bluuebunny/crossref_metadata_2025 huggingface dataset:
Epidemiological profile of hospitalised injury among e-bike riders
Authors: Yang Jie , Du Wei , Powis Brent , Hu Yihe , WU Ming
Published: October 2012

Background

Along with the booming market for Electric bicycles (E-bikes) in China, increasing concerns are raised about riders' safety. Police reported 40% fatal crashes involving E-bikers; however knowledge of serious injuries was missing.

Objectives

To describe the injury patterns of hospitalised E-bike riders involved in road crashes and investigate whether the injury risks differ in population segments.

Methods

This cross-sectional study collected hospital separation records for an 8-month period to describe injuries of hospitalised injured E-bikers in Zhangjiagang hospital. Injured body regions and injury natures were categorised using the 10th revision of the International Classification of Disease. OR and its 95% CI were used to assess the risk of specific injury types controlling for demographics and crash details.

Results

Overall, 323 E-bikers were hospitalised for injuries, accounting for 57.2% of total hospitalised road crash victims. The average age, length of stay, and hospitalisation cost were 43.8 years, 10.0 days, and 8 228.8 Chinese Yuan, respectively. Head injuries were the most common injury types and fractures were dominant across different injury natures. The risk of traumatic brain injury was significantly associated with collisions without motor vehicles (OR=2.1, 95% CI 1.3 to 3.3) and after-work crashes (OR=2.2, 95% CI 1.3 to 3.7). The risk of fractures was significantly elevated among local residents (OR=1.7, 95% CI 1.1 to 2.8).

Significance

There are elevated injury risks in different segments of E-biker population. This differential should be addressed in future road safety initiatives. In addition, the findings also confirm the importance of road safety in the context of sustainable mobility.
Helmet and reflective clothing use among motorcyclists in Kenya: a survey of use, knowledge, attitudes, and practices in two districts
Authors: Bachani AM , Pereira S , Mogere S , Herbert HK , Akungah D , Maina W , Stevens K , Hyder AA
Published: October 2012

Background

Road traffic injuries (RTIs) contribute to a significant proportion of the burden of disease in Kenya. Motorcycle-related RTIs are a significant contributor to this burden.

Aims/Objectives/Purpose

This study assesses helmet wearing and reflective clothing usage, and knowledge, attitudes and perceptions around their use in Thika and Naivasha districts in Kenya.

Methods

Between August 2010, and December 2011, we conducted 4 rounds of observational studies; 2 rounds of roadside knowledge, attitude and perceptions (KAP) surveys; 4 focus group discussions (FGDs); and, a community based household survey in each district.

Results/Outcomes

While the majority of participants in FGDs, and KAP surveys acknowledged the life saving potential of helmets, less than one third of all drivers in Thika and Naivasha wore helmets while driving motorcycles. Helmet usage among passengers was even lower (<2%) in both districts. Reflective clothing usage shows a large disparity between the two districts, with the 34% and 56% of observed motorcyclists in using reflective clothing in Thika and Naivasha respectively. Use of reflective clothing by passengers in both districts was extremely low. The most common reason cited for lack of helmet use was because it was considered inconvenient or uncomfortable. The majority of respondents indicated they did not wear reflective clothing because they did not have it.

Significance/Contribution to the Field

This study establishes low usage of helmets and reflective clothing in the two districts in Kenya. It highlights areas for policy and programmatic focus such as enhanced enforcement, legislation, and social marketing to reduce motorcycle related injuries and deaths.
Motorcycle transport: a threat to road safety in a community in Sub-Saharan Africa
Authors: Bello J , Nasir A , Solagberu B , Ofoegbu C , Abdur-Rahman L
Published: October 2012

Background

There is a noticeable increase in the use of motorcycles in our communities for commercial transportation. It has been reported that the risk of dying for every kilometre travelled from a motorcycle crash is 20 times higher than from a motor vehicular crash.

Objectives

This study was done to determine the incidence and trend of Motorcycle Injuries (MCI) in our community.

Methods

A prospective study of patients presenting with MCI at a University Hospital in Nigeria over a 3-year period was done using a structured questionnaire.

Results

There were 432 MCI patients, 5 : 1 predominance of males over females, age range 3–80 years, median 30. The yearly incidence (morbidity n; mortality % of n) were (112, 7.0%), (158, 7.5%) and (162, 15.4%) for the first, second and third year respectively. Riders were (363, 84.1%) and pedestrians (69, 16.0%). Only one rider (0.3%) wore a helmet. Common Injuries sustained were extremities alone (168, 38.9%), head injuries alone (119, 27.5%), head and extremities (110, 25.5%). Twenty-four patients (5.6%) needed intensive care; all had head injury and about three-quarters died (p<0.05). Forty-five patients (10.4%) died overall, 91% of these were head injured and none had used a crash helmet.

Significance

There is an increasing incidence of and mortality from MCI. Poor use of crash helmets and Head injuries is common amongst mortalities. There is need for education of riders and enforcement of helmet use.
Motorcycle speeds at urban intersections
Authors: Buchanan J , Walton D
Published: October 2012

Background

Drivers at fault cause approximately 40% of all motorcycle crashes in New Zealand.

Aim

To identify relative speed of cars and motorcycles in an urban setting.

Methods

Five urban, uncontrolled T-intersections known to be motorcycle crash ‘black spots’ were monitored using instrumentation and a roadside observer.

Two sets of 12-h observations were collected for each site (N≈100 000). Instrumentation recorded the ‘events’ of vehicles passing to measure, speed, direction, lane position, vehicle type (broadly characterised) and headway. Observers further recorded times of bicycle events, type of motorcycle (scooters or motorcycles), the behaviour of motorcycles and the use of ‘high conspicuity’ gear such as clothing or helmets.

The data was analysed for mean speeds and influences such as the time of day, the presence of a car at the T-intersection, and the influence of free headway. The results were compared for robustness across locations and days.

Results

Results establish that motorcycles travel around 10% faster than other traffic, with motorcycles travelling on average 3.3 kph faster than cars. Motorcycles are 3.4 times more likely to be exceeding the speed limit than cars. It is concluded that in urban areas motorcycles are travelling significantly faster than other traffic.

Contribution to the Field

These findings are discussed against a concern to reduce motorcycle crashes by improving conspicuity and previous research that implicates a ‘looked-but-failed-to-see’ effect for car drivers. These results suggest a ‘looked but-failed-to-judge-the-approach-speed’ effect, and this may have little to do with motorcycle conspicuity.
Motorcycle non-standard helmet use in an urban area of Mexico
Authors: Hidalgo-Solórzano E , Inclán-Valadez C , Pérez-Núñez R , Híjar M
Published: October 2012

Background

In Mexico, as in other low and middle income countries, the use of motorcycles has become a popular and increasing mean of transportation. During 2009, 1.2 million motorcycles were registered. This represents 1114 motorcycles per 100 000 inhabitants, figure that has tripled in the last decade.

Objective

To estimate the prevalence of helmet use and the prevalence and factors associated to non-standard helmet use (NSHU) among motorcyclists of Cuernavaca.

Methods

A cross-sectional study that included observations on public thoroughfare and a survey in a sample of motorcyclists stopping at petrol stations was performed by researchers of the National Institute of Public Health. Data were collected on a daily basis, during daylight hours in February–March 2009 and March 2010.

Results

1286 motorcyclists were observed. Prevalence of helmet use was 78%. Helmet use was higher in drivers (84%) than passengers (37%) and amongst males (81%) compared to females (42%). From the 493 motorcyclists interviewed, prevalence of NSHU was 64.8%. Compared to those with bachelor or higher studies, those with secondary school (OR=1.80, 95% CI 1.01 to 3.19) and those with elementary or less school (OR=3.48, 95% CI 1.14 to 10.50) showed more NSHU. Travelling for leisure activity or riding for pleasure (OR=0.25, 95% CI 0.12 to 0.51), travelling in a <500 cc motorcycle (OR=4.14, 95% CI 2.12 to 8.06), and not owning the motorcycle (OR=0.53, 95% CI 0.34 to 0.82) also showed association.

Significance

Current legislation does not require helmets to be ‘standard’. Given the lack of information about actual security and protection provided by non-standard helmets, the high prevalence of non-standard helmet use found raises the need to change Mexicans laws.
A seat belt in non-motorised vehicle rickshaw—can it prevent roads traffic injuries in Bangladesh?
Authors: Biswas A , Kibria A , Hossain ST , Rahman F , Baset KU , Mashreky SR
Published: October 2012

Background

Road traffic accident in urban settings of Bangladesh is often occurs. Specially, three wheeler non-motorised passenger carriers named rickshaw causes mortality and morbidity includes longer duration of hospital stay, psychological stress, economic burden, social deprivation and disability.

Objectives

To know the perception of community people on rickshaw injuries and it's prevention, to explore feasibility, uses and compliance of new safety devices to prevent injuries due to rickshaw accidents and to observe the acceptability of the safety device among the community people.

Methods

Both qualitative and quantitative methods were used. Group discussions were conducted to know people perception include rickshaw puller and prevention measures. Experimental study was applied by installation of seat belt in rickshaw and compare with other safety devices. Observational study also performed to see its acceptability.

Results

Community people perceived that simple safety device can prevent rickshaw injuries; it will be useful for children and older. We installed seat belt in a dummy rickshaw, compare with other devices Shock absorbing device on the rear bumper and Metallic spring device on the rear bumper. Observational findings showed that 27.8% used seat belt during travel (n=36) in dummy rickshaw, 60% user had a child with a female.

Significance

Seat belt found useful safety device in prevent rickshaw injuries and also accepted by users.
Assumed risk by vulnerable roadway users: traffic rules transgressions in a capital city of Southwester Colombia, 2009
Authors: Morales-Quintero FJ , Gómez-Salazar GS , Bonilla-Escobar FJ , Fandiño-Lozada A , Santaella J , Gutierrez-Martinez MI
Published: October 2012

Background

Traffic rules transgressions are a risk factor for traffic events; their fulfilment reduced on a half the number of deaths and serious injuries.

Aims/Objectives/Purpose

To determine the traffic rules infractions on roads by users, in places where traffic events occurred with injuries. Cali, Colombia.

Methods

Descriptive study of road traffic videos filmed at sites of occurrence of traffic injury. The sample consisted of 12 videos of 30 min each, we established users, transgressions of traffic rules and their confidence intervals. The proportions were compared with the Z statistic, with 95% confidence.

Results/Outcomes

There were a total of 13 491 road users, distributed as follows: 1.206 (8.9%) pedestrians, 624 (4.6%) cyclists, 3.324 (24.6%) motorcyclists and 8.337 (61.8%) drivers. The most frequent infraction in drivers was not respecting the stop signal (3.1%), in motorcyclists transiting in the line designed just for automobiles (55.2%), driving without wearing a reflective safety vest (12.4%); in cyclists driving without wearing a reflective safety vest (100%) and without wearing helmet (99.2%). In pedestrians the most frequent infraction was crossing the road on inappropriate place (77.3%) not used of the pedestrian bridge (72.3%). Significant differences were found between the proportion of infractions committed by drivers compared with vulnerable road users (p<0.001).

Significance/Contribution to the Field

We observed high proportions of traffic rules transgressions among road users, especially among vulnerable road users, increasing their risk. We recommend studies that address the problems of infractions from the perspective of road user, and the formulation of activities to reduce these behaviours.
Imputation of chronic neck pain to a motor-vehicle collision: a Bayesian approach
Authors: Salmi LR , Cassidy JD , Holm LW
Published: October 2012

Background

Causes of chronic neck pain include motor-vehicle collisions. Imputation of an individual pain to a past motor-vehicle collision, however, remains difficult.

Aims/Objectives/Purpose

A Bayesian method is proposed to assess causality of chronic neck pain in individuals.

Methods

In epidemiology, causality assessment deals with four types of persons defined by exposure (history of collision) and occurrence of chronic neck pain. We linked the epidemiological approach to imputation, which considers persons with both history of motor-vehicle collision and chronic neck pain. Based on methods developed in pharmaco-epidemiology, imputation was formulated using Bayes theorem, relating epidemiological knowledge on causes, a patient's history, and the posterior odds that the chronic pain was caused by the collision. Data needed to apply the method include cause-specific relative risks, and frequencies of history of collisions, and of a positive relevant characteristic in persons with no history of collision. Illustrations are proposed using published data and hypothetical cases.

Results/Outcomes

Identified relevant characteristics include mechanism and qualification of the collision, social-psychological variables, occupation and working conditions, age and gender. Cases illustrate that the approach allows switching from major uncertainty to ruling in or out a causal relationship with the collision; full application of the method will require more epidemiological data.

Significance/Contribution to the Field

The nature of relevant characteristics underscores the need to fully document the mechanism of all injuries in emergency rooms. As in other applications, the bayesian approach to imputation could become a powerful tool for experts involved in litigation of chronic neck pain or other motor-vehicle related injuries.
Child passenger safety practice in China: attention and action
Authors: Pan Shuming , Du Wei , Jiang Fan , Bilston Lynne , Brown Julie , Shen Xiaoming
Published: October 2012

Background

China is undergoing rapid motorisation. Since little was known for child passenger safety practice in China.

Aims

This study aims to describe where child passengers are seated and whether restraints are used; and investigate the influence of children and/or parental attributes on seating position and restraint use.

Methods

Toll gate observation for child passengers aged ≤12 years was conducted in Shanghai during 2009. Another parent survey for kindergarten enrolled children aged 2–7 years was conducted during 2008–2009. The adjusted relative risks (RR) comparing rear with front seating position among child passengers were evaluated using multivariate binomial regression with robust variance estimation. The adjusted RR comparing any restraint use with no restraint use was also evaluated.

Results

Both observation and survey studies revealed common front seating practice and low restraint use among child car passengers. Younger age (≤4 years), single child in a car, and parental license status were associated with decreased likelihood of rear seating position; whereas tertiary education for mothers was associated with increased likelihood of rear seating selection for child passengers. Children travelling with drivers using no restraints were less likely to be restrained; whereas parents having drivers license were more likely to use restraints for their child passengers.

Conclusion

This study demonstrates common front seating and low restraint use as ignored safety concerns, and identified risk factors influencing restraint use and seating position for child passengers. These findings call for urgent attention and appropriate intervention targets to improve child passenger safety in China.
Healthcare providers and teen driving safety: topics discussed and communication products used in practice
Authors: Huitric M , Greenspan A , Dellinger A , West B
Published: October 2012

Background

Traffic crashes are the leading cause of death among US teens. Healthcare providers who care for adolescents have an opportunity to address the issue and discuss what works to keep teen drivers safe on the road.

Aims

To assess teen driving safety topics addressed by healthcare providers during the patient encounter and to assess their use of available health information resources.

Methods

Web-based survey of healthcare providers in the following categories: family practice, general practice, internal medicine, paediatrics, and nurse practitioners. Data from 1088 providers who saw patients at or near driving age were included.

Results

Family and general practice physicians represented 44.3% of the sample, followed by paediatricians (22.5%), nurse practitioners (17.7%), and internists (15.5%). Nearly all respondents (92.9%) reported addressing one or more crash risk factors (seat belt use, nighttime driving, fatigue, teen passengers, alcohol/drug use, speeding/reckless driving, and cell phone use/texting) with adolescent patients and/or their parents. Seat belt use was reported more often (83.7%) than other topics. Paediatricians reported addressing these risk factors more often than other specialties. When communications products were used, written materials such as pamphlets were used more often than other types of products such as posters or videos. Parent-teen driving contracts were reported by less than 10% of respondents.

Significance

Most respondents reported addressing key driving safety topics with adolescents and/or their parents. However, parent-teen driving contracts, a known effective intervention, was reported infrequently. This, coupled with the expressed interest in receiving written resource materials, presents an opportunity for future progress.
Prevalence of driving while sleepy: a population-based survey of four-wheeled motor vehicle drivers in Fiji
Authors: Herman J , Ameratunga S , Wainiqolo I , Kafoa B , Robinson E , McCaig E , Jackson R
Published: October 2012

Background

Despite its acknowledged relevance as a risk factor for road traffic injuries, few studies have quantified the prevalence of driver sleepiness in low and middle-income countries.

Objective

We examined the prevalence of sleepiness and sleep-related disorders among motor vehicle drivers in Fiji.

Method

Using a two-stage cluster sampling study design, we recruited a representative sample of people driving four-wheeled motor vehicles at randomly selected times from 50 randomly selected roadside survey sites, on the island of Viti Levu, Fiji, over 12 months commencing July 2005. A structured interviewer-administered questionnaire sought self-report information on driver characteristics including sleep-related measures.

Results

The 752 motor vehicle drivers recruited (84% response rate) were aged 17–75 years (mean 37 years), with most driving in Viti Levu undertaken by males (93%), and those identifying with Indian (70%) and Fijian (22%) ethnic groups. 18% of driving was undertaken by drivers who reported that they felt sleepy, had difficulty staying awake, or were not fully alert. Most driving while sleepy or less alert (25%) was undertaken by young drivers aged 15–24 years, with a similar proportion reporting less than five nights of adequate sleep per week. The prevalence of driving while experiencing acute or chronic sleep deprivation was generally higher among Fijians compared to Indians.

Significance

Driving while not fully alert is relatively common in Fiji, suggesting driver sleepiness may be an important but under-estimated contributor to road traffic injuries in this and other less resourced Pacific countries.
A case study of the prevalence and characteristics of red light runners in Malaysia
Authors: Hawa Mohamed Jamil , Akmalia Shabadin , Ho Jen Sim
Published: October 2012

Background

Little is known about the prevalence and factors influencing red light running in Malaysia and the relation to the growing number of intersection related crashes.

Objective

To examine the prevalence and identify the factors associated with red light running at selected intersections in Malaysia.

Methods

Four intersections with high rate of accidents were selected as observation sites. Observations were conducted during peak hour (7:00–21:00) and off-peak (14:00–16:00) on a randomly selected day of the week excluding the weekends. Traffic volumes, traffic light violations, type of vehicles, time of day and cycle length of the traffic light were recorded.

Results

In total, out of 5090 vehicles observed, 12.04% (n=613) violated the red light. It was found that drivers facing short cycle length (less than 120 s) were more likely to run red lights. Intersections with fixed-timed traffic lights recorded 1.5 times more cases of red light running compared to intersections with vehicle-actuated traffic lights. Motorcyclists were 4.32 times more likely to run the red light compared to other drivers. No significant differences were observed in the number of red light running during peak hour and off-peak.

Conclusion

It was found that red light running were significantly related to the cycle length (p<0.05), types of traffic light (p<0.01) and types of vehicle (p<0.01). This study suggests the implementation of suitable engineering countermeasures and automated enforcement to reduce the number of red light running in Malaysia.
Safety on highway work zones and speed management
Authors: Gupta S , Iqubal S , Tiwari G
Published: October 2012

Background

Crash rates on highway work zones have been found to be higher than other locations in many countries. This is an important consideration for India since government has launched a major highway expansion programme. A recent study of NH-28 in India shows the inadequacy of current traffic management and safety practices at work zones. One of the important objectives of Traffic Management Plans (TMPs) is to ensure safe speed in working zones. However, effectiveness of current practices on speed management has not been documented. NH-8 has been selected for the study where six-laning is being done.

Objectives

To examine characteristics of vehicle speeds in Advance Warning Zone (AWZ), Working Zone (WZ) and Terminal Transition Zone (TTZ) on eight selected sections of NH-8.

To find the effectiveness of existing Traffic Management Plans (TMPs) implemented on Highways.

Methodology

Speeds on AWZ, WZ and TTZ were recorded and individual as well as combined analysis has been done for different categories of vehicles.

The mean speeds, SD, 85th percentile speeds and percentage of vehicles exceeding the speed limit were determined.

Results

It was observed that the mean speed and 85th percentile speed of vehicles in all the three traffic control zones is more than the posted speed limit of 40 km/h. t-Test results show that there is no significant difference in the speed of vehicles in three traffic control zones at 95% CI.

Significance/Contribution to the Field

The results of the study would help transportation planners and engineers to understand the impact of existing TMPs on speed control in working zones.
Drivers' working conditions and private bus crashes in Kandy, Sri Lanka
Authors: Jayatilleke AU , Poudel KC , Dharmaratne SD , Jayatilleke AC , Jimba M
Published: October 2012

Background

Buses are the main mode of passenger transport in Sri Lanka operated by both government and private sectors. However, private sector buses carry a greater risk of crashes than the government sector buses.

Objectives

This study aimed to explore the driver factors for private bus crashes in Kandy District, Sri Lanka and the effects of working conditions of private bus drivers on bus crashes.

Methods

A case-control study was carried out in the Kandy district of central province, Sri Lanka. Cases were the private bus drivers registered in the central province and involved in crashes between November 2005 and April 2006 (n=63). Two controls were matched for each case who participated in the study. Controls were the private bus drivers working on the same route of the case and working around the same time of the crash (n=90).

Results

A strong association was observed between drivers' disagreement on working hours and private bus crashes (OR 5.06, 95% CI 1.55 to 16.52). Also, a significant association was noted between self-reported traffic convictions and private bus crashes (OR 8.00, 95% CI 3.29 to 19.44). Age and driving experience were inversely related to the bus crashes.

Significance

Drivers' disagreement on working hours and traffic rule violations were significant risk factors for private bus crashes in Sri Lanka. Young, inexperienced drivers are more prone to involve in crashes. Hence, new legislations are recommended on working hours of the private bus drivers. Further, government should take stern actions against traffic rule violations.
Spatial analysis of fatal and injury crashes in Curitiba
Authors: Aguilera S , Krempel M , França B , Moysés ST , Moysés S
Published: October 2012

Background

Road accidents are an important cause of mortality in big cities in Brazil mainly in metropolitan areas like Curitiba.

Aims/Objectives/Purpose

This study aims to analyse epidemiological characteristics of victims and traffic accidents and identify space distribution of traffic accident's occurrences.

Methods

The analysis of traffic accident's space distribution (georeferencial) was accomplished to enlarge the knowledge of occurrence standard's and its distribution regularity related to each Regional Administrative Office, neighbourhood and streets of Curitiba. An index of accidents by population and an index of accidents by demographic density were generated to determine criteria risk of accidents in each neighbourhood and allowing comparability. To characterise victims and accidents, a descriptive and analytical epidemiological study was accomplished, based on an institutional secondary data base evaluation supplied by Epidemiology Centre of Curitiba's Municipal Health Office.

Results/Outcomes

The main findings reaffirm accident's predominance in the male young adult gender, but for each age group and each type of traffic user (pedestrian, cyclist, motorcyclist, driver, passenger) there are specificities which contribute to determine the risk of suffering a traffic accident and they need differentiated specific intervention strategies to become efficient. It's necessary to establish partnership with traffic related parts, registration standards, interaction among institutions which compose the system and to develop analyses and evaluation methodologies of generated data.

Significance/Contribution to the Field

This work supplies elements to the construction of a reliable information system which gives subsides to elaborate prevention and intervention actions, allowing better orientation of public policies of the sector.
Post-crash Management of road traffic injury victims in Iran. Stakeholders' views on current barriers and potential facilitators
Authors: Khorasani-Zavareh D , Khankeh H , Mohammadi R , Laflamme L , Bikmoradi A , Haglund B
Published: October 2012

Background

Road traffic injuries are a major public health problem, especially in low- and middleincome countries. Post-crash management can play a significant role in minimising crash consequences and saving lives. Iran has one of the highest mortality rates from road traffic injuries in the world. The present study attempts to fill the knowledge gap and explores stakeholders' perceptions of barriers to—and facilitators of—effective post-crash management in Iranian regions.

Methods

Thirty-six semi-structured interviews were conducted with medical services personnel, police officers, members of Red Crescent, firefighters, public-health professionals, road administrators; some road users and traffic injury victims. A qualitative approach using grounded theory method was employed to analyse the material gathered.

Results

The core variable was identified as ‘poor quality of post crash management’. Barriers to effective post-crash management were identified as: involvement of laypeople; lack of coordination; inadequate pre-hospital services; shortcomings in infrastructure. Suggestions for laypeople included: (1) a public education campaign in first aid, the role of the emergency services, cooperation of the public at the crash site, and (2) target-group training for professional drivers, police officers and volunteers involved at the crash scene. An integrated trauma system and infrastructure improvement also is crucial to be considered for effective post-crash management.

Conclusions

To sum up, it seems that the involvement of laypeople could be a key factor in making post-crash management more effective. But system improvements are also crucial, including the integration of the trauma system and its development in terms of human resources (staffing and training) and physical resources as well as the infrastructure development.
Measuring non-fatal road trauma: how reliable are police and hospital temporal trends over time for road users by injury severity?
Authors: Mitchell R , Bambach M , Grzebieta R , Williamson A
Published: October 2012

Background

Road trauma identified using hospital admission records and/or police-reported crashes are susceptible to changes in policy and resourcing. Divergence between the incidence of police and hospital reported road trauma trends needs to be explored, as this may have an impact on the development and evaluation of road safety policy.

Aim

To compare the temporal trends in police, hospital, and linked police-hospital records for non-fatal road trauma for road users by injury severity.

Method

Temporal trends for road users were examined in: (i) hospital admission, (ii) police-reported crashes, and (iii) linked police-hospital records during 2001–2009 in New South Wales, Australia by injury severity. Injury severity was identified using the International Classification of Diseases Injury Severity Scores (ICISS).

Results

Hospital records showed significantly increasing injury trends for motorcyclists and pedal cyclists (6.3% and 5.5%) and significantly decreasing trends for motor vehicle occupants and pedestrians (1.7% and 2.2%) per year. These trends were similar for linked hospital-police data, except for pedal cyclists. In police-reported crashes, there were significant decreases for pedal cycle, motor vehicle and pedestrian casualty rates (1.5%, 3.8% and 5.2%), and a significant increase for motorcyclists (1.8%) each year. Serious injury (ICISS greater than 0.965) showed less fluctuation in injury trends over time than more minor injuries.

Significance

Differences in the annual percent change over time between hospital and police-reported crashes are evident which may influence policymaking. Motorcycle trauma were increasing 3.5-fold using hospital admissions compared to police-reported crashes, while pedal cyclists showed divergent trends between data collections.
Socioeconomic Inequality in road traffic injuries in Tehran
Authors: Abbas Motevalian , Roya Safari , Mohsen Asadi-Lari
Published: October 2012

Background

Road Traffic Injuries are the first cause of burden of disease in Iran. There is increasing evidence on the inverse relationship of socioeconomic status and traffic injury incidence.

Objectives

The objective of this study was to quantify the extent of socioeconomic inequality in traffic injuries in Tehran.

Methods

The study was carried out in 2008 and 81 418 inhabitants of Tehran were randomly selected by a three-stage cluster sampling scheme. In each household, the respondent was asked to describe injuries occurred for any of the household members during past 12 months which required medical intervention or caused 1 day loss of normal life. Household asset data was used to determine the socioeconomic status by applying principal component analysis. Concentration indices were calculated to measure inequalities.

Results

Annual incidence rate for all types of traffic injuries was 16.2 (95% CI 15.1 to 17.3) per 1000 person year. Poorest to the richest OR was 1.7 (95% CI 1.36 to 2.13). The concentration index was −0.07 (95% CI −0.11 to −0.03) for all the population. Among age groups, the highest concentration index was −0.2 for less than 5 years, followed by 5–14 years which was −0.16. The concentration indices for motorcycle related injuries and pedestrian injuries were −0.24 and −0.18 respectively. There was no significant inequality in car passenger injuries.

Significance

This study emphasised that traffic injuries are more concentrated among lower socioeconomic groups. The extent of this inequality is more among younger age groups, motorcyclists and pedestrians. Developing appropriate strategies to reduce the observed inequality is needed.
Decreasing driver speeding on a simulated drive with feedback and reinforcement
Authors: Mullen NW , Bédard M
Published: October 2012

Background

Research suggests that driver feedback combined with reinforcement can increase safe driving (ie, reduce speeding and tailgating). Although promising, it is currently unknown whether both feedback and reinforcement are required to increase safe driving or whether similar results could be achieved with just one of these components.

Aims/Objectives/Purpose

We investigated the amount of speed reduction that could be achieved on a simulated drive with just one intervention component (ie, feedback alone or reinforcement alone) compared with feedback and reinforcement combined.

Methods

Twenty-eight men (7 per group) aged 18–29 completed a 30-min simulated drive using a 2×2 design (feedback or not; reinforcement or not). Real-time feedback consisted of a dashboard device informing participants of their current speed relative to the speed limit using lights. Reinforcement consisted of drivers earning points for driving at or below the speed limit; points were later exchanged for a gift card, with its value determined by the number of points earned.

Results/Outcome

Compared with control participants, drivers who received feedback combined with reinforcement spent less time driving above the speed limit, had a slower mean speed, and had a smaller SD of speed (all p values<0.05). Drivers exposed to reinforcement alone showed speed reductions similar to drivers who received both feedback and reinforcement. Drivers exposed to feedback alone drove at speeds similar to control participants.

Significance/Contribution to the Field

Reinforcement alone was necessary and sufficient to achieve a reduction in drivers' speed. This information could be used to inform policy-makers and car manufacturers.
Comparing road traffic injury datasets in the Dominican Republic with Health Organisation recommendations
Authors: Salmi LR , Puello A , Bhatti J
Published: October 2012

Background

Police datasets are commonly used to estimate Road Traffic Injury (RTI) burden. Nonetheless, newer health system—based datasets such as social security (SS) data are now becoming available in developing countries.

Aims/Objectives/Purpose

To compare availability of information in police and health-based RTI datasets with WHO recommendations in a developing country.

Methods

Study setting was the Dominican Republic (DR) in 2010. Availability of RTI information was assessed in three datasets: Police, SS, and Forensic Agency. Content and quality were compared with definitions of the 21 recommended core variables of the WHO Road Safety Data Systems Manual.

Results/Outcomes

The three databases included 14 266 records. Availability of age, sex, intent, location, nature and mechanism of injury, and hour and date was higher in the SS dataset (100%) than in police records, where availability varied from 56% for vehicle mark to 86% for age and 83% for road type. Essential identifier variables such as the national number was never recorded in Forensic records, or poorly documented (30%) in police data. Many variables related to human and exposure factors, such as alcohol consumption, seat-belt wearing, and helmet utilisation or traffic volume were not recorded.

Significance/Contribution to the Field

Many relevant variables are available in SS records or could be added inexpensively into the current datasets. DR authorities should adopt urgently the entire WHO minimal data systems recommendation to develop a reliable, affordable and accurate RTI monitoring system.
‘The triangle that moves the mountain’: evaluation of road safety intervention model in Phuket, Thailand
Authors: Seetamanotch W
Published: October 2012

Background

Road traffic accident mortality rate in Phuket was very high. In 2006, it was the third highest in Thailand.

Aims/Objectives/Purpose

To evaluate the impact of road safety intervention programmes in Phuket.

Methods

Road traffic accident mortality has been monitored in all Phuket's hospitals since 1997. In 2008, lack of solution of the problem prompted the development of a new model that can address the complex challenges arising from social development. There are three key elements in this model: (1) creation of relevant knowledge through research (2) social movement and (3) Political involvement. Providing the key evidence for example, number of injury cases in black spots, risk behaviours, and the evidence-based solutions in other countries to key stakeholders from various sectors and disciplines during regular meetings was essential to mobilise the social movement. The identified risks factors were corrected by the participants themselves or by advocated to the local authorities.

Results/Outcomes

Since 2008, there were 26 meetings among the key stakeholders for example, police, transportation authority and public health officer. Outcomes of the meeting included improvement of 20 black spots, three local regulations and helmet enforcement campaign. The average number of fatalities reduced 29% (192 to 136)

Significance/Contribution to the Field

This leverage model is effective and practical to solve the complex, interconnected and challenging problem such as traffic injury especially in the low and middle income countries.
Findings of the follow-up survey—GRSI Beijing project of improving vulnerable road user safety at junctions
Authors: Yuan A , Chen YY
Published: October 2012

Background

During 2006–2009, Beijing Transportation Research Center, Beijing University of Technology (BJUT) and Global Road Safety Partnership (GRSP) worked together on a project to improve vulnerable road user (VRU) safety at junctions in Beijing.

Six urban junctions were selected for improvement; the construction was undertaken during 2007–2008. Nowadays, the vehicle volume has increased significantly in China compared with 2006 when the project started. The environment has changed, are the facilities put at the junctions still in place? Do people still use them? Have those countermeasures helped to reduce the road crashes at the junctions? BJUT and GRSP carried out a follow up survey in 2010 to find these answers.

Objectives

Find out if the road crashes has been reduced since the countermeasures taken. Find out if the undertaken countermeasures/facilities are still in place and still in use; if they are still helping with reducing the traffic conflicts and changing behaviour of road users at the junctions. Make recommendations to the municipal government for further improvement.

Methods

Crash data comparison between 2004–2005 and 2008–2009; Road observations and behaviour interview.

Main Findings

The numbers of casualty crashes were reduced at all selected junctions. Most of the facilities/countermeasures at the junctions are still in place and still being used. There are still a lot of rooms for improvement.

Significance/Contribution to the Field

The survey provides additional information after the project and some food for thoughts. It presents a systematic way of conducting the project.
Understanding for changing: how to design successful social marketing campaigns targeting unsafe behaviours. The experience of theroad safety in 10 countryproject, Russia
Authors: Zambon F , Sethi D , Orlov S , Polurotov P , Peden M
Published: October 2012

Background

Social marketing campaigns can be effective in inducing behavioural change. However, to better target the messages, it is necessary to thoroughly investigate motivations behind unsafe behaviours.

Aims

To describe how social marketing campaigns on seat-belt use and speed control were developed in the Russian Federation under the framework of the projectRoad Safety in 10 Countries-RS10.

Methods

The development of the RS10 social marketing campaigns in Russia followed a 9-step process:

1. Defining target audience by consulting existing data sources and reviewing national and international research.

2. Conducting focus groups on target audience.

3. Developing creative concepts, key messages, concepts for marketing material, media strategy.

4. Testing creative concepts, key messages, and scenarios for video and audio material by means of focus groups.

5. Conducting pre-campaign knowledge/attitude/practice-KAP survey to better target the audience and better explore the media use.

6. Developing video/audio clips, outdoor advertisement, tailored gadgets, leaflets.

7. Organising launch event, press conference.

8. Conducting public relation initiatives in connection with strengthened enforcement.

9. Assessing the campaign through KAP measuring the exposure to campaign.

Results

Both campaigns proved to be successful. The seat-belt campaign led to an increase of 19% of seat-belt use among drivers and 24% among passengers compared to baseline measures. The campaign on speed led to an increase of 9% of compliance among drivers to posted speed limits compared to baseline measures.

Significance

Understanding which segments of the audience need to be targeted the most and what the contextualised motivations for unsafe behaviours are is key for inducing behavioural change.
Research and analysis on the uncertainty data cloud of Chinese road traffic injury
Authors: Zhou Ji-Hong , Qiu Jun , Zhang Liang , Yao Yuan , Liu Guo-Dong , Yuan Dan-Feng , Gao Zhi-Ming , Zhou Lin , Wang Zheng-Guo
Published: October 2012

Background

In recent 30 years, Chinese road traffic injuries increased dramatically with the rapid development of traffic and transportation. Domestic and foreign researches mostly hold certain views and arguments on the data of Chinese road traffic injuries.

Objectives

To analyse the differences and causes between Chinese official data of road traffic injuries and the reality to promote the control on Chinese road traffic injuries through the surveys on road traffic accidents and injuries.

Methods

(1) Sampling survey was made on the original files of all road traffic accidents of three traffic police management sub-groups of a city in 2000–2006 to investigate accidents, casualties, time of death, etc as well as the data of accidents and deaths reported and released every year, etc and analyse whether there are significant differences between the data of original accident files and the data released; (2) the data and information about the inpatients due to wounds and traffic injuries from 210 Chinese hospitals in 2001–2007 were chosen to analyse the casualties and trends of traffic injured persons hospitalised.

Results

The regional road traffic accidents and injuries and the number of inpatients with traffic injuries to be treated by hospitals tend to increase slowly as a whole. The results of sampling survey shows that the actual number of deaths due to traffic accidents of a city between 2000–2006 is 3.09 times of the released one, resulting in a data loss rate of 67.62%, while the data loss rate in the rural-urban fringe zone is even up to 89.93%; the number of injured persons is 5.59 times of the one released by public security department, resulting in a data loss rate of 82.10%, while the data loss rate in rural-urban fringe zone is even up to 95.73%. 13.21% of these deaths due to traffic accidents have ever been injured for 7 days before death; 26.71% of the deaths due to traffic accidents after being hospitalised have ever been injured for 7 days before death.

Conclusions

The results of the research suggest that, the rapid and continuous increase of Chinese road traffic injuries was controlled effectively between 2000–2007 as we researched, but there was no significant drop either; the numbers of deaths and injured persons due to traffic accidents in the region surveyed are above three times and five times of those released by police system respectively, the reasons for which involves the statistical standards and methods of Chinese traffic accidents and casualties and the management mechanism of police system, etc. The reasons were discussed and some suggestions were given in this paper.
Road traffic injury mortality, morbidity and disability: evidence from Bangladesh Health and Injury Survey (BHIS)
Authors: Baset MK , Rahman A , Mashreky SR , Talab A , Rahman A K M F , Towner E
Published: October 2012

Introduction

Road traffic injuries (RTIs) are a leading cause of morbidity, disability and mortality in low income countries. In 2004 nearly 1.3 million people of all ages were killed in road traffic crashes and over 50 million were injured or disabled. There are indications that road traffic injury fatalities and morbidities are increasing in Bangladesh.

Objective

Investigate the magnitude of and risk factors for road traffic injury in Bangladesh.

Methodology

A cross sectional study was conducted to explore the magnitude of mortalities and disabilities due to RTIs. Face-to-face interviews were used. Multi stage cluster sampling was used to select the sample.

Results

Data were collected from 171 366 rural and urban households, covering a population of 819 429. The overall incidence of RTIs fatality was 12.9 per 100 000 population. The mortality rate gradually rose from children under five and peaked in the older age group, 55 years and above, (21.4 per 100 000). The overall rate of non-fatal RTI was calculated as 134.5 per 100 000. The highest incidence (165.7 per 100 000) was in the 20–39 years age group. A significantly higher rate of RTI mortality and morbidity was observed among males. The incidence of RTI was found to be three times higher in rural than urban areas. Most RTIs were non motorised vehicle and pedestrian injuries. The highest rate of RTI disability was found among males, aged 30–54 years.

Conclusions

Road traffic injury is an important public health issue in Bangladesh. Immediate attention should be made to strengthen preventive intervention measures.