bluuebunny/crossref_metadata_2025_split huggingface dataset:
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

BackgroundIn 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.ObjectivesTo 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.ResultsThe 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.ConclusionsThe 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

IntroductionRoad 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.ObjectiveInvestigate the magnitude of and risk factors for road traffic injury in Bangladesh.MethodologyA 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.ResultsData 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.ConclusionsRoad traffic injury is an important public health issue in Bangladesh. Immediate attention should be made to strengthen preventive intervention measures.
Pedestrian injury at signalised midblock versus signalised intersections locations in Toronto, Canada
Authors: Rothman L , Howard A , Camden A , Macarthur C 
Published: October 2012

BackgroundSignalised intersections are the ‘gold standard’ providing the safest environment for pedestrian crossings; however, it is unknown whether the safety effects of traffic signals are maintained at midblock locations.Aims/Objectives/PurposeTo evaluate injury outcomes of pedestrian collisions at signalised midblock compared to signalised intersection locations.MethodsPolice-reported pedestrian collision data from 2000–2009 in Toronto, Canada were obtained. Multinomial logistic regression analyses were used to assess the relationship between a four level categorical outcome of injury severity and signalised midblock versus signalised intersection locations. Models were stratified by age and adjusted for road type.ResultsOf 8479 collisions analysed, 88% of collisions were at signalised intersections. Almost ¼ of child collisions occurred at midblock versus 11% in adults. Over 25% of signalised midblock collisions in seniors resulted in major or fatal injury. The odds of major injury were 2.21 (95% CI 1.32 to 3.70) in children and 2.11 (95% CI 1.57 to 2.83) in adults. The odds of fatal injury were 4.37 (95% CI 1.92 to 9.97) in seniors at signalised midblock versus intersection locations.SignificanceTraffic signals at midblock locations do not provide the same degree of protection against major and fatal collisions as they do at intersections. The increased likelihood of a fatal injury in seniors at signalised midblock locations may indicate difficulty in usage or ineffectiveness in slowing down traffic. The barriers to safe use of signalised midblock crossings need to be identified to ensure effectiveness for all ages.
The relationship between walking to school and child pedestrian injury in Toronto, Canada
Authors: Rothman L , Macarthur C , Buliung R , To T , Howard A 
Published: October 2012

BackgroundPedestrian collisions are a major cause of injury in Canadian children. Parents indicate that traffic injury risk is a leading reason why children are not encouraged to walk to school. Promoting walking to school must take injury risk into consideration. Previous studies investigating walking to school have generally relied on parent report, and have not included pedestrian injury data.ObjectiveTo determine the relationship between observed numbers of children walking to school and collision rates at elementary schools.MethodsObservational counts were conducted of elementary school transportation modes to school in Toronto, Canada. Pedestrian-motor vehicle collision data from 2000–2009 were obtained. Negative binomial regression was used to model rates of child pedestrian injury within school attendance boundaries with observed proportion of children walking to school.ResultsThere were 441 collisions in 118 study school boundaries. A total of 16 137 children were observed walking. The mean collision rate was 78/1000/child years. The mean proportion of walking to school was 67%. Walking to school was a significant predictor of collisions (4.05, 95% CI 1.22 to 13.43).SignificanceThe proportion of children arriving to school using AST was higher and demonstrated greater variability than expected. Proportion of exposure to traffic with children walking to school was positively significantly associated with rate of child pedestrian collision. Increasing the numbers of children walking to school could have the undesired effect of increasing pedestrian injury rates, if efforts are not made to enhance pedestrian safety around schools.
Spatial inequalities and pedestrian injuries in Cali, Colombia
Authors: Villaveces A , Clough L , Rodríguez D , Bangdiwala S , Gutierrez N , Serre M 
Published: October 2012

ObjectivesTo determine the temporal and spatial distribution of pedestrian injuries in Colombia in relation to the socio-economic level of individuals and the place of event occurrence.MethodsTemporal and spatial analyses of pedestrian injuries using land use regression models were developed to assess the distribution and contributing factors to pedestrian injuries associated with urban infrastructure but focusing especially on socio-economic level of injured pedestrians and characteristics of the place where events occurred while accounting for temporal variations.ResultsData from the land use regression models suggests that pedestrian injury events are more strongly correlated over time than in space. Analyses also suggest that pedestrian injuries affect primarily individuals of lower socio-economic levels but events tend to occur mostly in areas classified as middle to middle-high income.DiscussionEvidence from the temporal and spatial occurrence of pedestrian injuries in Cali, Colombia suggest that inequalities in urban characteristics of this city are associated with a higher incidence of pedestrian injury events that predominantly affect people in lower socio-economic levels.
The magnitude and contextual circumstances of childhood (0–14 years) pedestrian fatalities in South African cities
Authors: Samed Bulbulia , Ashley Vanniekerk , Mohammed Seedat , Hilton Donson 
Published: October 2012

BackgroundRoad traffic injuries continue to manifest as a contributor to the global burden of disease, and road deaths in poor countries are predicted to rise by 80% by 2020. South Africa's road traffic crisis is of national concern, with pedestrians accounting for about 43% of all traffic—related fatalities (NDOT 2006). However there is a paucity of studies on the magnitude and contextual circumstances of pedestrian fatalities that can offer evidence for intervention and prevention strategies, especially growing children who are a vulnerable group.AimTo understand the magnitude, categories and circumstances in childhood pedestrian fatalities (0–14-year-olds) across several South African cities.Materials and MethodsThis is a register—based cross—sectional study using fatal injury data from the National Injury Mortality Surveillance System (NIMSS) for 2001–2005). The years chosen for this study are the most recent for which multi—city level data is available. A cluster analysis was performed on each of the datasets from the four cities. Pedestrian fatalities are classified into specific categories to determine whether and how the categories yielded for the four cities differ with respect to age, gender, and event characteristics.Results and ConclusionsResults reflect that pedestrian fatalities are primarily concentrated in the 5–9 years group, followed by the 0–4 years and 10–14 years respectively for most of the major cities. Childhood pedestrian fatalities predominantly occurred before school, after school and early evenings, over weekends and national holidays. Implications for prevention are also highlighted by way of conclusion.
Towards sustainable pedestrian safety: the Bangladesh context
Authors: Mazharul Hoque Md. 
Published: October 2012

BackgroundRoad traffic injuries in Bangladesh have now emerged as a serious development challenge and are inhibiting poverty reduction strategies. A major portion of the people killed or seriously injured in traffic crashes are pedestrians and children are particularly vulnerable.ObjectivesTo provide an overview of the pedestrian crash characteristics and risk factors and to describe road infrastructure improvement options towards achieving sustainable pedestrian safety in Bangladesh.MethodsCash data from the Bangladesh Police for the years between 1998–2008 were analysed and studied. The data extracted included crash location, types, and severity and diurnal characteristics. Observational and on-scene in-depth studies of hazardous locations were also studied linking iRAP field assessment and inspection of high risk corridors.ResultsPedestrians accounted for more than half (52%) of the reported road traffic fatalities in Bangladesh. They are highly overrepresented in urban areas, up to 80%. Pedestrian movements along and across the roads are numerous. Children are particularly vulnerable as pedestrians. One third of the pedestrian deaths are under the age of 16 years. The principal risk factor is the mixing of pedestrians with high speeding vehicles, buses and trucks in particular. Other risk factors are road environmental hazards, conflicting roadside linear developments and land use activities, poor understanding on the part of pedestrians and poor vehicle fronts etc. The safety ratings of highways are mostly (98%) 2-stars or less (out of possible 5-stars) for pedestrians—indicative of serious road infrastructure and environmental deficiencies.SignificancePedestrian-vehicle conflicts are the greatest safety problem in Bangladesh. Addressing pedestrian safety is clearly an urgent necessity in order to be able to attain the targeted road safety gains during the Decade of Action for Road Safety. Large scale pedestrian safety could be achieved through planning road infrastructure safety improvements via modifications of road layout and environment and by putting in place the life saving features like footpaths, safety barriers, refuge islands, sealed shoulders and signals. Such road infrastructure improvement programmes in line with a universal Safe System approach will lead to sustainable pedestrian safety rapidly and affordably in Bangladesh.
Investigating common trends in New Zealand cycling fatalities
Authors: Koorey G 
Published: October 2012

BackgroundFollowing the death of five cyclists in New Zealand during November 2010, The Chief Coroner announced a national Inquest to try and identify any common trends or information that could prevent a re-occurrence of such tragedies. However there was concern that the Inquest scope was of limited value without reference to a much larger sample of crashes.Aims/Objectives/PurposeTo help inform this Inquest, a larger investigation into NZ cycling fatalities dating back to 2006 was undertaken. The aim was to try to identify any consistent patterns in crash occurrences that were significantly over-represented.MethodAll cycling fatalities in NZ since January 2006 were identified from crash records and media reports; 75 fatalities were identified through to March 2012. Review of the relevant Police and media reports identified common attributes. Potential initiatives that could have prevented each fatality were also considered.Results/OutcomesSome notable trends were found. Older cyclists (>50 years) are very over-represented, despite their relatively low cycling involvement, and also more likely to be at fault. Fatalities involving heavy vehicles and/or state highways were also higher than expected. Poor observation by drivers was very common. The study also identified inconsistencies in crash information recorded, including recording of non-motor vehicle crashes and clothing/helmets worn.Significance/Contribution to the FieldThe study has provided valuable information to inform both the Inquest and transport safety agencies in general about what is needed to reduce the cycling road toll. It identifies additional trends that are not evident from just examining cycle injury crashes.
Incorporating data into global burden of disease method to assess national burden of road traffic injuries in Thailand
Authors: Ditsuwan V , Veerman JL , Barendregt J , Bertram M , Vos T 
Published: October 2012

BackgroundConducting a burden of road traffic injuries (RTIs) in developing countries is difficult due to the paucity and inconsistency of data.ObjectivesThis study aims to assess the burden of RTI in Thailand with a focus on long-term disability and examine the effect of replacing Global Burden of Disease (GBD) assumptions with data from Thailand.MethodsWe used methods developed for the GBD to quantify burden of RTIs. We used two alternative sets of data on the proportions of injuries that go on to suffer long-term disability and the weights thereof: the diagnosis-specific values used in original GBD and aggregate values based on new data derived from a study in Thailand (Thai model). To evaluate changes over time, we also calculated burden of RTIs in 1999 using the method and assumptions that were used in 2004.ResultsThe total loss of disability-adjusted life years due to RTIs was 673 000 (95% uncertainty interval [UI]: 546 000–881 000). Mortality contributed 88% of this burden. The use of local data, in Thai model, led to a significantly higher estimate of the burden of long-term disability due to RTIs (74 000 DALYs [95% UI 55 400–88 500] vs 43 000 [42 700–43 600]) compared to using the GBD assumptions. However, this difference constitutes only a small proportion of the total burden.ConclusionsThe burden of RTI in 2004 remained at the same high level as in 1999. The use of local data on the long-term consequences of RTI enabled a more valid estimate of this burden and its uncertainty.
Research about mother's perception and behaviour about accidents with children in Brazil
Authors: Francoia A , Aquino F 
Published: October 2012

BackgroundIn 2010, Safe Kids had developed a qualitative study that showed the evident lack of knowledge among mothers related to the high incidence of accidents. In 2011, it was decided to develop a quantitative study about the same issue.ObjectivesContinue the study through a quantitative survey, generate contents for disclosure and knowledge about the cause and obtain more material to help Safe Kids Brazil to guide its strategies.MethodsIpsos, a French global survey company, carried out the survey related to mother's perception and behaviour about accidents with children. 500 mothers of children under 15 years old were interviewed. They belonged to social classes A, B, C and D, were between 25 and 45-years-old and lived in five cities around the country. The research was carried out door-to-door in March 2011.Results52 per cent of mothers believed that their children were more exposed to risks outside their home. However, burns and falls (common accidents in the house) represented the most present risks in the minds of mothers. The most avoided accident was burning and 72 per cent of mothers have done something to prevent. The least avoided was related to children inside vehicles, only 13 per cent said to prevent it. Fall was experienced by most of the children of the mothers, 31 per cent. 40 per cent of mothers carry their children in cars and only 32 per cent have car seats.
A model to evaluate road traffic safety in Safe Communities (SC)
Authors: Hashemi SM , Zangi M , Mohammadi R 
Published: October 2012

BackgroundTraffic is still the leading cause of death and disability in all around world and indeed SC Evaluation in terms of traffic safety is crucial.AimsTo set up a comprehensive model to assess traffic safety in SCs.MethodsTraffic safety parts of SC reports and related scientific articles in Pubmed and Embase were reviewed to find evaluation methods of traffic safety.ResultsThree main methods of traffic safety evaluation have been developed as follows: Firstly, process evaluation, in which, focus group discussion among members of traffic safety work team is recommended. Secondly, impact evaluation, in which, quasi experimental study with emphasis on usage of safety equipment such as Seat belts, child restraints, bicycle helmets, motorcycle helmets by drivers and passengers is best work to be carried out at designation and re-designation step between SC and control community. Finally, outcome evaluation, in which, in another quasi experimental study, incidence, severity and burden of traffic accidents is estimated and compared between SC and control community. Besides WHO and CDC questionnaires, delphi technique is an useful alternative to prepare questionnaires.Contribution to the FieldThe quite large number of traffic accidents in the world justifies the importance of designing a model to evaluate SC interventions regarding road traffic safety.
The interactive effect of fear and humour appeals, gender & the level of involvement on attitude toward safe driving
Authors: Kabiri Z , Hakimara M 
Published: October 2012

AimsRoad trauma is recognised as a serious problem both in Iran and internationally. Produce and exposure of persuasive advertisings is an important strategy that persuade attitude including Unitarian attitude, value expressive attitude and general attitude. One of these strategies is applying emotional appeal in health advertising.BackgroundEvidence has shown that fear-based and humour based advertising messages have been different effect depend on some factor like gender.MethodsThis Research asses the role of emotional appeal as a significant factor in health related message. Safe driving in this article includes seat-belt and speeding behaviours. Iranian Participants (N=126) viewed anti-speeding and using seat belt TV advertisements and completed two questionnaires: the first assessed pre-exposure attitudes and involvement and immediate-post exposure attitudes; the second, 3–4 weeks later, assessed attitudes again in follow up measuring (n=51).Results and SignificantResults show that fear appeal was more effective than humour appeal on general attitude and utilitarian attitude. But results show that against recent evidence in relation to gender significant effects didn't find in relation to appeals and gender. The results suggested that emotional appeals had limit effectiveness on value-expressive attitudes; moreover the results revealed a significant effect of humour appeals for individuals of lower reported involvement.
Perceptions and reality: measuring New Zealanders' attitudes towards injury risk
Authors: Catherine Proffitt , Emanuel Kalafatelis 
Published: October 2012

BackgroundThe New Zealand Injury Prevention Strategy was launched in 2003 with the aim of improving New Zealand's overall injury performance. The strategy provided a framework for policy development and injury prevention activities that would hopefully lead to a ‘safety culture’ in New Zealand. This ‘safety culture’ focused on six injury priority areas: motor vehicle traffic crashes, suicide and deliberate self-harm, falls, assault, workplace injuries and drowning.Aims/Objectives/PurposeOne of the immediate requirements was the establishment of a baseline measure of New Zealanders' beliefs and attitudes to such a culture. This was undertaken by Research New Zealand as a telephone survey of a nationally representative sample of n=1000 New Zealanders, 18 years or more (May 2007). To establish the baseline, the survey sought to answer questions about New Zealanders' awareness of injury risk and their attitudes towards the preventability of injury.Results/OutcomeWhile many more people felt that New Zealand was a fundamentally safe country (41%) than thought it was an unsafe country (7%), and its safety record was generally improving, there was a significant disconnect between people's awareness of where New Zealanders were ‘at risk’ of injury compared to where they were actually being injured.For example, 71% of respondents felt New Zealanders were personally at risk on the road, but injuries on the road accounted for just 5% of accident insurance compensation claims in 2005–2006 and 7% of associated costs.Significance/Contribution to FieldThe development of policy and injury prevention activities must take into account the mind-set of New Zealanders, if these activities are to be effective in achieving their desired outcomes.