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BACKGROUND: Restrictions of male passengers of motorcycles to prevent homicides is a long-standing policy in Cali, Colombia. For some periods of time, the policy was suspended and then put into action again. All these changes were never evaluated and there has been controversy due to the perception of citizens, specifically motorcycle users, that the law was properly implemented in some periods and poorly applied in others. Our aim was to examine the effect of the non-application of the motorcycle male passenger restriction policy on the risk of homicides in Cali, Colombia. METHODS: Ecologic study conducted using an interrupted time series analysis. The main outcome was the aggregated daily counts of homicides. Secondary outcomes were the aggregated daily counts of homicides using a motorcycle and using motorcycle and firearm. Incidence rate ratios (IRR) were obtained by comparing periods of policy implementation with periods of lack of implementation in autoregressive negative binomial regression models. RESULTS: There was an increased risk of homicides when the policy was not implemented (IRR=1.12; 1.05-1.19). There was no effect on the risk of homicides committed in motorcycles (IRR=0.98; 0.88-1.10) and when a motorcycle and firearm were used (IRR=0.99; 0.89-1.10). CONCLUSIONS: The lack of implementation of the ban of motorcycle male passengers was associated with an increased risk of homicides. Our findings support the importance of this policy to prevent homicides in Cali, Colombia. Future work should examine how this policy influences other policies related to prevent homicide and violent risk-related behaviour.
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ABSTRACT 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.
RESUMO Objetivos: descrever os acidentes de trânsito envolvendo motociclistas e analisar a associação entre ter habilitação para conduzir motocicletas e uso de capacete com a gravidade dos acidentes. Métodos: estudo transversal com todos os pacientes hospitalizados no setor de traumatologia e ortopedia de um hospital público de referência no Nordeste do Brasil. Resultados: foram pesquisados 170 pacientes, a maioria do sexo masculino (95,9%). A idade variou entre 18 e 67 anos. Os pesquisados eram de cor preta ou parda (52,3%), tinham estudo fundamental (58,9%) e renda mensal menor que dois salários mínimos (56,5%). Foi encontrada uma associação entre ter habilitação e uso de capacete. Entre os que sofreram acidentes de gravidade moderada, essa associação foi OR=5,66(1,85-17,23) e entre os que sofreram acidentes de gravidade severa foi OR=13,57(2,82-65,14). Conclusões: pessoas com licença para conduzir motocicletas que usam capacetes como equipamento de proteção, em caso de acidentes, sofrem lesões menos graves.
RESUMEN Objetivos: describir los accidentes de tránsito con los motociclistas y evaluar la asociación entre el permiso para conducir motocicletas y el uso del casco con la gravedad de los accidentes. Métodos: estudio transversal, realizado a los pacientes hospitalizados en el sector de Traumatología y Ortopedia de un hospital público de referencia de la región Nordeste de Brasil. Resultados: participaron 170 pacientes; la mayoría de ellos del sexo masculino (95,9%), de edad entre 18 y 67 años. Los encuestados eran negros o pardos (52,3%), tenían estudios primarios (58,9%), ingresos mensuales inferiores a dos salarios mínimos (56,5%). Se encontró una asociación entre tener el permiso de conducir y llevar casco. Entre los que sufrieron accidentes moderados, esta asociación fue OR=5,66(1,85-17,23), y entre los que sufrieron accidentes graves fue OR=13,57(2,82-65,14). Conclusiones: las personas con permiso para conducir motocicletas que utilizaron casco como equipo de protección sufrieron lesiones menos graves en los accidentes.
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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 , Vibração , Humanos , Acidentes de TrânsitoRESUMO
INTRODUCTION: The First UN Decade of Action for Road Safety (2011-2020) ended with most low/middle-income countries (LMICs) failing to reduce road traffic deaths. In contrast, Brazil reported a strong decline starting in 2012. However, comparisons with global health statistical estimates suggest that official statistics from Brazil under-report traffic deaths and overestimate declines. Therefore, we sought to assess the quality of official reporting in Brazil and explain discrepancies. METHODS: We obtained national death registration data and classified deaths to road traffic deaths and partially specified causes that could include traffic deaths. We adjusted data for completeness and reattributed partially specified causes proportionately over specified causes. We compared our estimates with reported statistics and estimates from the Global Burden of Disease (GBD)-2019 study and other sources. RESULTS: We estimate that road traffic deaths in 2019 exceeded the official figure by 31%, similar to traffic insurance claims (27.5%) but less than GBD-2019 estimates (46%). We estimate that traffic deaths have declined by 25% since 2012, close to the decline estimated by official statistics (27%) but much more than estimated by GBD-2019 (10%). We show that GBD-2019 underestimates the extent of recent improvements because GBD models do not track the trends evident in the underlying data. CONCLUSION: Brazil has made remarkable progress in reducing road traffic deaths in the last decade. A high-level evaluation of what has worked in Brazil could provide important guidance to other LMICs.
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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)
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Humanos , Masculino , Feminino , Adulto , Pessoa de Meia-Idade , Trabalho , Motocicletas , Saúde Ocupacional , Condições de Trabalho , Psicologia , Política Pública , Qualidade de Vida , Segurança , Salários e Benefícios , Autocuidado , Problemas Sociais , Protetores Solares , Jornada de Trabalho , Esgotamento Profissional , Acidentes , Doença , Vulnerabilidade a Desastres , Emprego , Setor Informal , Estresse Ocupacional , Frustração , Exaustão por Calor , Relações Interpessoais , Satisfação no Emprego , SindicatosRESUMO
INTRODUCTION: Road traffic injuries are the leading cause of death in children over age five. Most of these deaths occur in low- and middle-income countries. Vulnerable road users, such as motorcyclists and their passengers, are at higher risk. Helmets have significantly decreased morbidity and mortality for motorcyclists; however, they are often unused. The second phase of the Bloomberg Philanthropies Initiative for Global Road Safety was launched in 2015 to improve road safety in 10 cities. This study focuses on child passenger helmet use data from that study to understand the prevalence of helmet use and factors that are associated with helmet use. METHODS: The 10 cities selected were Accra, Addis Ababa, Bandung, Bangkok, Bogota, Fortaleza, Ho Chi Minh City, Mumbai, Sao Paulo, and Shanghai. Eight rounds of roadside observational data were collected from February 2015 to April 2019. Observers noted correct child motorcycle passenger helmet use and other site observations including weather patterns, traffic volume, and road surface conditions. A multivariable Poisson regression model was used to examine correct helmet use trends over time. A multivariable logistic regression model was fitted for correct child passenger helmet use in all cities controlling for weather, observation time, number of passengers, and driver's correct helmet use. RESULTS: This dataset contained 99,846 motorcycle child passenger observations across the 10 cities. The highest prevalence of correct child passenger helmet use was in Sao Paulo at 97.33%. Six cities had under 25% correct helmet use for child passengers. Examining helmet use over time, only five cities had a significant increase, four cities had no change, and Ho Chi Minh City demonstrated a decrease. In the multivariable regression model, child passengers had higher odds of wearing helmets in adverse weather conditions, early mornings, if the driver wore a helmet, and if there were fewer passengers. CONCLUSIONS: The prevalence of correct child passenger helmet utilization shows large variation globally and is concerningly low overall. Enhanced enforcement in combination with media campaigns may have contributed to increasing helmet use prevalence over time. Further research is needed to understand reasons for low child passenger helmet use in most cities.
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Acidentes de Trânsito , Dispositivos de Proteção da Cabeça , Acidentes de Trânsito/prevenção & controle , Brasil , Criança , China , Cidades , Etiópia , Humanos , Motocicletas , TailândiaRESUMO
OBJECTIVE: This study aimed to identify the association between behavioral factors and crashes of motorcycle taxi riders using the Motorcycle Rider Behavior Questionnaire (MRBQ). METHODS: This study was a cross-sectional survey of motorcycle taxi riders in Cartagena. The MRBQ was adapted to the socio-cultural context and contained 45 items. The survey was conducted between February 2019 and May 2019. The items of the MRBQ were processed using factor analysis. Four logistic regression models were used to analyze the association between behavioral factors and aspects of demographics, operating conditions, and experiencing near-crashes, crashes, traffic tickets, and at-fault crashes. RESULTS: Four hundred and thirty-eight motorcyclists participated. The exploratory factor analysis extracted five elements: stunts, speed violations, traffic errors, control errors, and safety, explaining 42% of the variance. The increase in riding per week showed significant differences with stunts, speed violations, and traffic errors. Riding experiences, traffic errors, control errors, and safety were significantly associated with crashes and near-crashes. Stunts were the strongest factors related to traffic tickets. Speed violations were the strongest factors associated with at-fault accidents. CONCLUSIONS: The study showed recent results considering behavioral, exposure, and operational conditions in a group of motorcycle taxi riders. The study recommends some practical implications for the well-being of motorcyclists and road safety.
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Acidentes de Trânsito , Motocicletas , Colômbia , Estudos Transversais , Humanos , Inquéritos e QuestionáriosRESUMO
Resumen: Introducción: Los accidentes en motocicleta son una de las causas principales de muerte e incapacidad en la población joven de México. No hay estudios locales que describan el patrón de lesiones con base en la clasificación AO. Objetivo: Definir el patrón y tipo de fracturas óseas más frecuentes atendidas en un Hospital Regional de Alta Especialidad, de Enero a Agosto de 2017. Material y métodos: Estudio descriptivo, transversal, observacional, cuantitativo de 98 pacientes que sufrieron accidente en motocicleta y que ameritaron tratamiento ortopédico quirúrgico (94% hombres, 6% mujeres, media de edad 29.7 años). Resultados: Los accidentes más frecuentes incluyeron las siguientes características: conductores hombres, motocicleta < 150 cm3, área rural, sin uso de casco (75.5%) y colisión contra un objeto en movimiento. Las fracturas más frecuentes correspondieron a: tibia y peroné (28.9%), fracturas expuestas (52.3%), de fémur (25%) y antebrazo (10.5%). Considerando la clasificación AO las fracturas más frecuentes fueron AO 42 B 3.3, AO 32A3.2 y AO 23B1.2. Conclusión: Los motociclistas utilizan escasas medidas de protección. El patrón de lesiones evidenció diferencias con lo reportado a nivel nacional. De acuerdo con la clasificación AO, buena parte de los casos corresponden a los de peor pronóstico.
Abstract: Introduction: Motorcycle accidents are one of the leading causes of death and disability in Mexico's young population. There are no local studies describing the pattern of AO-based injuries. Objective: Define the pattern and type of most common bone fractures in a Regional Hospital of High Specialty, from January to August 2017. Material and methods: Descriptive, cross-sectional, observational, quantitative study of 98 patients who suffered motorcycle accidents and who merited surgical orthopedic treatment (94% men, 6% women, average age 29.7 years). Results: The most frequent accidents included the following features: male drivers, motorcycle < 150 cm3, rural area, without helmet use (75.5%) collision against a moving object. The most common fractures corresponded to: tibia and fibula (28.9%), open fractures (52.3%), femur (25%) forearm (10.5%). Considering the AO classification the most common fractures were AO 42 B 3.3, AO 32A3.2 and AO 23B1.2. Conclusion: Motorcyclists use few protective measures. The injury pattern showed differences with what was reported nationally. According to the AO rating, much of the cases correspond to those of worst prognosis.
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Adulto , Feminino , Humanos , Masculino , Motocicletas , Fraturas Ósseas , Acidentes de Trânsito , Estudos Transversais , Fraturas Ósseas/epidemiologia , HospitaisRESUMO
INTRODUCTION: Motorcycle accidents are one of the leading causes of death and disability in Mexico's young population. There are no local studies describing the pattern of AO-based injuries. OBJECTIVE: Define the pattern and type of most common bone fractures in a Regional Hospital of High Specialty, from January to August 2017. MATERIAL AND METHODS: Descriptive, cross-sectional, observational, quantitative study of 98 patients who suffered motorcycle accidents and who merited surgical orthopedic treatment (94% men, 6% women, average age 29.7 years). RESULTS: The most frequent accidents included the following features: male drivers, motorcycle < 150 cm3, rural area, without helmet use (75.5%) collision against a moving object. The most common fractures corresponded to: tibia and fibula (28.9%), open fractures (52.3%), femur (25%) forearm (10.5%). Considering the AO classification the most common fractures were AO 42 B 3.3, AO 32A3.2 and AO 23B1.2. CONCLUSION: Motorcyclists use few protective measures. The injury pattern showed differences with what was reported nationally. According to the AO rating, much of the cases correspond to those of worst prognosis.
INTRODUCCIÓN: Los accidentes en motocicleta son una de las causas principales de muerte e incapacidad en la población joven de México. No hay estudios locales que describan el patrón de lesiones con base en la clasificación AO. OBJETIVO: Definir el patrón y tipo de fracturas óseas más frecuentes atendidas en un Hospital Regional de Alta Especialidad, de Enero a Agosto de 2017. MATERIAL Y MÉTODOS: Estudio descriptivo, transversal, observacional, cuantitativo de 98 pacientes que sufrieron accidente en motocicleta y que ameritaron tratamiento ortopédico quirúrgico (94% hombres, 6% mujeres, media de edad 29.7 años). RESULTADOS: Los accidentes más frecuentes incluyeron las siguientes características: conductores hombres, motocicleta < 150 cm3, área rural, sin uso de casco (75.5%) y colisión contra un objeto en movimiento. Las fracturas más frecuentes correspondieron a: tibia y peroné (28.9%), fracturas expuestas (52.3%), de fémur (25%) y antebrazo (10.5%). Considerando la clasificación AO las fracturas más frecuentes fueron AO 42 B 3.3, AO 32A3.2 y AO 23B1.2. CONCLUSIÓN: Los motociclistas utilizan escasas medidas de protección. El patrón de lesiones evidenció diferencias con lo reportado a nivel nacional. De acuerdo con la clasificación AO, buena parte de los casos corresponden a los de peor pronóstico.
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Fraturas Ósseas , Motocicletas , Acidentes de Trânsito , Adulto , Estudos Transversais , Feminino , Fraturas Ósseas/epidemiologia , Hospitais , Humanos , MasculinoRESUMO
Objective: To analyze the association of psychosocial risk factors at work, sociodemographic, and occupational characteristics with the level of physical activity among motorcycle taxi drivers.Methods: Cross-sectional study with 750 male motorcycle taxi drivers from the municipality of Jequié, Bahia, Brazil. A form containing sociodemographic and occupational characteristics was utilized. The psychosocial risk factors at work were evaluated by the Job Content Questionnaire and the level of physical activity by the International Physical Activity Questionnaire. The adjusted associations were analyzed by means of the Poisson regression with robust variance. Results: the prevalence of an insufficiently active level of physical activity was of 59.6%. The crude prevalence ratios (PR) showed an association between physical inactivity in motorcycle taxi drivers and high strain job (PR: 1.31), with 5 or more years of experience (PR: 1.67), in night shifts (PR: 1.36) and 40 or more years old (PR: 1.77). In the multivariate model, adjusted by income, work in high strain is kept associated to a situation of being insufficiently active (PR: 1.13), duration of employment of five or more years raised by 51.0% the frequency of insufficiently active physical activity (PR: 1.51) and the work in predominantly nocturnal shifts increased it by 26.0% (PR: 1.26). It is made evident that age was an effect modifier (p < 0.001) and its interaction was evaluated by including the corresponding product term (job Demand-Control model), which shows that the association between highly straining work and being insufficiently active was observed only among the youngest (21-39 years old) (PR: 1,21).Conclusions: the age and exposure to unfavorable working conditions, like long duration of employment, night work and work under high psychological demand and low control, have an influence on the insufficient physical activity among motorcycle taxi drivers.
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Condução de Veículo/psicologia , Exercício Físico/psicologia , Motocicletas/estatística & dados numéricos , Estresse Ocupacional/epidemiologia , Estresse Ocupacional/psicologia , Adulto , Fatores Etários , Brasil/epidemiologia , Estudos Transversais , Humanos , Masculino , Pessoa de Meia-Idade , Saúde Ocupacional , Prevalência , Fatores de Risco , Jornada de Trabalho em Turnos , Fatores Socioeconômicos , Adulto JovemRESUMO
Objetivo: conhecer a percepção dos enfermeiros sobre os acidentes motociclísticos atendidos pelo Serviço de Atendimento Móvel de Urgência (SAMU) de Sobral. Método: trata-se de um estudo exploratório descritivo, com abordagem qualitativa realizado com enfermeiros do SAMU do município de Sobral-Ceará, atualmente composto por oito enfermeiros. Resultados: os resultados da pesquisa evidenciaram que os enfermeiros do SAMU, tem conhecimento sobre a práxis das intercorrências dos motociclistas. Neste sentido, a associação entre os condutores com a não utilização de capacete e a imprudência no trânsito prevaleceram entre as principais morbidades; e dentre as principais lesões, as abrasões e as fraturas destacam-se como mais comuns. Conclusão: evidenciou-se que a atuação da enfermagem é imprescindível em todo processo de assistência à população-alvo do atendimento pré-hospitalar (APH), desde a prevenção de eventos à orientação e educação em saúde
Objective: to find out nurses' perception of the motorcycle accidents attended by the Sobral Emergency Mobile Service (SAMU). Method: this is a descriptive exploratory study, with a qualitative approach performed with nurses from the SAMU in the city of Sobral-Ceará, currently composed of eight nurses. Results: the results of the research show that the nurses of the SAMU, have knowledge about the praxis of the intercurrences of the motorcyclists. In this sense, the links between the drivers without helmet and the imprudence in the traffic prevailed between the main morbidities; and among the main lesions, abrasions and fractures stand out as the most common injuries. Conclusion: it appeared that nursing performance is essential in any assistance process to the target population in prehospital care (APH), from the prevention of events to orientation and health education
Objetivo: conocer la percepción de los enfermeros sobre los accidentes motociclísticos atendidos por el Servicio de Atención Móvil de Urgencia (SAMU) de Sobral. Método: se trata de un estudio exploratorio descriptivo, con abordaje cualitativo realizado con enfermeros del SAMU del municipio de Sobral-Ceará, actualmente compuesto por ocho enfermeros. Resultados: los resultados de la investigación evidenciaron que los enfermeros del SAMU, tienen conocimiento sobre la praxis de las intercurrencias de los motociclistas. En este sentido, la asociación entre los conductores con la no utilización de casco y la imprudencia en el tránsito prevalecieron entre las principales morbilidades; y entre las principales lesiones, las abrasiones y las fracturas se destacan como más comunes. Conclusión: se evidenció que la actuación de la enfermería es imprescindible en todo proceso de asistencia a la población objetivo de la atención prehospitalaria (APH), desde la prevención de eventos a la orientación y educación en salud
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Humanos , Masculino , Feminino , Adulto , Pessoa de Meia-Idade , Motocicletas , Acidentes de Trânsito , Serviços Médicos de Emergência/métodos , Ambulâncias , Enfermagem em Emergência , Enfermagem de Cuidados CríticosRESUMO
Background Traumatic brachial plexus injuries (BPIs) represent a major cause of disability in young patients. The purpose of this study was to compare two populations (from Argentina and Germany) who suffered a traumatic BPI after a motorcycle accident to identify predictors of BPI and brain injury severity. Methods Univariate and multivariable intergroup comparisons were conducted, and odds ratios were calculated to assess the associations between the different demographic, morphometric, and trauma-related variables, and the type and severity of patients' injuries. Pearson correlation coefficients were generated to identify statistically significant correlations. Results A total of 187 patients were analyzed, 139 from Argentina and 48 from Germany. The two countries differed significantly in age and several morphometric and trauma-related variables. The clinical presentation was also convincingly different in the two countries. The following three variables remained as statistically significant predictors of a complete (vs. partial) BPI: living in Argentina ( p < 0.001), presenting prior to 2015 ( p = 0.004), and greater estimated speed at the time of impact ( p = 0.074). As for BPIs, a disproportionate percentage (85.6%) of more severe brain injuries occurred in Argentinian patients ( p < 0.001) and among those whose accident involved striking a stationary vertical object. Conclusions This study identified several factors that might be considered when planning governmental policies and education initiatives to reduce BPI and brain injuries related to motorcycle use. Level of evidence II-2 (evidence obtained from case-control studies).
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Currently in Jamaica, motorcyclists account for the largest group of fatalities among all road users. Between 2016 and 2018, a cross sectional study was conducted at the Saint Ann's Bay Regional Hospital involving 155 participants. There were 98.7% males, ages ranged from 14-64 years and more than two thirds of the motorcyclists were under 40 years. Only 29.4% wore helmets, and of those motorcyclists, 52.8% indicated they were only riding for a short distance. Increasing age correlated with increased helmet compliance. Persons with motorcycles greater than 150 cubic centimetres were also more likely to wear a helmet. Interventions to promote increased helmet compliance should take these factors into account in conjunction with enhancing law enforcement.
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Acidentes de Trânsito/estatística & dados numéricos , Dispositivos de Proteção da Cabeça/estatística & dados numéricos , Motocicletas/estatística & dados numéricos , Adolescente , Adulto , Fatores Etários , Traumatismos Craniocerebrais/epidemiologia , Estudos Transversais , Educação/estatística & dados numéricos , Feminino , Humanos , Seguro/estatística & dados numéricos , Jamaica/epidemiologia , Licenciamento/estatística & dados numéricos , Masculino , Pessoa de Meia-Idade , Motocicletas/legislação & jurisprudência , Sistema Musculoesquelético/lesões , Adulto JovemRESUMO
Resumen: Objetivos: Determinar la frecuencia de los pacientes pediátricos politraumatizados involucrados en accidentes por motocicleta atendidos en el Hospital Pediátrico de Sinaloa entre los años 2015 y 2017, así como determinar la frecuencia de traumatismos craneoencefálicos, lesiones torácicas, abdominales, en extremidades, días de estancia hospitalaria y mortalidad. Material y métodos: La población seleccionada fueron pacientes menores de 18 años de edad que se encontraron involucrados en accidentes de motocicleta atendidos en el Hospital Pediátrico de Sinaloa en un período comprendido entre el 1o de Enero de 2015 al 31 de Diciembre de 2017. Resultados: El género más afectado fue el masculino, con edad más frecuente de 14 años, los accidentes ocurrieron con mayor frecuencia los Viernes y Sábados en horario nocturno. Julio fue el mes con mayor índice de accidentes. La cantidad de accidentes se incrementó cada año. La mayoría de los lesionados fueron pasajeros, 98.4% no utilizó equipo de seguridad, la lesión más común fue el traumatismo craneoencefálico, seguido de lesiones en extremidades inferiores, superiores, traumatismo torácico y la menos común, el traumatismo abdominal. Discusión: Hay un incremento progresivo en los accidentes en motocicleta donde se involucra la población pediátrica, el uso de casco es casi nulo, la mayoría de los pacientes presentó traumatismo craneoencefálico, este estudio sirve para analizar el panorama actual, así como ser la base de estudios posteriores y realizar más campañas para la prevención de accidentes en motocicleta y fomentar el uso de casco en pacientes pediátricos.
Abstract: Objectives: Determine the frequency of polytraumatized pediatric patients involved in motorcycle accidents treated at the Pediatric Hospital of Sinaloa between 2015 and 2017, as well as to determine the frequency of traumatic brain injuries, thoracic, abdominal, limb injuries, days of hospital stay and mortality. Material and methods: The selected population were patients under 18 years of age who were involved in motorcycle accidents treated at the Pediatric Hospital of Sinaloa in a period between January 1st, 2015 and December 31, 2017. Results: The most affected gender was the male with the most frequent age of 14 years, accidents occurred more frequently on Fridays and Saturdays at night. July was the month with the highest frequency of accidents. The number of accidents increased every year. Most of the injured were passengers, 98.4% did not use safety equipment, the most frequent injury was head injury, followed by injuries in lower extremities, upper chest trauma and less frequent abdominal traumatism. Discussion: There is a progressive increase in motorcycle accidents where the pediatric population is involved, the use of helmet is almost zero, most of the patients presented with head trauma, this study serves to see the current situation, as well as being the basis for Subsequent studies and conduct more campaigns for the prevention of motorcycle accidents and encourage the use of helmet in pediatric patients.
Assuntos
Humanos , Masculino , Criança , Adolescente , Motocicletas , Acidentes de Trânsito/estatística & dados numéricos , Traumatismos Craniocerebrais/epidemiologia , Hospitais Pediátricos/estatística & dados numéricos , Dispositivos de Proteção da Cabeça , México/epidemiologiaRESUMO
Objetivo: Descrever o perfil dos acidentes motociclísticos atendidos pelo SAMU nos anos de 2014 e 2015 em município baiano, quanto às características da vítima, do atendimento, do evento e das lesões sofridas. Métodos: Estudo epidemiológico, descritivo e transversal, com coleta de dados secundários das fichas atendimentos e livros de registros acerca dos acidentes motociclísticos atendidos pelo SAMU de Guanambi/BA, nos anos de 2014 e 2015. Resultados: No período ocorreram, 1.319 acidentes motociclísticos, com homens (71,7%), na faixa etária de 20 a 29 anos (36,1%). foi observado o sub-registro quanto ao uso do capacete e relação com o trabalho. as lesões mais frequentes foram as escoriações em múltiplos locais (61,6%) e ferimento cortocontuso nos membros inferiores (40,8%). Conclusão: Nota-se a necessidade da implementação de medidas educativas, de fiscalização e aprimoramento das políticas de saúde do trânsito vigentes, tendo em vista a redução e prevenção de acidentes
Objective: To describe the profile of the motorcycle accidents attended by samu in the years of 2014 and 2015 in the city of bahia, as well as the characteristics of the victim, the attendance, the event and the injuries suffered. Methods: A descriptive and cross-sectional epidemiological study was carried out, with the collection of secondary data from the records and records of motorcycle accidents attended by samu of guanambi- ba, in the years 2014 and 2015. Results: 1,319 motorcycle accidents, with men (71.7%), in the age group of 20 to 29 years (36.1%). underreporting was observed regarding the use of the helmet and relation with the work. the most frequent lesions were multi-site bruising (61.6%) and short-limb injury in the lower limbs (40.8%). Conclusion: The need to implement educational measures, control and improvement of current traffic health policies, with a view to the reduction and prevention of accidents, is noted
Objetivo: Describir el perfil de los accidentes motociclistas atendidos por el samu en los años de 2014 y 2015 en el municipio de bahía, en cuanto a las características de la víctima, de la atención, del evento y de las lesiones sufridas. Métodos: Estudio epidemiológico, descriptivo y transversal, con recolección de datos secundarios de las fichas atendimientos y libros de registros acerca de los accidentes motociclísticos atendidos por el samu de guanambi, en los años 2014 y 2015. Resultados: En el período ocurrieron, 1.319 accidentes motociclísticos, con hombres (71,7%), en el grupo de edad de 20 a 29 años (36,1%). se observó el subregistro en cuanto al uso del casco y relación con el trabajo. las lesiones más frecuentes fueron las excoriaciones en múltiples lugares (61,6%) y lesión cortocontuso en los miembros inferiores (40,8%). Conclusión: Se nota la necesidad de la implementación de medidas educativas, de fiscalización y perfeccionamiento de las políticas de salud del tránsito vigentes, con miras a la reducción y prevención de acidentes
Assuntos
Humanos , Masculino , Feminino , Criança , Adolescente , Adulto , Pessoa de Meia-Idade , Idoso , Motocicletas/estatística & dados numéricos , Acidentes de Trânsito/estatística & dados numéricos , Indicadores de Morbimortalidade , Serviços Médicos de Emergência/estatística & dados numéricosRESUMO
OBJECTIVES: Determine the frequency of polytraumatized pediatric patients involved in motorcycle accidents treated at the Pediatric Hospital of Sinaloa between 2015 and 2017, as well as to determine the frequency of traumatic brain injuries, thoracic, abdominal, limb injuries, days of hospital stay and mortality. MATERIAL AND METHODS: The selected population were patients under 18 years of age who were involved in motorcycle accidents treated at the Pediatric Hospital of Sinaloa in a period between January 1st, 2015 and December 31, 2017. RESULTS: The most affected gender was the male with the most frequent age of 14 years, accidents occurred more frequently on Fridays and Saturdays at night. July was the month with the highest frequency of accidents. The number of accidents increased every year. Most of the injured were passengers, 98.4% did not use safety equipment, the most frequent injury was head injury, followed by injuries in lower extremities, upper chest trauma and less frequent abdominal traumatism. DISCUSSION: There is a progressive increase in motorcycle accidents where the pediatric population is involved, the use of helmet is almost zero, most of the patients presented with head trauma, this study serves to see the current situation, as well as being the basis for Subsequent studies and conduct more campaigns for the prevention of motorcycle accidents and encourage the use of helmet in pediatric patients.
OBJETIVOS: Determinar la frecuencia de los pacientes pediátricos politraumatizados involucrados en accidentes por motocicleta atendidos en el Hospital Pediátrico de Sinaloa entre los años 2015 y 2017, así como determinar la frecuencia de traumatismos craneoencefálicos, lesiones torácicas, abdominales, en extremidades, días de estancia hospitalaria y mortalidad. MATERIAL Y MÉTODOS: La población seleccionada fueron pacientes menores de 18 años de edad que se encontraron involucrados en accidentes de motocicleta atendidos en el Hospital Pediátrico de Sinaloa en un período comprendido entre el 1o de Enero de 2015 al 31 de Diciembre de 2017. RESULTADOS: El género más afectado fue el masculino, con edad más frecuente de 14 años, los accidentes ocurrieron con mayor frecuencia los Viernes y Sábados en horario nocturno. Julio fue el mes con mayor índice de accidentes. La cantidad de accidentes se incrementó cada año. La mayoría de los lesionados fueron pasajeros, 98.4% no utilizó equipo de seguridad, la lesión más común fue el traumatismo craneoencefálico, seguido de lesiones en extremidades inferiores, superiores, traumatismo torácico y la menos común, el traumatismo abdominal. DISCUSIÓN: Hay un incremento progresivo en los accidentes en motocicleta donde se involucra la población pediátrica, el uso de casco es casi nulo, la mayoría de los pacientes presentó traumatismo craneoencefálico, este estudio sirve para analizar el panorama actual, así como ser la base de estudios posteriores y realizar más campañas para la prevención de accidentes en motocicleta y fomentar el uso de casco en pacientes pediátricos.
Assuntos
Acidentes de Trânsito , Traumatismos Craniocerebrais , Hospitais Pediátricos , Motocicletas , Acidentes de Trânsito/estatística & dados numéricos , Adolescente , Criança , Traumatismos Craniocerebrais/epidemiologia , Dispositivos de Proteção da Cabeça , Hospitais Pediátricos/estatística & dados numéricos , Humanos , Masculino , México/epidemiologiaRESUMO
Introducción: Los accidentes de tránsito constituyen un grave problema de salud pública, sin embargo, su impacto socioeconómico no se conoce en el Paraguay. Objetivos: determinar el impacto socioeconómico de los accidentes de moto en <19 años en el año 2016. Materiales y Métodos: estudio descriptivo, observacional, retrospectivo. Se incluyeron todos los pacientes ≤19 años que acudieron al Hospital de Trauma (HT) con antecedente de accidente de moto en el año 2016. Los datos y los costos fueron obtenidos de la base de datos del Dpto. de Estadísticas y del Dpto. de Ingresos del HT, respectivamente. Resultados: se incluyeron 700 pacientes que acudieron al HT por accidente de moto. La edad media de los pacientes fue de 15,6 ± 4.33 años. El 78% (546/700) era de sexo masculino. De los accidentados 450 (64,2%) era conductor y 250 (35,7%) acompañante. La media de edad de los conductores fue de 17 ± 4,3 años (rango 11 - 19 años) y de los acompañantes 12,3 ± 4,4 (rango <1 - 19 años). Entre los conductores solo el 50.4% (227/450) tenía la edad reglamentaria para obtener licencia de conducir. Solo el 7,7% (54/695) de los accidentados usaba casco al momento del accidente. Requirió hospitalización por 2 o más días el 89,2% (625/700) de los pacientes, de los cuales el 7.6% requirió ser hospitalizado en UCIP. La media de días de hospitalización en sala y UCIP fue de 11.04 días (DS 14,85 días) y 16.57 (DS 23 días). El 25,1% (176/700) tuvo algún grado de discapacidad o secuela y el 5,4% (38/700) falleció. Los costos directos por hospitalización por día en sala y en UCIP fueron de 275,4 y 737,2 $, respectivamente. Los costos directos por accidentes de moto en el año 2016 fue de 2.587.179,2$. Los años de vida potencialmente perdidos (AVPP) en el año 2016, fueron de 2159 años. Conclusiones: El impacto socioeconómico de los accidentes de motos, representa un costo social extremo derivado de una causa de muerte que podría prevenirse.
Introduction: Traffic accidents are a serious public health problem, however, their socio-economic impact has not been described in Paraguay. Objectives: to determine the socioeconomic impact of motorcycle accidents in victims <19 years of age in 2016. Materials and Methods: this was a descriptive, observational, retrospective study. All patients aged ≤19 years who were admitted to the Trauma Hospital (TH) with a history of a motorcycle accident in 2016 were included. The data and costs were obtained from the Statistics Department and the Admissions Department of the TH. Results: 700 patients were included, all of whom were admitted to the TH due to a motorcycle accident. The average age of the patients was 15.6 ± 4.33 years. 78% (546/700) were male. Of those injured, 450 (64.2%) were drivers and 250 (35.7%) were passengers. The average age of the drivers was 17 ± 4.3 years (range 11-19 years) and that of the passengers was 12.3 ± 4.4 years (range <1-19 years). Among the drivers, only 50.4% (227/450) were of the legal age to obtain a driver's license. Only 7.7% (54/695) of the victims wore a helmet at the time of the accident. 89.2% (625/700) of patients required hospitalization stays of 2 or more days of length, of which 7.6% required PICU admission. The mean number of regular ward hospitalization days and PICU days were 11.04 days (SD 14.85 days) and 16.57 days (SD 23 days), respectively. 25.1% (176/700) had some degree of disability or long-term effects and 5.4% (38/700) died. The direct costs per hospitalization per day in the ward and in the PICU were US$ 275.4 and 737.2, respectively. The direct costs for motorcycle accidents in 2016 was US$ 2,587,179.2. The years of potential life lost (YPLL) in 2016 were 2159 years. Conclusions: The socioeconomic impact of motorcycle accidents represents an extremely high social cost, stemming from a preventable cause of death.
RESUMO
Traffic accidents cause 1.25 million deaths per year worldwide, being one of the leading causes of death in young people, and the first cause between the ages of 15 - 29. There has been an increase in accidents in the last 10 years, one of the reasons for this is the increase in the sales of motorcycles and its use. We present a retrospective study about the patients who received attention at Carlos G. Durand Hospital, (CABA, Buenos Aires, Argentina) from January 2013 to December of 2015, with the intention of showing the medical and economic impact this accidents cause. Of a total of 4368 incoming patients assisted, due to traffic accidents, 67% (2926) were the result of motorcycle crashes; 18% of them required hospitalization. Males, and lower limbs lesions were predominant. Hospitalizations varied between 5 and 150 days, with 2.1 average surgeries per patient. The total cost was 16 767 037$, and in 2014 it represented 17 936 US$ per patient. These results show only partially the impact these accidents produce, because there are factors (like missing working days) that were unaccounted for. This is why it is necessary to generate awareness and develop more rigorous road safety and prevention policies, necessary to avoid accidents that increase spending on preventable conditions.
Assuntos
Acidentes de Trânsito/economia , Custos de Cuidados de Saúde/estatística & dados numéricos , Motocicletas , Acidentes de Trânsito/estatística & dados numéricos , Adolescente , Adulto , Idoso , Argentina , Feminino , Hospitais Públicos/economia , Hospitais Públicos/estatística & dados numéricos , Humanos , Masculino , Pessoa de Meia-Idade , Estudos Retrospectivos , Adulto JovemRESUMO
Resumo Os motoboys têm participação significativa na elevação das taxas de acidente e mortalidade no trânsito e compartilham do perfil geral de motociclistas no país: são homens de baixa renda. O presente trabalho, baseado na Teoria da Identidade Social, teve como objetivo identificar e analisar como motoboys de Belo Horizonte/MG concebem diferentes versões de masculinidade e que relações essas podem manter com a forma como se veem, se sentem e se comportam como motociclistas. Para tanto, realizou-se dez entrevistas semiestruturadas com motoboys moradores de Belo Horizonte, que foram analisadas através da técnica de análise de conteúdo. Os entrevistados demonstraram compartilhar de um ideal permeado por valores masculinos: um sujeito competente, responsável, heterossexual, ousado, destemido, independente e dominante. Apesar de reconhecerem conviver com muitos riscos no trânsito, os entrevistados em grande medida se julgam invulneráveis a eles. O bom motoqueiro não é apenas um bom condutor e bom trabalhador, é um homem excepcional.
Resumen Los motomensajeros tienen participación significativa en la elevación de las tasas de accidente y mortalidad en el tráfico y comparten del perfil general de motociclistas en el país: son hombres de baja rienda. El presente trabajo, basado en la Teoría de la Identidad Social, tubo como objetivo identificar y analizar como motomensajeros de Belo Horizonte/MG conciben diferentes versiones de masculinidad y cómo esas interactúan con la forma cómo se ven, se sienten y se comportan como motociclistas. Para tanto, se realizaron diez entrevistas semi-estructuradas con motomensajeros residentes en Belo Horizonte, que fueron analizadas a través de la técnica de Análisis de Contenido. Los entrevistados demostraron compartir de un ideal permeado por valores masculinos: un sujeto competente, responsable, heterosexual, osado, valiente, independente y dominante. Aunque reconozcan convivir con muchos riesgos en el tráfico, los entrevistados en gran medida se juzgan invulnerables a ellos. El buen motociclista no es solamente un buen conductor y buen trabajador, es un hombre excepcional.
Abstract Motorcycle deliverymen/couriers share a significant part of the blame for the upsurge in traffic accidents and mortality rates in Brazil, and they exhibit the same general profile that other Brazilian motorcyclists exhibit: low-income males. Based on Social Identity Theory, the present study seeks to identify and investigate both the manner in which motorcycle deliverymen in Belo Horizonte (Minas Gerais, Brazil) perceive the various conceptions of masculinity and the way in which such conceptions potentially correlate with how such bikers view themselves, feel and behave as motorcyclists. In order to achieve the above objectives, we conducted ten semi-structured interviews with motorcycle couriers living in Belo Horizonte, analyzing the interviews via the content analysis method. Those interviewed revealed that they share a common ideal replete with male values: a guy that is competent, responsible, heterosexual, daring, fearless, independent and dominant. Although the men interviewed recognize that they face many traffic risks, they largely consider themselves invulnerable to such risks. A good biker is not merely a good driver and a hard worker, but also an exceptional man.
RESUMO
A nivel mundial, los accidentes de tránsito aportan aproximadamente 1.25 millones de muertes anuales; es una de las principales causas de muerte en personas jóvenes y la primera entre los 15 y 29 años de edad. La tasa de accidentes aumentó en la última década, posiblemente debido al incremento del parque automotor y del uso de motocicletas. Se realizó un estudio retrospectivo descriptivo sobre los casos atendidos en el Hospital Carlos G. Durand, Buenos Aires (CABA), Argentina, desde enero de 2013 hasta diciembre de 2015, con el objetivo de representar el costo médico que estos generan en nuestro Hospital. De un total de 4368 pacientes atendidos en guardia, a causa de accidentes de tránsito, el 67% (2926 pacientes) fue provocado por motocicletas, de estos, el 18% requirió internación. Hubo predominio de varones y de lesiones en miembros inferiores. Las internaciones variaron entre 5 y 150 días, con 2.1 cirugías promedio por paciente. El gasto total del tratamiento fue de 16 767 037$, lo que en 2014 representaban unos 17 936 US$ por paciente. Estos resultados reflejan parcialmente el costo de dichos accidentes, ya que no se tiene en cuenta otros parámetros como la caída de días laborales; es por esto que se debe generar conciencia y crear políticas de prevención y educación vial más rigurosas, necesarias para poder evitar los accidentes que incrementan el gasto en afecciones evitables.
Traffic accidents cause 1.25 million deaths per year worldwide, being one of the leading causes of death in young people, and the first cause between the ages of 15 - 29. There has been an increase in accidents in the last 10 years, one of the reasons for this is the increase in the sales of motorcycles and its use. We present a retrospective study about the patients who received attention at Carlos G. Durand Hospital, (CABA, Buenos Aires , Argentina) from January 2013 to December of 2015, with the intention of showing the medical and economic impact this accidents cause. Of a total of 4368 incoming patients assisted, due to traffic accidents, 67% (2926) were the result of motorcycle crashes; 18% of them required hospitalization. Males, and lower limbs lesions were predominant. Hospitalizations varied between 5 and 150 days, with 2.1 average surgeries per patient. The total cost was 16 767 037$, and in 2014 it represented 17 936 US$ per patient. These results show only partially the impact these accidents produce, because there are factors (like missing working days) that were unaccounted for. This is why it is necessary to generate awareness and develop more rigorous road safety and prevention policies, necessary to avoid accidents that increase spending on preventable conditions.