linear regression model with robust and autocorrelation consistent standard errors, controlling for a level of motorisation. To examine the possible evolution of the phenomenon, we repeated models separately for three consecutive periods (1965-1984, 1985-2002, 2003-2019). The findings suggest that an annual 1-litre increase in APC (in litres of pure alcohol) associated with a corresponding increase in the death rates (per 100,000 inhabitants) of both unprotected road users and motor vehicle occupants by about 0.3 (p < 0.01) and 0.4 (p < 0.05), respectively. A beverage-specific analysis for 1965-2019 revealed a positive and significant association between mortality of pedestrians and cyclists and the consumption of strong alcoholic beverages (p < 0.05) as well as mortality of drivers and passengers and the consumption of weaker alcoholic beverages, primarily beer (p < 0.01). Various road safety strategies should be applied to prevent road traffic fatalities of road users.

Risky Roads in Kuwait: An Uneven Toll on Migrant Workers.

This descriptive study reveals trends in citations and traffic-related mortality in Kuwait. Secondary data were utilized, where data on road traffic citations were obtained from the traffic police in the Ministry of Interior for the years from 2011 to 2015, and road traffic mortality data for the study period were obtained from the Ministry of Health. OBJECTIVE: To describe recent trends in data related to road traffic safety in Kuwait over time, which could serve as an important indicator for the level of enforcement of existing traffic regulations. Descriptive summary statistics are presented. RESULTS: There was a total of 24.2 million traffic violations during the study period. The number rose dramatically from 4 million citations in 2011 to nearly 6.5 million in 2015. The indirect method of citation (issued indirectly via surveillance methods) constituted a higher percentage of citations, 70.4%, compared to the direct method of citation (issued directly by the police officer), 29.6%. Furthermore, the top reason for citation was speeding, followed by parking in no parking/handicapped zones, driving with an expired license, and crossing a red light. Road traffic fatalities (RTFs) in Kuwait from 2011 to 2015 totaled 2282. About 450 people die each year in Kuwait from road traffic injuries and a slightly decreasing trend was found. Non-Kuwaitis have RTF counts that are four times higher than Kuwaitis, with 1663 and 263 deaths, respectively. CONCLUSIONS: Road traffic safety continues to be a major problem in Kuwait. Increases in citation issuance show a rise in traffic regulation enforcement, yet risky driving behaviors continue to account for most violations issued. Harsher penalties, road safety education, and implementing graduated driving licensing may be warranted to increase the safety of the roads.

MORTALITY DUE TO TRANSPORT ACCIDENTS IN THE CITY OF SÃO PAULO: 2005-2015.

OBJECTIVE: To characterize cases of land transport accidents in the macro-regions of city of São Paulo in 2005, 2010, and 2015. METHODS: This is a population-based, longitudinal and retrospective study of time series, based on a quantitative survey of land transport accidents that occurred in the city of São Paulo in 2005, 2010 and 2015 using data from the Mortality Information System of the City of São Paulo. RESULTS: A total of 1,343, 1,567 and 1,088 deaths by accident recorded in the city' population in the years 2005, 2010 and 2015 respectively. The highest occurrences were in the age groups 15 to 24 years and 24 to 34 years. The highest number of deaths due to accidents was among males. The mortality rates observed in the macro-regions were South (23.8%), East (22%), North (21.6%), West (7.1%), and Center (3%). In comparing the years examined, there was a decline in the mortality rate per 100,000 inhabitants in most macro-regions. CONCLUSION: Despite the decrease in overall accident mortality in most macro-regions, it still deserves attention on preventive traffic actions focused on young males living in peripheral neighborhoods, since they represent the most susceptible group. Level of evidence II; Retrospective Study.

OBJETIVO: Caracterizar os casos de acidentes de transporte terrestre nas macrorregiões do município de São Paulo nos anos de 2005, 2010 e 2015. MÉTODOS: Trata-se de estudo de base populacional, longitudinal e retrospectivo de séries temporais, embasado em um levantamento quantitativo dos acidentes de transporte terrestres ocorridos no município de São Paulo nos anos de 2005, 2010 e 2015, utilizando dados provenientes do Sistema de Informações sobre Mortalidade. RESULTADOS: Um total de 1.343, 1.567 e 1.088 óbitos por acidente foram registrados para a população do município nos anos de 2005, 2010 e 2015, respectivamente. A maior ocorrência se deu nas faixas etárias de 15 a 24 anos e 24 a 34 anos. O maior número de mortes por acidentes se deu no sexo masculino. As taxas de mortalidade observadas nas macrorregiões foram: Sul (23,8%), Leste (22%), Norte (21,6%), Oeste (7,1%) e Centro (3%). Comparando-se períodos, houve queda nos coeficientes padronizados de mortalidade geral por 100 mil habitantes na maioria das macrorregiões. CONCLUSÃO: Apesar da queda na mortalidade geral dos acidentes na maioria das macrorregiões, ela ainda merece atenção e foco em ações de trânsito preventivas direcionadas aos jovens do sexo masculino que residem em bairros periféricos, pois representam o grupo mais suscetível. Nível II - Estudo prognóstico - Investigação do efeito de características de um paciente sobre o desfecho da doença. Nível de Evidência II; Estudo retrospectivo.

Car Ratings Take a Back Seat to Vehicle Type: Outcomes of SUV Versus Passenger Car Crashes.

Background: Car safety ratings are routinely utilized in making automobile purchase decisions. These 1- to 5-star ratings are based on crash test data comparing vehicles of similar type, size and weight. Objectives: We hypothesized that car safety ratings are less important than vehicle factors such as vehicle type and weight in predicting outcomes of head-on crashes. Methods: A retrospective study was conducted on severe head-on motor vehicle crashes entered into the FARS (Fatality Analysis Reporting System) database between 1995 and 2010. This database includes all US motor vehicle crashes that resulted in a death within 30 days of the accident. Outcomes of SUV versus passenger car and passenger car versus passenger car head-on crashes were compared by safety rating. Exclusion criteria was added to eliminate collisions with insufficient information or unbelted passengers. The paired crash results were entered into a logistic regression model with driver death as the outcome of interest. Results: The database contained 83,251 vehicles of any type that were involved in head-on crashes. In head-on crashes where the passenger car front driver crash rating was superior to the SUV's, the odds of death were 4.52 times higher for the driver of the passenger car (95% CI: 3.06-6.66). Ignoring crash ratings, the odds of death were 7.64 times higher for the passenger car driver (95% CI: 5.59-10.44). In passenger car versus passenger car head-on crashes, a lower car safety rating was associated with a 1.28 times higher odds of death (95% CI: 1.05-1.57). In passenger car vs. passenger car head-on crashes, each one point lower car safety rating resulted in a 1.22 times higher odds of death (95% CI: 1.03-1.44). Conclusion: Vehicle type (passenger car versus SUV) is a much more important predictor of death than crash safety ratings in SUV versus passenger car head-on crashes.

Are low income and minority households more likely to die from traffic-related crashes?

An analysis of motor vehicle mortality is conducted using data from the Census Bureau's National Longitudinal Mortality Study for 1980, 1990, and 2000. The likelihood of being a motor vehicle crash fatality is compared to all other causes of death and not dying within the six year follow up period of the data. Using a multinomial logistic regression, mortality associations with the socioeconomics and demographics of individuals is examined. No association is found with a greater likelihood of being a motor vehicle mortality, based on family income, ethnicity, or race. Those living in rural areas, are unemployed or disabled, and residents of southern states are more likely to be a motor-vehicle fatality. These results conflict with those of many ecological studies that assume lower income neighborhoods (and their residents) are more likely to die due to motor-vehicle crashes.

Availability and consistency of health and non-health data for road traffic fatality: Analysis of data from 195 countries, 1985-2013.

High-quality data are critical for validly monitoring progress toward global initiatives related to road traffic crash prevention. We assessed the availability and consistency of road traffic mortality data from health and non-health departments in national governments, plus changes in data consistency over time from 1985 to 2013. Using freely accessible data, we systematically assessed availability and consistency of health and non-health data from 1985 to 2013 in 195 countries. Data availability was reflected by the presence of data on motor vehicle mortality rates in that country at any points between 1985 and 2013. The ratio of 'health data divided by non-health data' was calculated to measure the consistency of the two types of data sources. We found that 77 of the 195 countries in the world (39%) had both health and non-health data sources available from 1985 to 2013. None of the 34 low-income countries had both kinds of data sources simultaneously available, while 41 of 55 high-income countries had both kinds of data sources. Of the 71 countries having both kinds of data for five years or more, 33 countries demonstrated high consistency between data sources, 25 countries showed moderate data consistency, and 13 countries displayed low consistency. Jamaica, Mexico, and China had the largest data inconsistencies. 26 of the 71 countries witnessed improved data consistency between 1985 and 2013, but nine experienced decreasing data consistency, in a few cases to a large degree. Efforts are needed to identify reasons leading to data quality changes, and to develop approaches to improve data quality in those nations where it is inadequate.

Public Health Profile of Road Traffic Accidents in Kosovo 2010-2015.

AIM: To determine the characteristics of the Socio-medical profile of road traffic accidents in Kosovo, between 2010 and 2015 year. STUDY DESIGN: Retrospective study. METHODS: A descriptive method based on the database of road traffic accidents from the National Police of Kosovo. RESULTS: In Kosovo for the period 2010-2015, on average, the yearly number of road traffic accidents is 18437 with mortality rate 7.4 per 100000 and lethality of 1.5%. The highest number of fatal cases are drivers and above 19 years old with more than 80%. Among injured significantly highest percentage is among passengers for all years and above 19 years old. Road traffic accident with a vehicle occurs most frequently, with approximately over 70%, mostly on dry road 72.9% and clear weather 71.1%. The driver is the contributing factors of road traffic accidents on average 99.3% whereas climatic conditions only 0.5%, with over 50% of crashes occurring in urban road 56.2%, mostly during Monday 16.0% and in the afternoon rush hours between 14.00-18.00 with 31.0%. CONCLUSIONS: There is a slight decrease in the mortality rate of 0.1‰ and lethality rate of 0.1% each year, whereas there is an increase of 21.5‰ for traumatism rate for each year.

Mortality due to transport accidents in the city of são paulo: 2005-2015 / Mortalidade por acidentes de transporte no município de são paulo: 2005-2015

ABSTRACT Objective: To characterize cases of land transport accidents in the macro-regions of city of São Paulo in 2005, 2010, and 2015. Methods: This is a population-based, longitudinal and retrospective study of time series, based on a quantitative survey of land transport accidents that occurred in the city of São Paulo in 2005, 2010 and 2015 using data from the Mortality Information System of the City of São Paulo. Results: A total of 1,343, 1,567 and 1,088 deaths by accident recorded in the city' population in the years 2005, 2010 and 2015 respectively. The highest occurrences were in the age groups 15 to 24 years and 24 to 34 years. The highest number of deaths due to accidents was among males. The mortality rates observed in the macro-regions were South (23.8%), East (22%), North (21.6%), West (7.1%), and Center (3%). In comparing the years examined, there was a decline in the mortality rate per 100,000 inhabitants in most macro-regions. Conclusion: Despite the decrease in overall accident mortality in most macro-regions, it still deserves attention on preventive traffic actions focused on young males living in peripheral neighborhoods, since they represent the most susceptible group. Level of evidence II; Retrospective Study.

RESUMO Objetivo: Caracterizar os casos de acidentes de transporte terrestre nas macrorregiões do município de São Paulo nos anos de 2005, 2010 e 2015. Métodos: Trata-se de estudo de base populacional, longitudinal e retrospectivo de séries temporais, embasado em um levantamento quantitativo dos acidentes de transporte terrestres ocorridos no município de São Paulo nos anos de 2005, 2010 e 2015, utilizando dados provenientes do Sistema de Informações sobre Mortalidade. Resultados: Um total de 1.343, 1.567 e 1.088 óbitos por acidente foram registrados para a população do município nos anos de 2005, 2010 e 2015, respectivamente. A maior ocorrência se deu nas faixas etárias de 15 a 24 anos e 24 a 34 anos. O maior número de mortes por acidentes se deu no sexo masculino. As taxas de mortalidade observadas nas macrorregiões foram: Sul (23,8%), Leste (22%), Norte (21,6%), Oeste (7,1%) e Centro (3%). Comparando-se períodos, houve queda nos coeficientes padronizados de mortalidade geral por 100 mil habitantes na maioria das macrorregiões. Conclusão: Apesar da queda na mortalidade geral dos acidentes na maioria das macrorregiões, ela ainda merece atenção e foco em ações de trânsito preventivas direcionadas aos jovens do sexo masculino que residem em bairros periféricos, pois representam o grupo mais suscetível. Nível II - Estudo prognóstico - Investigação do efeito de características de um paciente sobre o desfecho da doença. Nível de Evidência II; Estudo retrospectivo.

Temporal patterns of deer-vehicle collisions consistent with deer activity pattern and density increase but not general accident risk.

The increasing number of deer-vehicle collisions (DVCs) across Europe during recent decades poses a serious threat to human health and animal welfare and increasing costs for society. DVCs are triggered by both a human-related and a deer-related component. Mitigation requires an understanding of the processes driving temporal and spatial collision patterns. Separating human-related from deer-related processes is important for identifying potentially effective countermeasures, but this has rarely been done. We analysed two time series of 341,655 DVCs involving roe deer and 854,659 non-deer-related accidents (non-DVCs) documented between 2002 and 2011. Nonparametric smoothing and temporal parametric modelling were used to estimate annual, seasonal, weekly and diurnal patterns in DVCs, non-DVCs and adjusted DVCs. As we had access to data on both DVCs and non-DVCs, we were able to disentangle the relative role of human-related and deer-related processes contributing to the overall temporal DVC pattern. We found clear evidence that variation in DVCs was mostly driven by deer-related and not human-related activity on annual, seasonal, weekly and diurnal scales. A very clear crepuscular activity pattern with high activity after sunset and around sunrise throughout the year was identified. Early spring and the mating season between mid-July and mid-August are typically periods of high roe deer activity, and as expected we found a high number of DVC during these periods, although these patterns differed tremendously during different phases of a day. The role of human activity was mainly reflected in fewer DVCs on weekends than on weekdays. Over the ten-year study period, we estimated that DVCs increased by 25%, whereas the number of non-DVCs decreased by 10%. Increasing deer densities are the most likely driver behind this rise in DVCs. Precise estimates of DVC patterns and their relationship to deer and human activity patterns allow implementation of specific mitigation measures, such as tailored driver warning systems or temporary speed limits. To prevent a further increase in DVCs, state-wide measures to decrease roe deer density are required.

Mortality by road traffic injuries in Brazil (2000-2016): capital cities versus non-capital cities / Mortalidade por acidentes de trânsito no Brasil (2000-2016): capitais versus não capitais

ABSTRACT OBJECTIVES: To compare the magnitude and trend of mortality by road traffic injuries (RTI) in the capitals and other municipalities of each Brazilian state between 2000 and 2016. METHODS: A time series analysis of mortality rates by RTI standardized by age was performed, comparing the capitals and the cluster of non-capital municipalities in each state. Data on deaths were obtained from the Sistema de Informações sobre Mortalidade (SIM - Mortality Information System). RTI deaths were considered to be those, whose root cause was designated by ICD-10 codes V01 to V89, with redistribution of garbage codes. To estimate mortality rates, we used the population projections of the Brazilian Institute of Geography and Statistics (IBGE) from 2000 to 2015 and the population estimated by polynomial interpolation for 2016. The trend analysis was performed using the Prais-Winsten method, using the Stata 14.0 program. RESULTS: There were 601,760 deaths due to RTI in the period (114,483 of residents in capital cities). Mortality by RTI did not present an increasing trend in any of the Capitals in the period under study. Among non-capital municipalities, the trend was growing in 14 states. The greatest increase was observed in Piaui (AIR = 7.50%; 95%CI 5.50 - 9.60). There was a decreasing trend in RTI mortality in 14 capitals, among which Curitiba showed the greatest decrease (AIR = −4.82%; 95%CI −6.61 - −2.92). Only São Paulo and Rio Grande do Sul showed a decreasing trend in mortality by RTI in non-capital cities (AIR = 2.32%; 95%CI −3.32 - −1.3 and AIR = 1.2%, 95%CI −2.41 - 0.00, respectively). CONCLUSIONS: We conclude that RTI mortality rates in non-capital cities in Brazil showed alarming trends when compared with those observed in capital cities. The development of effective traffic safety actions is almost always limited to Brazilian capitals and large cities. Municipalities with higher risk should be prioritized to strengthen public policies for prevention and control.

RESUMO OBJETIVO: Comparar a magnitude e tendência da mortalidade por acidentes de transporte terrestre (ATT) nas capitais e demais municípios de cada estado brasileiro nos anos de 2000 a 2016. MÉTODOS: Foi realizada análise de séries temporais das taxas de mortalidade por ATT padronizadas por idade, comparando as capitais e o aglomerado de municípios não capitais em cada estado. Os dados sobre óbitos foram obtidos do Sistema de Informações sobre Mortalidade. Foram considerados como óbitos por ATT aqueles cuja causa básica tenha sido designada pelos códigos V01 a V89 do CID-10, com redistribuição dos garbage codes. Para o cálculo das taxas de mortalidade, foram utilizadas as projeções populacionais do Instituto Brasileiro de Geografia e Estatística de 2000 a 2015 e a população calculada por interpolação polinomial para 2016. A análise de tendências foi realizada pelo método de Prais-Winsten, utilizando o programa Stata 14.0. RESULTADOS: Ocorreram 601.760 óbitos por ATT no período (114.483 de residentes em capitais). A mortalidade por ATT não apresentou tendência crescente em nenhuma das capitais no período em estudo. Já entre os municípios não capitais, a tendência foi crescente em 14 estados. O maior aumento foi observado no Piauí (TIA = 7,50%; IC95% 5,50 - 9,60). Ocorreu tendência decrescente da mortalidade por ATT em 14 capitais, dentre as quais Curitiba apresentou maior decréscimo (TIA = −4,82%; IC95% −6,61 - −2,92). Apenas São Paulo e Rio Grande do Sul apresentaram tendência decrescente da mortalidade por ATT nos municípios não capitais (TIA = 2,32%; IC95% −3,32 - −1.3 e TIA = 1,2%, IC95% −2,41 - 0,00, respectivamente). CONCLUSÕES: É possível concluir que as taxas de mortalidade por ATT em municípios não capitais no Brasil apresentaram tendência alarmantes quando comparadas às observadas nas capitais. O desenvolvimento de ações eficazes de segurança no trânsito está quase sempre limitado às capitais e grandes cidades brasileiras. Os municípios com maior risco devem ser priorizados para o fortalecimento das políticas públicas de prevenção e controle.

A review on the temporal pattern of deer-vehicle accidents: impact of seasonal, diurnal and lunar effects in cervids.

The increasing number of deer-vehicle-accidents (DVAs) and the resulting economic costs have promoted numerous studies on behavioural and environmental factors which may contribute to the quantity, spatiotemporal distribution and characteristics of DVAs. Contrary to the spatial pattern of DVAs, data of their temporal pattern is scarce and difficult to obtain because of insufficient accuracy in available datasets, missing standardization in data aquisition, legal terms and low reporting rates to authorities. Literature of deer-traffic collisions on roads and railways is reviewed to examine current understanding of DVA temporal trends. Seasonal, diurnal and lunar peak accident periods are identified for deer, although seasonal pattern are not consistent among and within species or regions and data on effects of lunar cycles on DVAs is almost non-existent. Cluster analysis of seasonal DVA data shows nine distinct clusters of different seasonal DVA pattern for cervid species within the reviewed literature. Studies analyzing the relationship between time-related traffic predictors and DVAs yield mixed results. Despite the seasonal dissimilarity, diurnal DVA pattern are comparatively constant in deer, resulting in pronounced DVA peaks during the hours of dusk and dawn frequently described as bimodal crepuscular pattern. Behavioural aspects in activity seem to have the highest impact in DVAs temporal trends. Differences and variations are related to habitat-, climatic- and traffic characteristics as well as effects of predation, hunting and disturbance. Knowledge of detailed temporal DVA pattern is essential for prevention management as well as for the application and evaluation of mitigation measures.

Wildlife road traffic accidents: a standardized protocol for counting flattened fauna.

Previous assessments of wildlife road mortality have not used directly comparable methods and, at present, there is no standardized protocol for the collection of such data. Consequently, there are no internationally comparative statistics documenting roadkill rates. In this study, we used a combination of experimental trials and road transects to design a standardized protocol to assess roadkill rates on both paved and unpaved roads. Simulated roadkill were positioned over a 1 km distance, and trials were conducted at eight different speeds (20-100 km·h(-1)). The recommended protocol was then tested on a 100-km transect, driven daily over a 40-day period. This recorded 413 vertebrate roadkill, comprising 106 species. We recommend the protocol be adopted for future road ecology studies to enable robust statistical comparisons between studies.

Activities of the Bloomberg Philanthropies Global Road Safety Programme (formerly RS10) in Russia: promising results from a sub-national project.

OBJECTIVE: In Russia, the high Road Traffic Injuries (RTIs) rate has been attributed to two well-known risk factors - the low rates of seatbelt and child restraints use and speeding. Despite the importance of understanding both speeding and seatbelt use patterns for the purpose of direct interventions or monitoring road safety situation, no study has assessed the current status of speeding among all vehicles and seatbelt wearing rates among all vehicle occupants in Russia. We are aware that alcohol is a known risk factor for RTI in the country however the work focused on seat belts and speed. This research was conducted as part of the Bloomberg Philanthropies Global Road Safety Programme and focuses on observed speeding and seatbelt use in two Russian regions: Lipetskaya and Ivanovskaya Oblast. METHODS: Data was collected through observational surveys on selected roads in the two interventions sites (Lipetskaya and Ivanovskaya Oblast) between October 2010 and March 2013. The percentage of seatbelt use by drivers and passengers and the percentage of speeding vehicles by speed limit and road types were calculated. RESULTS: Observational studies on speeding show signs that drivers are speeding less from the first survey held in July 2011 in Lipetskaya Oblast and March 2012 in Ivanovksya Oblast. Overall the observational studies showed a consistent reduction in the proportion of vehicles exceeding the speed limit: from 54.7% (2012) to 40.1% (2013) in Ivanovskaya Oblast and from 47.0% (2011) to 26.1% (2013) in Lipetskaya Oblast. Observational studies on seatbelt use demonstrate an increase in seatbelt wearing rates from the first survey held in October 2010 in Lipetskaya Oblast and April 2011 in Ivanovskaya Oblast. The overall prevalence of seatbelt use increased from 52.4% (2010) to 73.5% (2013) amongst all occupants in Lipetskaya Oblast and from 47.5% (2011) to 88.8% (2013) in Ivanovskaya Oblast. CONCLUSION: Preliminary results show some promising signs that speeding and seatbelt use are moving in the right direction in both intervention sites subsequent to the various countermeasures being implemented under the Global Road Safety Programme. The study demonstrates the need for further targeted interventions to increase drivers' compliance with the speed limit and seatbelt use. However, it is too early to draw any definite conclusions or to fully attribute the effect to the interventions.

Mortality in traffic accidents with older adults in Colombia / Mortalidad por accidente de tránsito en el adulto mayor en Colombia

ABSTRACT OBJECTIVE To analyze the traffic accident mortality in the Colombian older adults during the 1998-2012 period and show the loss of productive years and mortality from this cause. METHODS Quantitative study of the trend analysis of deaths in Colombia in traffic accidents, from 1998 to 2012, according to death records and population projected by the Colombian National Administrative Department of Statistics. Frequency distribution profile of the deceased, death rates per hundred thousand inhabitants, potential years of life lost and calculation of excess mortality by age in the over 60 were made. RESULTS In the study period 100,758 deaths occurred in traffic accidents, 6,717 annual average, of which 18.5% occurred in people aged 60 years and over. The predominated deaths were men; the risk of dying was 32.15 per hundred thousand people in this age range, with double risk of dying those under 60 years. CONCLUSIONS The young population has a higher proportion of deaths, but those over 60 years are at increased risk of death, leading to the need to turn our gaze to the improvement of road infrastructure and standards, to educate the population in self-care and compliance with safety measures and prepare society for an ever more adult population, more numerous and more prone to take risks.

RESUMEN OBJETIVO Analizar la mortalidad por accidente de tránsito en el adulto mayor de Colombia. MÉTODOS Estudio cuantitativo del análisis de tendencias de las muertes ocurridas en Colombia por accidentes de tránsito entre 1998 y 2012, según los registros de defunción y la población proyectada para estos años, del Departamento Administrativo Nacional de Estadísticas. Se realizaron distribuciones de frecuencias del perfil de los fallecidos, tasas de mortalidad por 100 mil habitantes, años potenciales de vida perdidos y cálculo de sobremortalidad por edad en los mayores de 60 años. RESULTADOS Se presentaron 100.758 defunciones por accidentes de tránsito en el periodo, 6.717 promedio anual, de las cuales el 18,5% ocurrió en personas de 60 años y más. Predominaron las muertes en hombres; el riesgo de morir fue de 32,1 por 100 mil personas en este rango de edad, registrando el doble del riesgo de morir que los menores 60 años. CONCLUSIONES La población joven registra mayor proporción de defunciones, pero son los mayores de 60 años los que tienen mayor riesgo de morir. Es necesario dirigir la mirada al mejoramiento de la infraestructura y normatividad vial, a formar la población en el autocuidado y respeto de las medidas de seguridad, y a preparar a la sociedad para una población cada vez más adulta, más numerosa y más expuesta a asumir riesgos de esta naturaleza.

Mortalidade de motociclistas em acidentes de trânsito: tendência temporal entre 1997 e 2012 / Motorcyclist mortality in traffic accidents: temporal trend between 1997 and 2012 / Mortalidad de motociclistas en accidentes de tránsito: tendencia temporal entre 1997 e 2012

O objetivo deste estudo foi o de descrever as características sociodemográficas dos motociclistas mortos em acidentes de trânsito e analisar a tendência temporal da mortalidade no período de 1997 a 2012. Estudo epidemiológico da mortalidade de 320 motociclistas, residentes em Maringá, Paraná. Os dados foram extraídos do Sistema de Informação sobre Mortalidade do Departamento de Informática do Sistema Único de Saúde (Datasus). A análise de tendência foi realizada a partir do ajuste de um modelo de regressão de Poisson para séries temporais. A maioria das vítimas (85,00%) era do sexo masculino, na faixa etária entre 20 e 39 anos (62,19%), branca (78,75%), com escolaridade entre oito e 11 anos de estudo (38,75%) e solteira (62,82%). Os óbitos ocorreram com maior frequência nos hospitais (53,13%) e no momento do acidente, e apenas 16,87% dos indivíduos estavam trabalhando. Houve predomínio das colisões com automóvel/caminhonete (38,75%). Observou-se aumento progressivo de mortes de 8,2% ao ano (IC 95%: 7% - 9%). A partir do modelo estimado de tendência, a média de óbitos aumentou de 8,42, em 1997, para 34,5, em 2012. Conclui-se que esses eventos representam um grave problema de saúde pública, aumentando em todo o mundo, em proporções significativas. [AU]

The objective of this study was to describe the sociodemographic characteristics of motorcyclists killed in traffic accidents and analyze time trends in mortality from 1997 to 2012. It is an epidemiological study of the mortality of 320 motorcyclists living in Maringá, Paraná. Data were extracted from the Mortality Information System of the Department of Informatics of the Brazilian Health System (Datasus). Trend analysis was performed from the adjustment of a Poisson regression model for time series. The majority of victims (85.00%) were males, aged 20 and 39 years (62.19%), white (78.75%), with 8 to 11 years of schooling (38.75%) and single (62.82%). Deaths occurred more frequently in hospitals (53.13%) and only 16.87% of the individuals were working the time of the accident. There was a predominance of collisions with car/pickup truck (38.75%). There was a progressive increase in deaths of 8.2% per year (95% CI: 7% - 9%). From the estimated trend model, the average number of deaths increased from 8.42, in 1997, to 34.5, in 2012. These events represent a serious public health problem that has been increasing worldwide in significant proportions. [AU]

El objetivo de este estudio fue describir las características sociodemográficas de los motociclistas muertos en accidentes de tráfico y analizar la tendencia temporal de la mortalidad en el período de 1997 a 2012. Estudio epidemiológico de la mortalidad de 320 motociclistas, residentes en Maringá, Paraná, Brasil. Los datos fueron extraídos del Sistema de Información sobre Mortalidad del Departamento de Informática del Sistema Único de Salud (Datasus). El análisis de tendencia fue realizado a partir del ajuste de un modelo de regresión de Poisson para series temporales. La mayoría de las víctimas (85,00%) era del sexo masculino, en la franja etaria entre 20 y 39 años (62,19%), blanca (78,75%), con escolaridad entre ocho y 11 años de estudio (38,75%) y soltera (62,82%). Los óbitos ocurrieron con mayor frecuencia en los hospitales (53,13%) y en el momento del accidente, y solo 16,87% de los individuos estaban trabajando. Hubo predominio de las choques con automóvil/camioneta (38,75%). Se observó aumento progresivo de muertes de 8,2% al año (IC 95%: 7% - 9%). A partir del modelo estimado de tendencia, el promedio de óbitos aumentó de 8,42, en 1997, para 34,5 en 2012. Se concluye que estos eventos representan un grave problema de salud pública, aumentando en todo el mundo, en proporciones significativas. [AU]

Mortality and potential years of life lost by road traffic injuries in Brazil, 2013 / Mortalidade e anos potenciais de vida perdidos por acidentes de transporte no Brasil, 2013

ABSTRACT OBJECTIVE To estimate the potential years of life lost by road traffic injuries three years after the beginning of the Decade of Action for Traffic Safety. METHODS We analyzed the data of the Sistema de Informações sobre Mortalidade (SIM - Mortality Information System) related to road traffic injuries, in 2013. We estimated the crude and standardized mortality rates for Brazil and geographic regions. We calculated, for the Country, the proportional mortality according to age groups, education level, race/skin color, and type or quality of the victim while user of the public highway. We estimated the potential years of life lost according to sex. RESULTS The mortality rate in 2013 was of 21.0 deaths per 100,000 inhabitants for the Country. The Midwest region presented the highest rate (29.9 deaths per 100,000 inhabitants). Most of the deaths by road traffic injuries took place with males (34.9 deaths per 100,000 males). More than half of the people who have died because of road traffic injuries were of black race/skin color, young adults (24.2%), individuals with low schooling (24.0%), and motorcyclists (28.5%). The mortality rate in the triennium 2011-2013 decreased 4.1%, but increased among motorcyclists. Across the Country, more than a million of potential years of life were lost, in 2013, because of road traffic injuries, especially in the age group of 20 to 29 years. CONCLUSIONS The impact of the high mortality rate is of over a million of potential years of life lost by road traffic injuries, especially among adults in productive age (early mortality), in only one year, representing extreme social cost arising from a cause of death that could be prevented. Despite the reduction of mortality by road traffic injuries from 2011 to 2013, the mortality rates increased among motorcyclists.

RESUMO OBJETIVO Estimar os anos potenciais de vida perdidos por acidente de transporte terrestre após três anos do início da Década de Ação pela Segurança no Trânsito. MÉTODOS Foram analisados os dados do Sistema de Informações sobre Mortalidade correspondentes aos acidentes de transporte terrestre, em 2013. Foram calculadas as taxas de mortalidade bruta e padronizada para o Brasil e regiões geográficas. Foi calculada, para o País, a mortalidade proporcional segundo faixas etárias, escolaridade, raça/cor da pele e tipo ou qualidade da vítima enquanto usuária da via pública. Foram estimados os anos potenciais de vida perdidos segundo sexo. RESULTADOS A taxa de mortalidade, em 2013, foi de 21,0 óbitos por 100 mil habitantes para o País. A região Centro-Oeste apresentou a taxa mais elevada (29,9 óbitos por 100 mil habitantes). A maioria dos óbitos por acidentes de transporte terrestre foi observada no sexo masculino (34,9 óbitos por 100 mil homens). Mais da metade das pessoas que faleceram em decorrência de acidentes de transporte terrestre eram da raça/cor da pele negra, adultos jovens (24,2%), indivíduos com baixa escolaridade (24,0%) e motociclistas (28,5%). A taxa de mortalidade, no triênio 2011 a 2013, apresentou redução de 4,1%, mas aumentou entre os motociclistas. Em todo o País, mais de um milhão de anos potenciais de vida foram perdidos, em 2013, devido aos acidentes de transporte terrestre, especialmente na faixa etária de 20 a 29 anos. CONCLUSÕES O impacto da alta taxa de mortalidade é de mais de um milhão de anos potenciais de vida perdidos por acidentes de transporte terrestre, principalmente entre adultos em idade produtiva (mortalidade precoce), em apenas um ano, representando extremo custo social decorrente de uma causa de óbito que poderia ser prevenida. Apesar da redução da mortalidade por acidentes de transporte terrestre de 2011 a 2013, as taxas de mortalidade aumentaram entre os motociclistas.

Óbitos por acidentes de transporte terrestre em município do noroeste do Paraná - Brasil / Deaths from land transport accidents in a city from Northwestern Paraná - Brazil / Muertes por accidentes de tráfico en una ciudad norte occidental de Paraná - Brasil

Introdução: os problemas relacionados aos acidentes de trânsito não são atributos exclusivos das grandes cidades; o crescimento do número de veículos circulantes, acrescido ao fato de os veículos serem incorporados no cotidiano das comunidades, faz com que até mesmo os municípios de pequeno e médio porte evidenciem nesses eventos um complexo e importante problema social. Objetivo: o objetivo do estudo foi o de descrever as características dos óbitos por acidente de transporte terrestre (ATT) no município de Cianorte-PR, no período de 2000 a 2010. Métodos: trata-se de um estudo descritivo. O instrumento utilizado para coleta de dados foram as declarações de óbito obtidas do Sistema de Informação de Mortalidade (SIM), incluídos nas categorias V01 a V89 do CID-10-capítulo XX. Resultados: foram estudados 224 óbitos. No ano de 2010, foi registrada a maior taxa de mortalidade (45,7/100.000 hab), e em 2008 a menor (16,7/100.000 hab). Os homens foram 79% (n=177) das vítimas, e a razão de sexo foi 3,7:1. A maior proporção das mortes foi no grupo de 20 a 39 anos (n=95;42%). Motociclistas, ciclistas e pedestres foram os mais vulneráveis (n=127; 57%); no local do acidente, ocorreram 59% dos óbitos (n=132). Os óbitos predominaram nas rodovias (n=139; 62%), no horário das 18 às 24h (n=45; 34,1%) e nos finais de semana (n=70;54%). Conclusão: os ATT configuram-se em uma questão atual de saúde dessa população. Homens adultos jovens são os mais atingidos. Idosos também são vulneráveis. Estratégias de intervenção são intensamente apresentadas na literatura, mas, no cotidiano dos serviços, isso continua um desafio a ser enfrentado.

Introduction: problems related to traffic accidents are not only attributes of large cities but also affect small and mid-sized towns. Objective: to describe the characteristics of deaths by land transport accidents in Cianorte-PR, from years 2000 to 2010. Methods: this was a descriptive study. The instrument used for data collection were the death certificates obtained from the Mortality Information System (MIS), including deaths in categories V01-V89 ICD-10 Chapter XX. Results: we studied 224 deaths. In 2010, the highest mortality rate was registered (45.7 / 100,000 inhabitants) and the lowest was in 2008 (16.7 / 100,000 inhabitants). Men were 79% (n = 177) of the victims and the sex ratio was 3.7:1. The highest proportion of deaths were in the group of 20-39 years (n = 95; 42%). Motorcyclists, cyclists and pedestrians are the most vulnerable, accounting for 57% (n=127). Among the deaths, 59% (n = 132) occurred at the scene. Deaths occurred predominantly on highways (n = 139; 62%), at the time from 6pm to 12am (n = 45; 34.1%) and on weekends (n = 70; 54%). Conclusion: land transport accidents are a current health issue for this population. More than half of the deaths are of young male adults. Seniors were also vulnerable. Intersectoral and multidisciplinary intervention strategies are strongly placed in the literature but, in everyday health services, they remain a challenge to be faced.

Introducción: los problemas relacionados a los accidentes de tráfico no son atributos de las grandes ciudades; incluso los municipios de pequeño y medio porte evidencian en estos eventos un importante y complejo problema social. Objetivo: el objetivo del estudio fue describir las características de los decesos por accidente de transporte terrestre (ATT) en el municipio de Cianorte-PR, de 2000 a 2010. Métodos: se trata de un estudio descriptivo. El instrumento utilizado para la recolección de datos fueron las declaraciones de decesos obtenidas del Sistema de Informação de Mortalidade (SIM), incluidos en las categorías V01 a V89 ­ CID-10-capítulo XX. Resultados: fueron estudiados 224 decesos. En el año 2010 fue registrada la mayor tasa (45,7/100.000 habitantes) y la menor en 2008 (16,7/100.000 habitantes). Los hombres fueran 79% (n=177) de las víctimas y la razón de sexo fue 3,7:1. La mayor proporción de las muertes fue de los 20 a los 39 años (n=95; 42%). Motociclistas, ciclistas y peatones los más vulnerables (n=127; 57%); en el local del accidente ocurrieron 59% de los decesos (n=132); en las carreteras, 62% (n=139); de las 18 a las 24 horas, 34, 1% (n=45) y en los fines de semana, 54% (n=70;54%). Conclusión: los ATT se configuran como una cuestión actual de la salud de esta población. Hombres adultos y jóvenes son los más afectados. Los ancianos también son vulnerables. Estrategias de intervención son intensamente presentes en la literatura pero en el cotidiano de los servicios eso se mantiene un reto a ser afrontado.