bluuebunny/crossref_metadata_2025 huggingface dataset:
Mind wandering and driving
Authors: Lagarde E , Gabaude C , Maury B , Lemercier C , Salmi L -R , Galéra C
Published: October 2012

Background

Despite progresses achieved in road safety the number of lives saved is reaching a plateau in developed countries. Inattention at the wheel remains understudied.

Aims/Objectives/Purpose

In order to examine new ideas about potential causal factors and targets for interventions we investigated the association between mind wandering (MW) and road traffic crash.

Methods

We performed a case-control responsibility study among 954 drivers attending the Emergency Department following road traffic crash.

Results/Outcomes

MW with high disturbing thought content was a statistically significant risk factor for being responsible for road-crash (24% of responsible versus 13% of non responsible; aOR=1.84 (1.26 to 2.68); Attributable Fraction of 11%) after adjustment on external distraction and a range of potential confounders including alcohol use, psychotropic medicine use, sleepiness and emotional valence.

Significance/Contribution to the Field

MW behind the wheel, through intentional lapses towards external stimuli may compromise the ability to integrate road information thus threatening traffic safety. Innovative interventions should be experimented to address the issue of MW in road traffic crashes.
Active transport among Kiwi adolescents in the urban jungle: perceptions of safety and convenience
Authors: Sophia Leon De La Barra , Emily Stevens , Paula Skidmore , Sandra Mandic
Published: October 2012

Background

Active transport (AT) is an effective way for increasing physical activity in adolescents. While individual, family, social, and safety factors influence transport choices to school, less is known about factors influencing means of transport within the urban setting.

Aims

This study compares individual, household, and social factors associated with AT (walking and cycling) versus MT (motorised transport) to parks and playgrounds, city centre, and sport and recreational facilities among urban adolescents in Dunedin, New Zealand.

Methods

In 2009, 1182 secondary school students (age: 14.2±1.2 years; 53.6% boys) from 10 urban schools completed the online Otago School Students Lifestyle Survey. Data collected included sociodemographic and behavioural information, parental perceptions of safety, social support for AT, and usual mode of transport to parks and playgrounds, city centre, and sport and recreational facilities.

Results

Most students used AT to parks and playgrounds (70.5%), but less to city centre (20.5%) and sport and recreational facilities (19.8%). Overall, 46.5% of students met physical activity guidelines and 37.4% met screen time guidelines. Parental concern for safety was the greatest barrier for AT to parks and playgrounds (AT:4.0% vs MT:12.1%), p<0.001). Bus was perceived as a more convenient transport option to city centre (AT:61.5% vs MT:78.8%, p=0.001) and safer transport option to sport and recreational facilities (AT:53.1% vs MT:67.6%, p=0.001).

Contribution to the Field

Adolescents are most likely to use AT to visit parks and playgrounds, while MT is perceived as safer and more convenient for accessing city centre and sport and recreational facilities.
Preliminary results on crashes in a validation study for a new simulated assessment of driving performance for novice teen drivers
Authors: McDonald CC , Lee Y -C , Tanenbaum JB , Seacrist T , Winston FK
Published: October 2012

Background

Driving simulators offer a safer alternative to on-road driving for driving performance evaluation. However, few protocols for novice teen drivers have been validated for ability to differentiate safe from unsafe driving performance.

Aims

To test the construct validity of a new simulated driving assessment by comparing count of crashes among novice teen and experienced adult drivers.

Methods

We recruited and enrolled novice teen (age 16–17, ≤90 days licensure) and experienced adult (age 25–50, ≥5 years licensure) drivers to complete 3 experimental drives which were designed to reflect the situations that led to the most prevalent types of teen crashes (left-turn, rear-end, and run-off-road events) identified in the National Motor Vehicle Crash Causation Survey. Using a fixed-base high fidelity driving simulator (160° field of view) we collected simulator data and derived variables for crashes (collisions with vehicles and run-off-road events). We describe results from initial participants with evaluable data (n=9 novice teen and n=7 adult experienced drivers).

Results

Preliminary results indicate the 9 novice teens had a total of 10 crashes (range per teen=0–3) and the 7 adult experienced drivers had a total of 4 crashes (range per adult=0–3). In the sample, 56% of the novice teen and 29% of the experienced adults drivers were involved in one or more crashes.

Significance

The results from our initial participants indicate support for the construct validity of our simulated driving assessment. With further validation, it has potential to facilitate cross-cultural comparisons of standardised evaluation of driver trainee strategies.
UNDERSTANDING ANATOMICAL INJURY SEVERITY OF FATAL ROAD CRASHES
Authors: Hashim H , Jamaluddin S , Mohamed N
Published: October 2012

Background

Road crashes are regarded as an important cause of mortality due to the increasing number of vehicles, changes in lifestyle and the risk behaviours among general population.

Aims/Objectives/Purpose

This study aims to understand anatomical injury severity for fatal road crashes.

Methods

Retrospective analysis of medical autopsies was conducted between April 2010 and March 2011 for six governmental hospitals within Klang Valley, Malaysia.

Results/Outcomes

Out of 898 autopsies conducted, 70% of victims sustained at least 1 injury to the head and followed by thorax by 44%. Intracranial injury accounts for 52% of head injury and 31% with skull fracture. 94% of intracranial injury involved the cerebrum. On the other hand, 22% of victims sustained injuries to more than 3 different body regions. 45.2% of patients who died in hospital required ICU admission. The mean duration of stay in ICU for patients who died in hospital was 7–8 days. Occupants of motorized two wheelers (62.4%), passenger vehicle occupants (15.7%) and pedestrians (10%) were the common victims of fatal road crashes.

Significance/Contribution to the field

In view of the above findings, it provides valuable insights to medical practitioner to strengthen emergency healthcare and response. In addition, these findings will enable better vehicle designs and safety equipment to avoid or reduce injury in road crashes.
Risk factors for motor vehicle crashes involving civilian drivers and emergency vehicles in use
Authors: Drucker C , Gerberich S , Alexander B , Manser M , Church T , Ryan A
Published: October 2012

Background

Transportation-related events are the leading cause of death among emergency medical services personnel. Previous research has focused, primarily, on factors associated with emergency vehicle (EV) drivers; however, factors associated with civilian drivers involved in EV-related crashes have not been examined adequately.

Aims/Objectives/Purpose

Identify internal (driver-specific) and external (environmental-related) risk factors associated with civilian drivers involved in crashes with an EV in use.

Methods

Using 2002–2010 data from the US National Automotive Sampling System, multivariate logistic regression enabled identification of potential risk factors, based on internal and external exposures of interest for EV- versus non-EV civilian-related crashes. Potential confounders were selected using directed acyclic graphs.

Results/Outcomes

Respective ORs and 95% CIs for internal factors identified increased risks for civilian drivers who were distracted (1.9, 1.6 to 2.3) and under the influence of substances (4.6, 1.9 to 11.3). For external factors, risks increased for drivers when: their vision was obscured by buildings, billboards or other structures (36.4, 18.4 to 71.9), parked vehicles (3.4, 2.2 to 5.2), and trees, crops and vegetation (4.5, 1.7 to 12.0); traffic control devices were controlled by persons (eg, flagmen) (6.7, 3.1 to 14.2), and automatic traffic signals (2.5, 2.1 to 2.9); driving straight through an intersection (3.1, 1.3 to 7.0), and one that contains four or more points (2.1, 1.3 to 3.4). Consequences for civilian drivers in EV- versus non-EV crashes included increased risks for sustaining an injury (1.8, 1.4 to 2.3) and receiving violations for failing to yield the right-of-way (3.0, 2.5 to 3.6).

Significance/Contribution to the Field

Results suggest areas in which interventions can be targeted to reduce motor vehicle crashes with emergency vehicles.
Media analysis of road safety communication in China
Authors: Pan Shuming , DU Wei , Powis Brent , GE Xiaoli , HE Jinglin
Published: October 2012

Background

Road crashes are a leading cause of death and injuries in China. Rapid motorisation and mounting road crash casualties attract considerable media interest. However, the pattern of how the Chinese mass media frames road safety news remains unreported in the literature.

Objective

We aimed to investigate media topics and prominence of road safety communication; identify existing gaps in media coverage; and thus to inform future media strategy reform from a public health perspective.

Methods

During the period December 2011 to January 2012, we searched online mass media resources including print and/or web-based media, Youku (Chinese version of youtube) and similar, and Weibo (Chinese version of twitter), for various road safety and road traffic injury terms. We selected relevant articles using pre-described criteria and coded them to identify common themes and frames.

Results

We identified fewer articles describing road safety research evidence and even fewer providing solutions to the audience, compared to the number of articles describing road crash scenes or road safety educational activities. News coverage of road crashes was highly concentrated in criticising convictions, while road safety campaigns primarily emphasised that the activities themselves were consistent with commonsense perceptions.

Significance

The captured mass media in China is largely silent about research evidence and appropriate solutions central to advocate for evidence-based policies and public engagement. As an important knowledge-translation platform, mass media needs proactive framing of training and public engagement strategies to improve road safety communication in China.
Characteristics of casualty crashes in the Republic of Botswana: identifying evidence-based prevention opportunities
Authors: Sebego M , Paledi V , Kestler A , Fitzharris M , Bowman D
Published: October 2012

Background

Road traffic accidents are a leading cause of death and disability in the Republic of Botswana. Fatality rates increased by 383% (per 10 000 vehicles) from 1975–1998, with recent estimates indicating a 50% higher fatality rate per population than the global average. Few studies have systematically examined the characteristics of crashes in Botswana with a view of guiding road safety policy.

Aims

To document the characteristics and severity of crashes in Botswana so as to inform road safety priorities.

Methods

A retrospective analysis of the National Traffic Police Data of Botswana for the period 1994–2008 inclusive was performed.

Results

During the 14-year study period, there were 235 456 recorded crashes and over the period, the number of crashes increased 116%. The increase in fatality crashes and serious injury crashes was, however, 18% and 0.9%. Overall 2.3% of crashes involved a fatality crashes, 6% were serious injury crashes, and 16.8% were minor injury crashes; the majority were property damage only crashes (74.8%). Of the fatality crashes, 31.8% involved a pedestrian (25%≤9 years), followed by run-off-road crashes into a fixed object (29%) and rollover crashes (11.5%). Passengers account for approximately 40% of all persons killed.

Significance

The results highlight the need for road safety countermeasures aimed at addressing the high level of pedestrian crashes, particularly young children. Analysis of crash types also indicates a need for improved seat-belt use and speed enforcement. The high number of rollover crashes and run-off-road crashes highlights a key role for infrastructure investment in policy development.
The contribution of fate to under-reporting of road crashes and associated road trauma in Pakistan
Authors: Fleiter JJ , Kayani A , King MJ
Published: October 2012

Background

Under-reporting of road crashes and associated fatalities and injuries is a significant problem. The WHO estimates that levels of under-reporting can be as high as 50% in developing countries. The reasons for this are many and complex. It is critical to properly understand the true extent of road trauma so that appropriate resources can be allocated to crash and injury prevention.

Purpose

To explore the role of fatalistic beliefs in risky road use in Pakistan to better understand the issues of under- and non-reporting of road crashes and related road trauma.

Methods

In-depth interviews were conducted with 30 participants in Islamabad, Rawalpindi and Lahore. Participants were professional drivers, car drivers, police officers, policy makers and religious orators.

Results

A strong link between fatalism and risky road use emerged as well as between fatalistic beliefs and non-reporting of crashes. Those killed or injured can go unreported in some cases because the tragedy of a road crash is considered predestined and beyond personal control. Fate was also described as related to drivers reconciling after a crash without police involvement and the seeking and granting of pardon for a road death, both of which can result in non-reporting of crashes and deaths.

Significance

This is the first instance of fatalistic beliefs being directly linked to non-reporting of crashes and fatalities. In a country such as Pakistan where fatalism is linked to Islamic faith, properly recording and addressing road crashes and associated trauma is an immense challenge requiring urgent attention.
Making global road safety collaborations work: stakeholders' perceptions
Authors: Hoe C , Bicaksiz P , Puvanachandra P , Özkan T , Lajunen T , Hyder AA
Published: October 2012

Background

The WHO has called for increased global collaborations on road traffic injury prevention. Despite their stated importance, there is limited empirical understanding about how to forge effective global road safety collaborations in low-and-middle-income countries.

Aims

To understand the key elements of effective global road safety collaborations from the perspective of domestic stakeholders.

Methods

Using purposive sampling, 19 key informants from the Bloomberg Global Road Safety Project (RS10) in Turkey were interviewed.

Results

The RS10 project was successful at bringing together the diverse set of players involved in road safety. Challenges, however, included the lack of clarity, inadequate communication, frequent changes in governmental representatives for the project, and international players' inadequate awareness of the local context. It was recommended that effective global road safety collaborations should have very clear roles and responsibilities for all the organisations involved, frequent communication and information exchange, as well as key local personnel to assist with implementation.

Significance

Results from this study highlighted the need for more investment in the management and evaluation of these collaborations. Best practices should be developed such that stakeholders can work effectively together to tackle this growing public health epidemic.
Black spot identification on the expressway network to a guideline of road safety improvement in Bangkok of Thailand
Authors: Yaowaret Jantakat , Chanida Kangkhajitre
Published: October 2012

The problem of deaths and injuries is currently acknowledged to be a global phenomenon with authorities virtually in all countries of the world. The study intends to identify the black spot locations along the expressway network in Bangkok from the accident database of the Expressway and Rapid Transit Authority of Thailand (ETA). Then this is presented on the satellite imagery webcasted by Google Earth. In this analysis, accident characteristics indicate to accident cause, crash type, vehicle involvement and accident time periods 1998–2005. It reveals that the most frequently occurred accidents are road side crashes of single-vehicle due to the careless driving during day time. On contrary, the most severity crashes are from lost controlled vehicles during night time. To compare the black spot locations of this study with the potential problem locations reported in the recent road safety audit reports. This study reconsiders the black spot locations depend on two parameters, of the three mentioned parameters which indicated 30 locations are black spot locations. Those locations are finally figured the satellite imagery on Google Earth which is proposed supplementary tool to accommodate the visualisation of all related users.

Key words:Black spot identification, the expressway network, road safety improvement, Bangkok of Thailand
Increased traffic fines and road traffic crashes in Sri Lanka
Authors: Jayatilleke AU , Dharmaratne SD , Jayatilleke AC
Published: October 2012

Background

In the developed world higher traffic fines are known to improve the road safety. In Sri Lanka, the traffic fines were increased markedly in 2005; this was done after 20 years of the previous amendment.

Objectives

To evaluate the effects of increased traffic fines on the road safety in Sri Lanka.

Methods

We extracted all the police reported crash data and data on traffic offences in Sri Lanka during first quarters of each year from 2001 to 2006.

Results

From 2001 to 2005, driving under the influence of alcohol (DUI), driving without driving license and driving without revenue license increased markedly and high speed driving doubled. After the amendments, DUI decreased by 28.0%, driving without driving license decreased by 59.5% driving without revenue license decreased by 18.4%, and high speed driving reduced by 25.9%. After 2005, the fatal injury crash rate decreased by 16.1%. Non-grievous injury rate reduced by 10.0% and the grievous injury crash rate reduced by 2.6%.

Significance

After the increase of fines, the traffic offences showed a marked reduction and effectively curbed crashes causing injuries and deaths in Sri Lanka.
Influencing travel demand in Putrajaya
Authors: Ho JS , Jamilah M
Published: October 2012

Background

Putrajaya is the federal government administrative centre of Malaysia with a land area of 49 km2. Due to its unique role as an administrative centre, residential area, commercial district, education hub and tourist spot, its daytime population has reached more than 500 000 people. Traffic congestion has inevitably become a major concern and the relevant authorities are being challenged to achieve its vision of 70% of public transport share for its core precincts.

Objectives

In this study, the travel demand of the commuters in Putrajaya under the effect of economic factors, demand control measures and implication of accident occurrence were assessed.

Methods

Revealed Preference and Stated Preference Survey was performed in 2010 over a 3 months period. A total of 1200 respondents were approached and interviewed in a face-to-face situation. A multinomial logit (MNL) model was then developed based on the data collected.

Results

The results suggest that demand constraint measures play a crucial role in achieving the goal of 30 : 70 car and public transport share apart from economic factors. Nevertheless, compatible service quality of public transport system needs to be in place before the implementation of pricing measures as improper planning could lead to potential shift of car users to motorcycle use given the fact that motorcycle is more flexible and convenience as compared to public transport.

Significance of the Study

This study provides substantial considerable values for the relevant authorities to understand the commuter's preference and thereby designing effective transportation policies in realising its vision.
Trends in Road Traffic Crashes and Associated Injury and Fatality in Pakistan 1956–2010
Authors: Khoso AK
Published: October 2012

Objectives

To perform comprehensive analysis of available road traffic crash (RTC) data from 1956 to 2009 and to estimate magnitude of RTC and associated injuries and fatalities in Pakistan.

Methods

Data from National Transport Research Centre and Statistics Bureau of Pakistan was analysed. Absolute number of crashes, fatalities and injuries as well as fatality risk (fatality per 100 000 inhabitants), fatality rate (fatality per 10 000 registered vehicles), injury severity and fatality per fatal crash were used as indices to measure the trends.

Result

From 1956 to 2010, RTCs increased by 13 times in Pakistan (n=796 to n=10 466). The injuries increased by more than 13 times as well, from 882 to 11 865, and fatalities increased by 15 times—from 302 to 4754, over the same period. Likewise, fatality risk has increased threefold, with 1 in 1961 to 3 in 2009. However; fatality rate has decreased considerably from 58 in 1956 to 7 in 2009. Moreover, fatality per fatal crash remained stable within range of 1.3 and injury severity has increased from 0.38 in 1956 to 0.52 in 2009. The data showed inconsistent trends and considerable variations between the two data sources, which suggests that data collected by different sources are incomplete and not coordinated with other sources.

Conclusions

There is a good deal of deviancy in variables of the two datasets, which suggest that there is discrepancies in data collection and dissemination process leading to compromise on data quality. Moreover, definition and classifications lack international standard. There is urgent need to improve injury surveillance system which can be capable of recording the true magnitude of the RTC and associated road fatality and injury in Pakistan so that policy makers can be able to gauge the severity of the issue which can be helpful in assigning priority to road safety Pakistan.
Effects of speed radar camera in reducing road traffic crashes: experiences from Kenya
Authors: Kibogong DK , Chowdhury SM
Published: October 2012

Background

Road traffic injuries are among the top 10 causes of death accounting for 2.1% of total global mortality. Excess and inappropriate speed is responsible for a high proportion of the mortality and morbidity that result from road crashes. Over speeding is one of the major risk factors in Kenya.

Objectives

The purpose of this study was to investigate the effects of speed radar camera in reducing road traffic injuries.

Methods

Data on road traffic crashes was collected from Naivasha and Thika district from the police department between April and December 2012 after using speed radar cameras by the police officers. Data from the police department for last 3 years were analysed to compare with the data after introducing speed radar camera.

Results

Observational studies showed reduction of speeds. Total number of road traffic crashes reduced in Naivasha after introducing speed radar camera. Fatal cases increased in 2011 comparing with 2009 and 2010. Serious and slight injury cases reduced in 2011 comparing with 2009 and 2010. In Thika, total number of cases as well as (severity of cases increased during 2011 comparing with 2009 and 2010.The amount of fines collected from the offenders increased to about Kenya Shillings(Ksh) 3 000 000.

Significance

Findings of this study can be the thinking-point for future intervention considering speed control, injury prevention and increase in revenue.
The study compared the number of dead from traffic accidents among Health, Police and Insurance company record in Nakhon Si Thammarat Province, Thailand
Authors: Krongtrivate T , Suksiri K , Meekhauwd W
Published: October 2012

Rational The deaths from traffic accidents has been designated as key indicators in the policy to reduce traffic accidents in the country. In Nakhonsrithammarat province The record of deaths from traffic accidents have come from three major sources.

Objectives

Compared number of dead from traffic accidents among three major sources.

Method

Descriptive study. Data of the population who deaths from traffic accidents between January 2009—June 2010 from Health, Police and Insurance company in Nakhon Si Thammarat Province, Thailand were collection and analysis.

Results of the study It was found that (1) the number of deaths from traffic accidents between health: Police: Insurance company were 162 : 102 : 58. (2) All three agencies report in the same way that, the highest number of dead were older than 60 years driver between health: Police: Insurance company were 25 : 14 : 3 and, and pedestrians 12 : 5 : 1. While, the highest number of dead were age 10–19 years passenger between health: Police: Insurance company were 15 : 6 : 2. the number of dead in age below 15 years driver between health: Police: Insurance company were 7 : 4 : 1 Motorcycle is a vehicle that is the cause of death rate 60.38%.

Conclusions

The major problem to develop key indicator is lack of reliable information, Caused multiple sources, Do not match. Integrated database, it is absolutely necessary.
Lives saved from declined drink driving behaviors in a Chinese city
Authors: Li Q , Ma S , Duan L , Hyder AA
Published: October 2012

Background

China has the highest number of road traffic fatalities in the world, accounting for 18% of global road traffic deaths. Drink and drunk driving is one of major causes of traffic deaths. As a result, a stricter anti-drunk driving law enacted nationwide in May 2011. Concurrently, the Road Safety-10 Country (RS-10) China project was launched in Suzhou in 2010, aiming to prevent traffic deaths from drinking driving through social marketing and enhanced police activities.

Aims/Objectives/Purpose

To estimate number of deaths through observed behavioral changes in drinking driving in Suzhou 2011.

Methods

To monitor the behavioral change in drinking driving, four rounds of observations have been conducted during February 2011 and November 2011. We used the traffic mortality ratio for drivers with BAC <20 mg/100 ml and BAC > 20 mg/100 ml, and elevated risk of drink/drunk driving on fatalities from previous research, to estimate the lives saved by the reduced prevalence of drinking driving.

Results/Outcome

A consistent declining trend of drinking driving behaviors has been observed. The prevalence of drinking and driving has dropped from 5.66% in February (survey sample size: 2421 drivers) to 0.63% in November 2011(survey sample size: 5107 drivers). The change is statistically significant (p value<0.01). Consequently it is estimated that 6–10 traffic deaths could have been averted in 2011.

Significance/Contribution to the Field

Road safety interventions implemented by RS10-China project are effective in reducing risky behaviors. Evidences also show a significant percentage reduction of drinking driving related traffic deaths.
Road traffic fatalities and economic development: National and Sub-National longitudinal analysis in China
Authors: Li Q , Ma S , Bishai D , Hyder AA
Published: October 2012

Background

Road Traffic Injury (RTI) is a global health problem. In China, 4 million traffic crashes occurred in 2010, led to 65 225 deaths, 254 075 injuries, and direct property loss of 140 million US dollars. Previous studies found that road traffic safety is closely associated with economic development, which is accompanied with motorisation and road construction. Communities usually do not realise the necessity to take actions to prevent traffic crashes until significant loss occurred.

Aims/Objectives/Purpose

To test a priori hypothesis of an inversed U-shaped relationship between economic development and traffic crashes/deaths/injuries rates in China.

Methods

Longitudinal regression models using RTI-related data, GDP, and population from Statistical Yearbooks of China 1996–2011. (data source?).

Results/Outcome

A consistent inversed U-shaped relationship was identified at both national and provincial level. At national level, the traffic fatality rate began to decline as GDP per capita grew from 2004, when China released its first national traffic law. Traffic fatality rate decreased significantly by 1.22 per 100 000 people (95% CI 0.90 to 1.53) with every $1000 increase of GDP per capita. Most provinces experienced the similar turning points also around 2004.

Some provinces had higher traffic fatality rates than other provinces did. Provincial disparity is projected to increase in the absence of targeted intervention in high-risk provinces.

Significance/Contribution to the Field

This study is the first to focus on investigating the relationship between RTI and economic development in China. Other developing countries could learn from the experience of China to improve traffic safety by making and strengthening traffic laws.
Burden of road traffic injuries in Egypt: strengths and weaknesses of data sources
Authors: El-Sayed HF , Puvanachandra P , Hyder AA , Saad R , Eldawy S , Al-Gasseer N
Published: October 2012

Study objective

To define the health impact and risk factors of RTIs in Egypt, and to identify the strengths and weaknesses of each data source to improve the current RTI data systems.

Methods

A two-pronged approach was undertaken to assess the burden of RTIs in Egypt. Thorough literature review was performed, and comprehensive exploration of data sources pertaining RTIs in Egypt was undertaken, and data were critically analysed.

Results

The national RTIs fatality rate as reported by the mortality information systems in 2008 was 10.58 per 100 000 population. However, inherent gaps in the data presented owing to the lack of data and limited coverage of the data systems. Many of the data sources which report fatalities due to RTIs do not follow the internationally recommended definition of fatality which includes 30 day follow-up, which results in a significant underrepresentation of deaths. Furthermore, there is non-standardisation between data sets between the health, traffic police and transport sectors. Modeled road traffic fatality rate of 41.6 deaths per 100 000 population was estimated in Egypt, which is about four times the reported estimate. These data gaps also appeared in estimation of number of crashes and RTIs injuries.

Conclusions

The review clearly highlight the significant burden that RTIs in Egypt. Mechanisms to improve the quality of data, the use of ICD-10 coding in injury surveillance system, enhance consistency across sources, generate policy-friendly reporting systems, and the conduct of special studies on costing and disability will add to the evidence base in Egypt.
Age and gender distribution of road car crash mortalities between June 2007 and November 2008 in Lusaka, Zambia
Authors: Mtonga R
Published: October 2012

Background

Road Car Crashes (RCC) are the leading cause of injury-related deaths in Lusaka. From a total of 614 injury-related deaths during the study, 166(27%) with 145(87%) males and 21(13%) were due to RCC. Predominantly children and young adults were affected at 116(87%).

Objective

To Audit Road Car Crash mortality between June 2007 and November 2008 captured at the Lusaka Death Registry.

Methods

This retrospective study, done at the Lusaka City Death Registry, employed Certificates of Deaths, Burial Permits and Postmortem record involving RCC in Lusaka.

Results

A total of 166 made up 145 Males and 21 Females RCC deaths occurred. The 20–35 year bracket contributed 71(43%) with 26(16%) deaths in seniors 65 years of age or older. Adults between 36 and 50 years brought in 32(19%) deaths, 24(14%) happened in school going children between 7 and 19 years of age while 21(13%) involved children below the age of 6 years. Only 8(5%) deaths happened in the 50–65 years category.

Contribution to the Field

Understanding the age and gender distribution of RCC may help in making interventions to reduce RCC, a preventable cause of mortality in Lusaka. The children, young adults and elderly need to be targeted reduce the RCC carnage in the city. Mortuary data can help monitor, evaluate and inform policies.
Burden and risk factors for road traffic injuries in two districts of Kenya: a descriptive analysis
Authors: Bachani AM , Herbert HK , Mogere S , Akungah D , Osoro E , Maina W , Stevens K , Hyder AA
Published: October 2012

Background

A combination of increasing vehicle volume on the road, evolving mix of vehicles, poor infrastructure, and unsafe vehicles has led to increasing road traffic crashes, injuries and fatalities in Kenya.

Aims/Objectives/Purpose

This study aims to assess the current epidemiology of Road traffic injuries (RTIs) and status of risk factors.

Methods

Primary and secondary data sources were used. Secondary data included a systematic literature review and an analysis of police, medical, and vital registration data. Primary data collection included observational studies, roadside knowledge, attitude and perceptions surveys, focus group discussions and household surveys.

Results/Outcomes

The overall RTI rate in Kenya was 60 per 100 000 population in 2009, with vehicle passengers, and males between 15–45 years being the most affected. Injuries to motorcyclists increased at an annual rate of approximately 29% (p<0.001). Fatalities due to RTIs increased at an annual rate of 7% (p<0.001) for the period 2004–2009. Speeding was a major problem, with about half of all vehicles observed in Thika and Navasha speeding—most of these being public service vehicles. Helmets were used by less than 1/3 of motorcycle drivers and fewer than 2% passengers in both study districts. The household survey indicated that only one in five individuals own a vehicle in the two districts. The majority of the population (72%) uses public transport.

Significance/Contribution to the Field

This study highlights the significant burden of RTIs in Kenya. Focusing on increasing helmet and reflective clothing use and enforcement of speed limits has the potential to prevent a large proportion of this burden.
Knowledge, Attitude and Practice (KAP) of first aid treatment of road crash victims among commercial intercity drivers and its implications
Authors: Sunday Oluwadiya Kehinde , Adenike Olugbenga-Bello I , Olawale Olakulehin A
Published: October 2012

Background

Road traffic crashes have been responsible for increase in deaths and disabilities in both developed and developing countries. One of the main areas of focus is how to improve the effectiveness of the prehospital care given to crash victims especially in the developing countries where it has been poorly developed. In Nigeria, with no formal prehospital emergency services, drivers would serve as an effective first responders, because they are the first to arrive at the accident scene in most intercity crashes.

Aims and Objectives

To determine commercial drivers' knowledge attitude and practice of first aids to road crash victims.

Methods

Using simple sampling technique, 229 commercial drivers were interviewed in Osogbo, Nigeria using pre-tested semi-structured questionnaires.

Results

All respondents were males with majority having secondary school education (44.5%).The mean driving experience of respondents was 26.05 years. 79.9% believed that anybody could be trained to apply first aid and that pouring water to revive crash victims and giving them things to consume are vital components of first aid. 37.6% got the order of priority right- breathing maintenance, haemostasis and fracture splinting. Sideways positioning of victims, tourniquet use to secure haemorrhage and splintage of suspected fractures were indicated by18.3%, 44.5% and 88.5% of the respondents respectively. Attitude to first aid was said to be positive, majority of the respondents were ready to be trained.

Significance

The Knowledge, Attitude and Practice of the respondents concerning first aids to crash victims is poor. Efforts should be made to educate commercial drivers on the components of first aids.
The incidence of road traffic inuries in Kandy, Sri Lanka
Authors: Nithershini P , Dharmaratne SD , Nugegoda DB , Østbye T , Lynch CA
Published: October 2012

Background

Road traffic injuries (RTIs) are a major public health problem worldwide; in Sri Lanka RTI cause six fatalities daily. Traffic police records are the only available National data and are plagued with under reporting and selection bias.

Objective

To describe the incidence of RTI in Kandy.

Methods

A community based cross-sectional survey was conducted in 2008 using stratified multistage cluster sampling. Data were collected using pretested structured interviewer-administered questionnaires. Individuals who had sustained an injury/or death due to a road traffic crash (RTC) in the preceding 12 months were included. Data was analysed with SPSS and reported in % with 95% CI.

Results

Of 11 724 persons screened (n=3080 households), 149 had sustained RTI, including 16 fatalities. The annual RTI incidence was 12.7/ 1000 persons (95% CI 12.5 to 12.9), and the annual RTI fatality incidence was 1.4/1000 person (95% CI 1.3 to 1.5).The case fatality rate was 10.7%. The victims had a mean age of 28.8 years (SD=16.8) and were predominantly male (3.5 : 1).The overall rate of RTI increased with age, peaking in the 50–54 year age group (35.9/1000/year (95% CI 35.4 to 42.7). Pedestrian injuries were the most common cause of both injuries (n=51(34.2%)), and fatalities (n=9 (56.2%)), 50.0% of the deaths occurred at the scene or immediately in hospital, while 22.1%of the injured had recovered with disability for self care.

Significance

There is a huge burden of RTI in Kandy district with the pedestrians, and males at higher risk for RTIs. Urgent preventive measures should be implemented to reduce this serious public health problem.
The economic impact of road traffic injuries on households in Kandy, Sri Lanka
Authors: Nithershini P , Dharmaratne SD , Nugegoda DB , Østbye T , Lynch CA
Published: October 2012

Background

In Sri Lanka, road traffic injuries (RTIs) kill one person every 4 h. RTI can cause serious economic difficulties for families. Although public sector healthcare is free in Sri Lanka, the household costs of RTI are not known.

Objective

To assess the costs of treatment, lost work, vehicle and other damages, transport and lodging, compensation paid, intangibles etc to households that have sustained RTI.

Methods

A community based cross-sectional survey was conducted in 2008 using stratified multistage cluster sampling. Data were collected using pretested structured interviewer-administered questionnaires. Individuals who had sustained an injury/death due to a road traffic crash (RTC) in the preceding 12 months were included. A direct accounting approach was used.

Results

Of 11724 persons screened (n=3080 households), 149 had sustained RTI, of these 16 were deaths. The mean age of those injured was 28.8 years (SD=16.8). 56.6% were employed at the time of the crash. The mean household costs attributed to these injuries were Rs. 34 244 (Rs.100- Rs. 700 000), given the average family income (≤Rs.10.000). In all income groups, there were wide ranges of costs following RTI. Loss of income due to lost working days was significantly higher (p<0.001) for those who worked per hour (29) compared to those who were salaried (4).Only 14.1% had any form of health insurance.

Significance

The economic impact of RTI on the injured/dead victims and their families is substantial. Implementing appropriate preventive measures could reduce these economic effects, in addition to the immeasurable costs of pain, grief, and suffering.

* 1US$=Rs. 114.00

1 NZD $=Rs. 100.00
A systematic review of pedestrian injuries on account of distraction by mobile phone use
Authors: Sotiraki M , Matsoukis I , Kousoulis A , Gerakopoulou P , Bouka E , Alexopoulos A , Petridou E
Published: October 2012

Background

Pedestrians, the largest group of road users, sustain a considerable proportion of road casualties, mainly due to their vulnerability. The association of accidents with driver's distraction by mobile phone (MP) use has been repeatedly documented, whereas the relation with pedestrian's MP use distraction has been less intensively studied.

Purpose

To systematically review publications on accidents/ near-accidents due to pedestrian distraction by MP and attempt to quantify the risk.

Methods

Ιn the context of the ‘ENIGMA’ program, aiming to summarise evidence on human risks associated with MP use, we systematically searched Medline publications using appropriate search algorithms and analysed eligible studies, published until February 2012.

Results

Studies conducted in either virtual or real environments seem to point to an increased accident/near-accident risk due to pedestrians' distraction of attention by MP. Regardless of individual attentional/processing skills or the content of conversation, pedestrians who used MP while walking missed more opportunities for safe road behavior, needed more time to cross the street, left less safe time between their crossing and the next-arriving vehicle and were hit or almost hit more times compared to not distracted, Of note, pedestrians were less attentive to traffic, even when they may have made the appropriate motions to look left and right before crossing.

Significance

MP use by pedestrians seems to impart a higher risk of being involved in an accident/near accident. Intensive efforts are needed aiming to highlight dangers and promote behaviour modification towards intended use of a new technology that has rapidly become highly popular.
Improving road traffic injury surveillance using data linkage—a pilot project in Mures County, Romania
Authors: Rus D , Bărăgan EA , Marton-Vasarhelyi EO , Cherecheş RM , Mocean F
Published: October 2012

Background

Injury surveillance efforts are being made in order to facilitate the access to accurate information for prevention strategies. Often, sources of information lack injury details, such as the mechanism of injury, therefore linking different datasets can lead to a better road traffic injury assessment.

Purpose

To identify and describe traffic injuries and their risk factors taking into consideration available databases.

Methods

We linked cases across two databases in Mures County: the Injury Database (IDB) was matched with the police crash database. Two variables were used (time and date of injury), to integrate information about the road traffic injury environment and causes, specific to police crash database and injury characteristics specific to IDB.

Results

One third of the injuries treated in the Emergency Department were due to road traffic crashes. Preliminary results show that there is a statistically significant relation between the gender of the injured person and the activity when injured (p<0.001), 12.5% of these were due to travelling to/from or in the course of paid work. One of the contributions in the field is the capacity to correlate activity when injured (available in the IDB) with the causes of crash (available in the traffic police records). For example, the risk factors and causes of crash (available in the police database): level of alcohol, wearing a seatbelt, speeding, imprudent driving, linked to work related travelling can lead to targeted interventions on road traffic injury safety at workplace.
Practical experience of gateway treatment in developing country
Authors: Satiennam T , Satiennam W
Published: October 2012

Background

Many developing countries currently encounter critical high traffic accident rate. One cause is lack of controlling speed, especially along local road passing community. The gateway installation at entrance of community is one effective traffic calming measure to reduce speed of traffic approaching to community. However, implementation of gateway treatment in developing country should be highly concerned in many issues of careless driving behaviour, high motorcycle mode share and lack of road hierarchy planning.

Aims/Objectives/Purpose

This study aims to evaluate the gateway treatment at an entrance of campus zone road section of Mahasarakham University, Thailand. It surveyed and analysed the traffic speed before and after gateway installation along the road through campus zone.

Methods

Spot speed study was employed to measure speed of passenger car and motorcycle travelling through road section before/after gateway installation. Average 85 percentile speeds of both vehicle types were calculated. The statistical T-test method was applied to compare average speed before/after gateway installation.

Results/Outcome

After installing gateway, average speed of passenger cars and motorcycles significantly reduced from 59 to 37 km/h (37% reduction) and 46 to 38 km/h (17% reduction), respectively.

Significance/Contribution to the Field

This study proved the gateway treatment is one efficient measure to calm the speedy traffic not only in developed countries but also in the developing counties with different traffic characteristics in term of high number of motorcyclists. Nevertheless, the appropriate implementation, for example, good design, location and illumination of gateway, is highly considered.
ICD-based injury severity for land transport trauma
Authors: Bambach MR , Mitchell RJ , Grzebieta RH , Williamson A
Published: October 2012

Background

Land transport crashes are responsible for a large proportion of injury-related morbidity and subsequent disability. The accurate identification of land transport morbidity is essential to inform and evaluate countermeasures and policy.

Aims/Objectives/Purpose

To develop and compare ICD-based non-fatal injury severity measures, in order to accurately define injury severity resulting from land transport crashes.

Methods

All land transport hospital admissions and fatalities from 2001 to 2007 in New South Wales, Australia, were examined. Previously published limitations of the ICD-based International Classification Injury Severity Score (ICISS) were addressed by: including multiple admissions and deaths that occurred outside hospital using data linkage; including comorbidity and age; and accounting for multiple injuries, using multiplicative or worst injury methods. The performance of the different approaches in predicting mortality was assessed with multivariate logistic regression, by comparing the discrimination, calibration and goodness-of-fit.

Results/Outcomes

There were 109 843 land transport hospital admissions during the study period, of which 3471 were fatalities. The inclusion of age and comorbidity improved the prediction of mortality for all ICISS methods. The inclusion of multiple admissions and deaths outside hospital substantially improved the performance of ICISS. ICISS determined from the worst injury had improved discrimination and goodness-of-fit compared with the multiplicative method, for individuals with multiple injuries. The superior ICISS approach demonstrated excellent predictive power (concordance of 0.950).

Significance/Contribution to the Field

ICISS is a robust predictor of mortality for land transport trauma. Superior performance was achieved with the worst injury method, and including age, comorbidity, multiple admissions and deaths outside hospital.