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OBJECTIVES: to describe traffic accidents involving motorcyclists and analyze the association between possession of a motorcycle driver's license and use of helmets according to the severity of injuries. METHODS: a cross-sectional study was conducted among all patients hospitalized in the traumatology and orthopedics sector of a public reference hospital in northeastern Brazil. RESULTS: 170 patients were surveyed, the majority were male (95.9%). Their ages ranged from 18 to 67 years. Most were black or brown (52.3%), had completed elementary school (58.9%) and had monthly income smaller than two minimum wages (56.5%). An association was found between being licensed to drive a motorcycle and wearing a helmet. Among those who suffered moderate injuries, this association was OR=5.66(1.85-17.23) and among those who suffered severe injuries it was OR=13.57(2.82-65.14). CONCLUSIONS: people who were licensed to drive motorcycles used a helmet as protective equipment more often and, in accidents, suffered fewer injuries.
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Accidentes de Tránsito , Dispositivos de Protección de la Cabeza , Motocicletas , Humanos , Estudios Transversales , Masculino , Dispositivos de Protección de la Cabeza/estadística & datos numéricos , Dispositivos de Protección de la Cabeza/normas , Accidentes de Tránsito/estadística & datos numéricos , Motocicletas/estadística & datos numéricos , Adulto , Femenino , Persona de Mediana Edad , Adolescente , Brasil , Anciano , Concesión de Licencias/estadística & datos numéricos , Concesión de Licencias/normas , Conducción de Automóvil/estadística & datos numéricos , Conducción de Automóvil/legislación & jurisprudencia , Conducción de Automóvil/psicologíaRESUMEN
INTRODUCTION: Outcomes from trauma at the major referral hospital [Hospital Nacional de San Benito (HNSB)] in El Petén, Guatemala, have not been analyzed. Empirical evidence demonstrated a high number of motorcycle accidents (MAs). We hypothesized a large incidence of head trauma with poor outcomes in MAs compared to all other forms of blunt trauma. METHODS: Our hypothesis was tested by performing a community observational study and a retrospective chart review in El Petén, Guatemala. An independent observer catalogued 100 motorcycle riders on the streets of El Petén for riding practices as well as helmet utilization. HNSB does not have electronic medical records. For this study, we performed a retrospective chart review of randomly selected nonconsecutive trauma admission at HNSB between March 2018 and June 2023. Blunt trauma was compared between MAs versus all others. Variables were examined by parametric and nonparametric tests as well as contingency table analyses. RESULTS: Most motorcycles riders involved multiple individuals (2.61 ± 0.79/motorcycle). Seventy riders included children (median = 1.0 [Q1-Q3 range = 1.0-3.0]/motorcycle). Overall, only three riders were wearing helmets. Forty-one were women. Of patients presenting to HNSB with trauma, 91 charts were reviewed (33.0 [20.0-37.0] y old; male 89%), 76.7% were blunt, and 23.3% were penetrating trauma. Within blunt trauma, 57.1% were MAs versus 42.9% all others; P = 0.13. MAs were younger (29.5 [20.0-37.0] versus 34.0 [21.8-45.8] y old; P < 0.05) and of similar gender (male 82.5% versus 96.6%; P = 0.1). More MAs had a computed tomography (70.0% versus 30.0%; P < 0.01) and they were more likely to present with head trauma (72.5% versus 46.7%; P = 0.04) but similar Glasgow Coma Scale (15.0 [13.5-15.0] versus 15.0 [12.5-15.0]; P = 0.7). MAs were less likely to require surgical intervention (37.5% versus 56.7%; P = 0.05) but had similar hospital length of stay (4.0 [2-6] versus 4.0 [2-10.5] d; P = 0.5). CONCLUSIONS: Unsafe motorcycle practices in El Petén are staggering. Most trauma at HNSB is blunt, and likely from MAs. More patients with MAs presented with head trauma. However, severe trauma might be transferred to higher level hospitals or mortality might occur on scene, which will need further investigations. Assessment of mortality from trauma admissions is ongoing. These findings should lead to enforcement of safe motorcycle practices in El Petén, Guatemala.
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Accidentes de Tránsito , Dispositivos de Protección de la Cabeza , Motocicletas , Humanos , Motocicletas/estadística & datos numéricos , Estudios Retrospectivos , Masculino , Femenino , Guatemala/epidemiología , Adulto , Accidentes de Tránsito/estadística & datos numéricos , Dispositivos de Protección de la Cabeza/estadística & datos numéricos , Persona de Mediana Edad , Adulto Joven , Adolescente , Niño , Preescolar , Incidencia , Traumatismos Craneocerebrales/epidemiología , Traumatismos Craneocerebrales/etiología , Heridas no Penetrantes/epidemiología , Heridas no Penetrantes/etiología , LactanteRESUMEN
OBJECTIVE: Excessive speed is a major risk factor for serious injuries and death. However, speeding remains a pervasive problem around the world. This study aimed to investigate the factors associated with speeding behavior in the city of Buenos Aires, Argentina. METHODS: A sample of vehicles (n = 34,967) from ten locations in the city was observed in two waves during 2021. Measurements were made at different times and days of the week. Observation sites were free of intersections, traffic lights, speed bumps and cameras, allowing drivers to speed freely. Data on speed, drivers and vehicle types were collected. Factors associated with speeding were identified through logistic regression analyses. RESULTS: 15.3% of vehicles were observed to be speeding. Roads with posted speed limits of 40 km/h showed higher speeding compared to 60 km/h roads. 77% of vehicles traveled above 30 km/h on local roads, and 30% above 50 km/h on avenues. Motorcycles, both commercial and private, showed a higher percentage of speeding compared to all other vehicles. Speeding was lower among women, among adults over 60 years of age, and among those using cell phones. CONCLUSION: It is crucial to strengthen strategies for increased compliance with speed limits. Actions targeting motorcyclists must be a priority.
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Accidentes de Tránsito , Conducción de Automóvil , Humanos , Argentina , Femenino , Conducción de Automóvil/estadística & datos numéricos , Masculino , Adulto , Persona de Mediana Edad , Accidentes de Tránsito/estadística & datos numéricos , Adulto Joven , Factores de Riesgo , Motocicletas , Anciano , AdolescenteRESUMEN
OBJECTIVE: To outline the profile of patients with facial trauma, victims of motorcycle accidents, treated at the Hospital da Restauração, Recife/PE, Brazil, from December 2020 to July 2021. METHODS: The collection was carried out through questionnaire and analysis of medical records. Data were analyzed descriptively, as well as Pearson's chi-square test or Fisher's exact test. RESULTS: Among the patients, 88.6% were male, 47.5% were between 18 and 29 years old, and 59.6% lived in rural areas; 72.15% of the victims used the motorcycle for work and 43.52% were working at the time of the accident. Most victims did not have a national motorcycle license (62%) and were not wearing a helmet at the time of the accident (60%), with 37.6% wearing a full-face helmet, 16.5% an open helmet, and 5.9% an articulated full-face helmet. Soft tissue injuries were the most prevalent. Zygomatic complex fractures were the most common facial fractures and were significantly associated with helmet use and type. CONCLUSIONS: Most victims of motorcycle accidents are young adult men, without a regular driver's license and residing in rural areas. Preventive and educational actions and continuous traffic inspections are necessary to minimize these accidents.
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Accidentes de Tránsito , Traumatismos Faciales , Dispositivos de Protección de la Cabeza , Motocicletas , Humanos , Masculino , Accidentes de Tránsito/estadística & datos numéricos , Dispositivos de Protección de la Cabeza/estadística & datos numéricos , Adulto , Femenino , Estudios Prospectivos , Adolescente , Traumatismos Faciales/epidemiología , Brasil/epidemiología , Adulto Joven , Persona de Mediana Edad , Encuestas y Cuestionarios , Traumatismos de los Tejidos Blandos/epidemiologíaRESUMEN
[RESUMEN]. Objetivo. Identificar las tendencias de mortalidad por accidentes de tránsito en motocicleta en Colombia entre los años 2008 y 2021. Métodos. Se realizó un estudio observacional y descriptivo de tendencias de la mortalidad por accidentes de tránsito en motocicleta a partir de los registros oficiales de defunciones entre 2008 y 2021. Se efectuó un análisis de regresión Jointpoint Poisson para detectar los puntos de inflexión en las tasas de mortalidad espe- cíficas por edad, sexo y área de residencia. Resultados. Se identificaron 28 200 muertes por accidentes de tránsito en motocicleta en todo el período; fallecieron 24 271 hombres y 3 929 mujeres. El 74,1% de las defunciones ocurrió en el área urbana y el 25,9% en el área rural. En esta área se observó una tendencia creciente en la mortalidad en adultos jóvenes de ambos sexos a lo largo de todo el período. Lo mismo ocurrió en hombres de más de 65 años. En el área urbana, se identificó una tendencia al aumento de la mortalidad en las edades entre 45 a 64 años para ambos sexos durante todo el período. Solo se detectó un punto de inflexión en el año 2015, que mostró una disminución en la tendencia, en mujeres adolescentes. Conclusión. La tendencia en la mortalidad por accidentes de tránsito en motocicleta en Colombia se mantuvo en aumento durante todo el período (2008-2021) tanto en áreas rurales para adultos jóvenes como en áreas urbanas para personas de mediana edad.
[ABSTRACT]. 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.
[RESUMO]. 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, corres- pondendo 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.
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Accidentes de Tránsito , Motocicletas , Mortalidad Prematura , Equidad en Salud , Colombia , Accidentes de Tránsito , Motocicletas , Mortalidad Prematura , Equidad en Salud , Accidentes de Tránsito , Mortalidad Prematura , Equidad en SaludRESUMEN
Limited data are available in Mexico on the prevalence of alcohol and drug use and the possible differences in their effects on types of road traffic injury (RTI), such as those involving pedestrians, drivers or passengers of motorcycles or other motor vehicles, and the association between substance use and driving behaviors, for preventive purposes. The sample comprised 433 adult RTI patients, admitted to the emergency department (ED) of a public hospital in Mexico City (January to April 2022). Breath Alcohol Concentration (BAC) was measured using a breath tester, and six types of drugs (amphetamines, barbiturates, benzodiazepines, cannabis, cocaine, and methamphetamine) were assessed using a saliva screen test. RTI patients also self-reported their alcohol and drug use in the six hours prior to the accident. Approximately 62% of respondents had been involved in a motorcycle crash. One in three patients self-reported or had traces of a substance in their saliva or breath. The most common substance was alcohol (23.6%), followed by cannabis and stimulants (10.9%). One in five patients reported having used a cell phone ten minutes before the injury. One in three had not been using any safety device, the only behavior exacerbated by substance use. We found a high prevalence of substance use in the sample of RTI patients admitted to the ED, regardless of the type of the RTI, together with high cell phone rates. Motorcycle passengers under the influence were particularly likely not to have been wearing a helmet.
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Cannabis , Trastornos Relacionados con Sustancias , Adulto , Humanos , Accidentes de Tránsito/prevención & control , México/epidemiología , Trastornos Relacionados con Sustancias/epidemiología , Motocicletas , EtanolRESUMEN
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.
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Humanos , Masculino , Femenino , Adolescente , Adulto , Persona de Mediana Edad , Política Pública , Motocicletas/estadística & datos numéricos , Accidentes/mortalidad , Accidentes de Tránsito/mortalidad , Accidentes de Tránsito/prevención & control , Accidentes de Tránsito/estadística & datos numéricos , Seguridad Vial , Salud Pública , Estudios Retrospectivos , Causas de Muerte , Prevención de AccidentesRESUMEN
OBJECTIVE: This study aimed to measure the proportion of Uber use instead of drinking and driving in ten Brazilian capitals, in 2019. METHODS: A cross-sectional survey was developed in ten Brazilian capitals. Data were collected in agglomeration points (AP) and sobriety checkpoints (SC). Based on responses to a standardized questionnaire, the proportion of drivers who used Uber instead of drinking and driving was measured for total sample of each methodology and stratified by municipality, age group, gender, education level, and type of vehicle. Fisher's exact test was used to make comparisons between the strata. RESULTS: A total of 8,864 drivers were interviewed. The most used means of transport to replace driving after drinking alcohol was the Uber system (AP: 54.6%; 95%CI: 51.2-58.0. SC: 58.6%; 95%CI: 55.2-61.9). Most of these users were aged from 18 to 29 years, women, with at least one higher education degree. According to the AP methodology, the highest magnitude of this indicator was found in Vitória (ES) (71.0%; 95%CI: 63.5-77.5), whereas the lowest was observed in Teresina (PI) (33.1%; 95%CI: 22.7-45.5). According to the SC methodology, the highest magnitude of the indicator was also found in Vitória (ES) (78.3%; 95%CI: 68.8-85.5), whereas the lowest was observed in Boa Vista (RR) (36.6%; 95%CI: 26.8-47.7). CONCLUSION: In Brazilian capitals, the study showed higher proportions of Uber use instead of drinking and driving. This type of scientific evidence on factors associated with road traffic injuries presents the potential to guide public health interventions.
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Conducción de Automóvil , Humanos , Femenino , Brasil/epidemiología , Estudios Transversales , Automóviles , Motocicletas , Consumo de Bebidas Alcohólicas/epidemiología , Accidentes de TránsitoRESUMEN
This study aims to predict the potential for secondary lead recovery from motorcycle batteries in Brazil, since this is considered the second largest category of automobiles in the country. To achieve this objective, a forecasting model based on the ARIMA methodology was applied, with input data taken from Brazilian sectorial platforms. Furthermore, an analysis of the data, of the residuals, autocorrelation tests, as well as Kolmogorov-Smirnov and Dickey-Fuller tests, were performed. The SARIMA model (3,1,0) (2,0,0)12 presented a better adaptation to the behavior of the series. The results showed that the amount of secondary lead obtained based on the forecast model will be 89,972,842.08 million tons between 2021 and 2030 (14 million tons of lead originated only from motorcycle LABs in 2021). These results show a possible insufficiency of the installed capacity to supply the amount of lead to be processed in the country, not to mention the LABs from other vehicles (light and heavy) and other emerging battery technologies from electric vehicles. In addition, an analysis was conducted on the importance of secondary lead for the economy and the dangers of illegal recycling in Brazil. In general, this study contributes to the understanding of the importance of secondary production of lead in Brazil, an important asset for a country that does not have sufficient primary production for its domestic demand. The findings may assist in several alternatives for the proper planning and management of the collection, disposal and recycling of lead, providing the Brazilian government with directions for the development of new policies related to lead recycling.
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Motocicletas , Administración de Residuos , Brasil , Plomo , Suministros de Energía Eléctrica , Reciclaje/métodos , Predicción , Administración de Residuos/métodosRESUMEN
The present study contains an experimental analysis of the vibratory response in a low-cylinder engine motorcycle at varying suspension preloads. Three different speed bumps of varying heights were used to subject the motorcycle to different vibrations. The analysis was carried out in three domains: time, frequency, and time-frequency. A triaxial accelerometer was used to measure the vibrations at the seat of the vehicle. The results indicated that the suspension system became more differentiated as the height of the bumps increased. However, for lower bumps, the action of the three spring preloads studied was quite similar. Quantitatively, only the higher bump showed a significant difference between the set preloads. The spectral distribution revealed that the frequency of interest was below 20 Hz for all the studied cases, which is in the same range of human body natural frequencies. The findings of this research can be utilized to enhance the design of low-cost motorcycles, thereby improving the safety and comfort of their drivers and passengers. This study constitutes a significant step towards developing an affordable system capable of gathering sufficient data to support the creation of evidence-based public health policies and propose new transport industry standards based on field measurements.
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Motocicletas , Vibración , Humanos , Accidentes de TránsitoRESUMEN
INTRODUCTION: The global motorcycle market has grown significantly, with over 770 million vehicles estimated to be in use worldwide. Motorcycle-related road traffic deaths in low and middle-income countries (LMICs) like Colombia are concerning, comprising 30% of all reported fatalities. Cartagena has an average of 70 motorcycle-related deaths annually between 2019 and 2022, making it a high-risk area for motorcyclists. OBJECTIVE: The study aimed to identify factors associated with motorcyclist safety at unsignalized three-legged and four-legged intersections in Cartagena by observing the behavior of the motorcyclists and the analysis of the potential traffic conflicts. The observational analysis focused on the access of motorcyclists from a secondary road to a main road since it is the behavior offered by the most significant road interaction and the potential risk of traffic conflicts due to crossing. METHODS: The observational process was consolidated at ten three-legged intersections and seven four-legged intersections. Thirty-six hours of videos were collected considering different time slots and weekdays randomly distributed during September 2019 and March 2020. The selection of the intersections included different vehicular flows and road safety conditions. The variables considered in the study were: interaction with other road users, motorcyclist behavior, vehicle handling, potential distractors, and safety elements. The study used the Swedish Traffic Conflict Technique to analyze conflict analysis, incorporating the Post Encroachment Time (PET) measurement. The analysis was developed with descriptive and inferential statistical techniques. The collected variables were analyzed individually (frequency analysis), and contrasts were conducted with the PET values. The study evaluated associations between motorcycles and other motorized road actors at intersections about behaviors and crossroads. RESULTS: In the Records, 10,281 motorcycle accesses at three and four-Legged Intersections were interactions with other road users, where 2417 and 1903 resulted in potential traffic conflicts, respectively. Average potential conflicts per hour were 115 and 127 at three and four-legged intersections. At the two intersections, the average PET values in motorcycles were between 2.09 and 2.10 s, while in the other motorized road users, it averaged around 2.67 to 2.71 s. In the road conditions, it was identified that intersections with a traffic flow of<10,000 vehicles/day and poor visibility to the left of the intersection lead to more unsafe conditions for motorcyclists. Motorcycle taxi drivers were the user group most frequently involved in traffic conflicts. Actions on the part of motorcyclists, such as risky behaviors, not using helmets, not using turn signals, and not waiting patiently for access, showed a relationship with the potential for traffic conflicts. Finally, turns to the left, particularly the indirect turn to the left on the opposite road, showed a greater risk of traffic conflicts. CONCLUSIONS: The study found that motorcycles exhibit more severe traffic conflicts than motorized vehicles at intersections. Infrastructure conditions significantly impact the risk of intersection conflicts. Individual behaviors such as not stopping at intersections and driving recklessly increased the risk of traffic conflicts. The study recommends improving infrastructure such as visibility and signaling and implementing separators to reduce travel speed and traffic conflicts for motorcycles.
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Accidentes de Tránsito , Asunción de Riesgos , Humanos , Accidentes de Tránsito/prevención & control , Colombia , Motocicletas , ViajeRESUMEN
[RESUMO]. Objetivo. Identificar a tendência temporal da mortalidade e dos anos de vida perdidos por morte ou incapaci- dade (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 significa- tivamente 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 mortali- dade 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 morbimortali- dade 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; never- theless, 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 ajusta- dos 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 impor- tante 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.
Asunto(s)
Accidentes de Tránsito , Motocicletas , Mortalidad , Años de Vida Ajustados por Discapacidad , Seguridad Vial , Accidentes de Tránsito , Motocicletas , Mortalidad , Años de Vida Ajustados por Discapacidad , Seguridad VialRESUMEN
INTRODUCTION: many studies have demonstrated the benefits of helmet to prevent and reduce severity of injuries in motorcyclists. OBJECTIVE: the aim of the present study was to evaluate a possible relationship between the use of different types of helmets and the occurrence of facial injuries among victims of motorcycle accidents, seen at Hospital da Restauração, Recife/PE, Brazil. MATERIALS AND METHODS: demographic and trauma data were collected from hospitalized motorcycle accident victims with facial injuries from December 2020 to July 2021. Pearsons chi-square test was used to assess association between two categorical variables using a margin of error of 5%. RESULTS: among the participants, the average age was 33.46 years. The age group between 18 and 29 years was the most prevalent. Most participants were male. 60.0% of motorcyclists used helmets at the time of the accident and of this percentage 37.6% used fixed full-face helmet, 16.5% open-face helmet and the other 5.9% articulated full-face helmet. 62.7% of participants had facial fractures. Among the fractures, those of the zygomatic-orbital complex were the most common fracture and were significantly associated with the use of helmets, especially with open-face helmet. CONCLUSIONS: the use of helmets was associated with a lower number of facial fractures among patients who were victims of motorcycle accidents. Fracture of the zygomatic-orbital complex was related to the absence of a helmet at the time of the accident, as well as the use of open-face helmets.
Asunto(s)
Traumatismos Faciales , Fracturas Craneales , Humanos , Masculino , Adulto , Adolescente , Adulto Joven , Femenino , Estudios Prospectivos , Dispositivos de Protección de la Cabeza , Accidentes de Tránsito , Motocicletas , Traumatismos Faciales/epidemiología , Traumatismos Faciales/etiología , Traumatismos Faciales/prevención & controlRESUMEN
Trauma-related injuries in traffic-accident victims can be quite serious. Evaluating the factors contributing to traffic accidents is critical for the effective design of programs aimed at reducing traffic accidents. Therefore, this study identified which factors related to traffic accidents are associated with injury severity in hospitalized victims. Factors related to traffic accidents, injury severity, disability and data collected from blood toxicology were evaluated, along with associated severity and disability indices with data collected from toxicology on victims of traffic accidents at the largest tertiary hospital in Latin America. One hundred and twenty-eight victims of traffic accidents were included, of whom the majority were young adult men, motorcyclists, and pedestrians. The most frequent injuries were traumatic brain injury and lower-limb fractures. Alcohol use, hit-and-run victims, and longer hospital stays were shown to lead to greater injury severity. Women, elderly individuals, and pedestrians tend to suffer greater disability post-injury. Therefore, traffic accidents occur more frequently among young male adults, motorcyclists, and those who are hit by a vehicle, with trauma to the head and lower limbs being the most common injury. Injury severity is greater in pedestrians, elderly individuals and inebriated individuals. Disability was higher in older individuals, in women, and in pedestrians.
Asunto(s)
Lesiones Traumáticas del Encéfalo , Fracturas Óseas , Heridas y Lesiones , Adulto Joven , Humanos , Masculino , Femenino , Anciano , Accidentes de Tránsito , Motocicletas , Extremidad Inferior , Heridas y Lesiones/epidemiologíaRESUMEN
ABSTRACT OBJECTIVE This study aimed to measure the proportion of Uber use instead of drinking and driving in ten Brazilian capitals, in 2019. METHODS A cross-sectional survey was developed in ten Brazilian capitals. Data were collected in agglomeration points (AP) and sobriety checkpoints (SC). Based on responses to a standardized questionnaire, the proportion of drivers who used Uber instead of drinking and driving was measured for total sample of each methodology and stratified by municipality, age group, gender, education level, and type of vehicle. Fisher's exact test was used to make comparisons between the strata. RESULTS A total of 8,864 drivers were interviewed. The most used means of transport to replace driving after drinking alcohol was the Uber system (AP: 54.6%; 95%CI: 51.2-58.0. SC: 58.6%; 95%CI: 55.2-61.9). Most of these users were aged from 18 to 29 years, women, with at least one higher education degree. According to the AP methodology, the highest magnitude of this indicator was found in Vitória (ES) (71.0%; 95%CI: 63.5-77.5), whereas the lowest was observed in Teresina (PI) (33.1%; 95%CI: 22.7-45.5). According to the SC methodology, the highest magnitude of the indicator was also found in Vitória (ES) (78.3%; 95%CI: 68.8-85.5), whereas the lowest was observed in Boa Vista (RR) (36.6%; 95%CI: 26.8-47.7). CONCLUSION In Brazilian capitals, the study showed higher proportions of Uber use instead of drinking and driving. This type of scientific evidence on factors associated with road traffic injuries presents the potential to guide public health interventions.
Asunto(s)
Humanos , Masculino , Femenino , Conducción de Automóvil , Automóviles , Motocicletas , Consumo de Bebidas Alcohólicas/epidemiología , Conducir bajo la Influencia , Brasil/epidemiología , Accidentes de Tránsito , Estudios TransversalesRESUMEN
A pesquisa teve como objetivo geral analisar a atividade e o ofício dos mototaxistas de Sobral, Ceará. O objetivo específico foi compreender: a) a atividade exercida e o conceito de real da atividade; b) as prescrições; c) as regras informais; e d) as relações profissionais. A investigação adotou o referencial teórico da Clínica da Atividade, e participaram oito mototaxistas. Inspiradas no método da Instrução ao Sósia, foram realizadas e gravadas entrevistas semiestruturadas. Seu áudio foi transcrito e o conteúdo passou por análise construtivo-interpretativa. Os resultados mostraram que a atividade era regulamentada pela prefeitura e dependia da manutenção dos instrumentos utilizados. O expediente era organizado por uma regra do coletivo de trabalho relacionada ao horário de funcionamento de escolas e universidades. A busca por passageiros variava, sendo possível ficar em pontos fixos ou circular pela cidade. As condições ambientais demandavam cuidados como o uso de protetor solar e hidratação. A autonomia da profissão permitia organizar o próprio expediente e o ganho mensal. Entretanto, houve queixas relativas à falta de direitos previdenciários e ao fato de que a flexibilidade geraria uma sobrecarga de trabalho que poderia trazer prejuízos à saúde. Riscos foram identificados em acidentes de trânsito e violência urbana. Os relatos acerca das relações com os colegas mostraram um ambiente amistoso, e as relações com os passageiros eram definidas por cada situação, abrangendo desde interações objetivas até conversas pessoais.(AU)
The research had as general objective to analyze the activity and the work of motorcycle taxi drivers in Sobral, Ceará. Specific objectives were to understand: (a) the activity performed and the real of activity; (b) the prescriptions; (c) informal rules and (d) professional relationships. The investigation adopted the theoretical framework of the Clinic of Activity. Eight motorcycle taxi drivers participated in the investigation. Inspired by the instruction to the double method, semi-structured interviews were conducted. The audio of the interviews was transcribed and underwent constructive-interpretive analysis. The results showed that the activity was regulated by the city and depended on the maintenance of the instruments used. The working hours were organized by a collective labor rule related to the opening hours of schools and universities. The looking-for for passengers also varied: it was possible to stay at fixed points or move around the city. Environmental conditions required care such as the use of sunscreen and hydration. The profession's autonomy made it possible to organize its own hours and monthly earnings. However, there were complaints regarding the lack of social security rights and that flexibility would create an overload of work that could harm health. Risks have been identified in traffic accidents and urban violence. Reports about relationships with colleagues showed a friendly atmosphere. Relations with passengers were defined by each situation, ranging from objective interactions to personal conversations.(AU)
La investigación tuvo como objetivo general analizar la actividad y el trabajo de los mototaxis en Sobral, Ceará. Los objetivos específicos eran comprender: (a) la actividad realizada y la real de la actividad; (b) las prescripciones; (c) reglas informales y (d) relaciones profesionales. La investigación adoptó el marco teórico de la Clínica de Actividad. En la investigación participaron ocho mototaxis. Inspirándose en el método de instrucción al doble, se realizaron entrevistas semiestructuradas. El audio de las entrevistas fue transcrito y sometido a un análisis constructivo-interpretativo. Los resultados mostraron que la actividad estaba regulada por la prefectura municipal y dependía del mantenimiento de los instrumentos utilizados. Los horarios de trabajo fueron organizados por una norma laboral colectiva relacionada con los horarios de apertura de escuelas y universidades. La búsqueda de pasajeros también variaba: era posible permanecer en puntos fijos o moverse por la ciudad. Las condiciones ambientales requerían cuidados como el uso de protector solar e hidratación. La autonomía de la profesión permitió organizar sus propias horas y ganancias mensuales. Sin embargo, hubo quejas sobre la falta de derechos de seguridad social y que la flexibilidad crearía una sobrecarga de trabajo que podría dañar la salud. Se han identificado riesgos en accidentes de tráfico y violencia urbana. Los informes sobre las relaciones con los colegas mostraron un ambiente agradable. Las relaciones con los pasajeros se definieron por cada situación, desde interacciones objetivas hasta conversaciones personales.(AU)
Asunto(s)
Humanos , Masculino , Femenino , Adulto , Persona de Mediana Edad , Trabajo , Motocicletas , Salud Laboral , Condiciones de Trabajo , Psicología , Política Pública , Calidad de Vida , Seguridad , Salarios y Beneficios , Autocuidado , Problemas Sociales , Protectores Solares , Horas de Trabajo , Agotamiento Profesional , Accidentes , Enfermedad , Vulnerabilidad ante Desastres , Empleo , Sector Informal , Estrés Laboral , Frustación , Agotamiento por Calor , Relaciones Interpersonales , Satisfacción en el Trabajo , SindicatosRESUMEN
A publicação Visa a operacionalização no território de ações que possam prevenir os acidentes de moto e consequentemente evitar as mortes e lesões no trânsito. Aborda os Conceitos Básicos sobre Trânsito e Educação; Panorama dos Acidentados de Motocicleta e as Estratégias de Enfrentamento e Educação e Prevenção aos Acidentes de Motocicleta.
Asunto(s)
Motocicletas , Accidentes de Tránsito , Prevención de AccidentesRESUMEN
OBJECTIVE: to assess the epidemiological profile of traffic accident victims in the setting of the Coronavirus Disease 2019 (COVID-19) pandemic and analyze the admissions throughout the different levels of restriction (flags), as well as compare the results with the pre-pandemic period. METHODS: a cross-sectional study was performed, with probability sampling, in a trauma center in Brazil. Medical records of patients involved in traffic accidents from June 2020 to May 2021 were evaluated. Aside from epidemiological characteristics, variables such as the current flag, the trauma mechanism, the resulting injuries, and the Revised Trauma Score (RTS) were also considered. Data were compared between three different flag periods and the proportion of consultations during the pandemic was compared with that from pre-pandemic time (December 2016 to February 2018). RESULTS: it was observed that 62.2% of the patients were victims of motorcycle accidents, 77.5% were male, and the mean age was 33 ± 12.4 years. The mean and median RTS were 7.5 and 7.8, respectively. Statistical difference was stated when comparing the number of visits per day between the yellow and red flags (p=0.001) and orange and red flags (p=0.016). A significantly lower number of consultations for traffic accidents was observed in the pandemic when compared to the pre-pandemic period. CONCLUSIONS: the epidemiological profile of the study consisted mostly of young men who were victims of motorcycle accidents. There was a lower incidence of admissions during red flag periods and a lower proportion of consultations throughout the survey when compared to the pre-pandemic period.
Asunto(s)
Accidentes de Tránsito , COVID-19 , Humanos , Masculino , Adulto Joven , Adulto , Persona de Mediana Edad , Femenino , Motocicletas , Estudios Transversales , Pandemias , COVID-19/epidemiologíaRESUMEN
BACKGROUND: Brazil occupies the fifth position in the ranking of the highest mortality rates due to RTI in the world. With the objective of promoting traffic safety and consequently reducing deaths, Brazil created the Life in Traffic Project (LTP). The main goal of LTP is reducing 50% of RTI deaths, by promoting interventions to tackle risk factors, such as driving under the influence of alcohol and excessive and/or inappropriate speed. Thus, the aim of this study was to estimate the magnitude of risky and protective factors for RTI in capitals participating in the LTP in Brazil. We estimated these factors according to sociodemographic (age group, sex, education, race and, type of road user). METHODS: A total of 5,922 car drivers and motorcyclists from 14 Brazilian capitals participating in the LTP were interviewed. Data collection was carried out in sobriety checkpoints at night and consisted of the administration of an interview and a breathalyzer test. Risky and protective behaviors associated with RTI were investigated. Covariates of the study were: age, sex, education, race and, type of road user. Poisson multiple regression analysis was used to assess the relationship between variables of interest. RESULTS: The prevalence of individuals with positive blood alcohol concentration (BAC) was 6.3% and who reported driving after drinking alcohol in the last 30 days was 9.1%. The others risky behaviors reported were: driving at excessive speed on roads of 50 km/h, using a cell phone for calls while driving, using a cell phone to send or read calls while driving, running a red light. Use of seatbelts and helmets showed prevalence above 96,0% Use of seatbelts showed prevalence of 98.6% among car drivers, and helmet use was described by 96.6% of motorcycle drivers. Most risky behaviors were more prevalent in younger age groups (except BAC measurement higher in older participants), in males (except for cell phone use), in participants with higher education level and without a driver's license. CONCLUSION: Excessive speed and driving under the influence of alcohol, defined as priorities within the LTP, need more consistent interventions, as they still have considerable prevalence in the cities investigated. The factors described such as cell phone usage and passing red traffic lights should also need to be prioritized as a focus on promoting traffic safety.
Asunto(s)
Conducción de Automóvil , Nivel de Alcohol en Sangre , Masculino , Humanos , Anciano , Brasil/epidemiología , Accidentes de Tránsito/prevención & control , MotocicletasRESUMEN
OBJECTIVE: to review the clinical assessment of head injuries in motorcyclists involved in traffic accidents. METHOD: prospective observational study, including adult motorcyclists involved in traffic accidents in a period of 12 months. Patients sustaining signs of intoxication were excluded. A modification of the Canadian Head CT Rules was used to indicate computed tomography (CT). Patients not undergoing CT were followed by phone calls for three months. Collected variables were compared between the group sustaining head injuries and the others. We used chi-square, Fisher, and Student's t for statistical analysis, considering p<0.05 as significant. RESULTS: we included 208 patients, 99.0% were wearing helmets. Seventeen sustained signs of intoxication and were excluded. Ninety (47.1%) underwent CT and 12 (6.3%) sustained head injuries. Head injuries were significantly associated with Glasgow Coma Scale<15 (52.3% vs. 2.8% - p<0,001) and a positive physical exam (17.1% vs. zero - p<0,05). Four (2.1%) patients with intracranial mass lesions needed surgical interventions. None helmet-wearing patients admitted with GCS=15 and normal physical examination sustained head injuries. CONCLUSION: Head CT is not necessary for helmet-wearing motorcyclists admitted with GCS=15 and normal physical examination.