Childhood road traffic injuries in Canada - a provincial comparison of transport injury rates over time.
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ABSTRACT: Background
In Canada, road traffic injuries are the leading cause of death among children and youth ?19. Across the country, there is variability in road traffic injury prevention policies and legislation. Our objective was to compare pediatric road traffic related injury hospitalization and death rates across Canadian provinces.Methods
Population-based hospitalization and death rates per 100,000 were analyzed using data from the Discharge Abstract Database and provincial coroner's reports. Road traffic related injuries sustained by children and youth ?19?years were analyzed by province and cause between 2006 and 2012.Results
The overall transport-related injury morbidity rate for children in Canada was 70.91 per 100,000 population between 2006 and 2012. The Canadian population-based injury hospitalization rates from all transport-related causes significantly decreased from 85.51 to 58.77 per 100,000 (-?4.42; p?ConclusionsTransport-related injuries among children and youth have significantly decreased in Canada from 2006 to 2012; however the rates vary by province and cause.
SUBMITTER: Fridman L
PROVIDER: S-EPMC6282394 | biostudies-literature | 2018 Dec
REPOSITORIES: biostudies-literature
Publications
Childhood road traffic injuries in Canada - a provincial comparison of transport injury rates over time.
Fridman Liraz L Fraser-Thomas Jessica L JL Pike Ian I Macpherson Alison K AK
BMC public health 20181206 1
<h4>Background</h4>In Canada, road traffic injuries are the leading cause of death among children and youth ≤19. Across the country, there is variability in road traffic injury prevention policies and legislation. Our objective was to compare pediatric road traffic related injury hospitalization and death rates across Canadian provinces.<h4>Methods</h4>Population-based hospitalization and death rates per 100,000 were analyzed using data from the Discharge Abstract Database and provincial coroner ...[more]
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| S-EPMC6508924 | biostudies-literature
Project description:Background: As the world is busy addressing COVID-19, road traffic injuries, another major cause of death is continuously killing people on the roads. In Nepal, there were frequent media reports of occurrences of road crashes, injuries, and deaths despite nationwide lockdown. This paper aims to describe the situation of road traffic crashes and casualties during the period of complete lockdown. Methods: This study used secondary data from two sources: Nepal Police and media reports between 24 March and 14 June 2020 (because the government lifted the nationwide lockdown from 15 June 2020). Available details of crashes, deaths, and injuries for this period were extracted from media reports and the summary data that was obtained from the Police. We have included data from both sources in the results. Results: Nepal Police recorded 1,801 incidents of road crashes during the 82 days of the COVID-19 lockdown with 256 deaths (on average 3.1 deaths daily) and 1,824 injuries (on average 22.2 injuries daily). Motorcycles comprised over 21% of all vehicles involved in crashes. Ambulances and other vehicles for essential services were also found to be involved in crashes. Speeding itself was the cause for almost a quarter of the incidents during the lockdown. Conclusions: Although a reduction in the number of road crashes and related injuries and fatalities was observed, this reduction was not as substantial as anticipated during the heavy restrictions on vehicular movement imposed during the lockdown. Media reports were mainly found to be reporting the crashes where deaths occurred, but police records also included nonfatal injuries. The incidence of crashes in this period shows that it is important to work for road safety to save lives from road traffic crashes in Nepal.
| S-EPMC7818237 | biostudies-literature
Project description:BackgroundBoth road safety campaigns and epidemiological research into social differences in road traffic injury risk often assume that road traffic injuries occur close to home. While previous work has examined distance from home to site of collision for child pedestrians in local areas, less is known about the geographic distribution of road traffic injuries from other modes. This study explores the distribution of the distance between home residence and collision site (crash distance) by mode of transport, geographic area, and social characteristics in England.MethodsUsing 10 years of road casualty data collected by the police, we examined the distribution of crash distance by age, sex, injury severity, area deprivation, urban/rural status, year, day of week, and, in London only, ethnic group.Results54% of pedestrians, 39% of cyclists, 17% of powered two-wheeler riders and 16% of car occupants were injured within 1 km of home. 82% of pedestrians, 83% of cyclists, 54% of powered two-wheeler and 53% of car occupants were injured within 5 km of home. We found some social and geographic differences in crash distance: for all transport modes injuries tended to occur closer to home in more deprived or urban areas; younger and older pedestrians and cyclists were also injured closer to home. Crash distance appears to have increased over time for pedestrian, cyclist and car occupant injuries, but has decreased over time for powered two-wheeler injuries.ConclusionsInjuries from all travel modes tend to occur quite close to home, supporting assumptions made in epidemiological and road safety education literature. However, the trend for increasing crash distance and the social differences identified may have methodological implications for future epidemiological studies on social differences in injury risk.
| S-EPMC3680192 | biostudies-literature
Project description:ObjectivesTo conduct a community survey to estimate the degree to which road traffic injuries (RTIs) are under reported and to compare the characteristics of RTI reported to the police to those not reported.DesignA cross-sectional population-based study.SettingKandy district, Sri Lanka.ParticipantsRTIs and deaths during the preceding 12 months were identified through a community-based cross-sectional survey with a sample size of 3080 households. A stratified multistage cluster sampling with population proportion to size was used. 'Events reported' to the police were cross checked against events in the police records of the given or adjacent police stations, and either were 'Events found' or 'Not found'. 'Under reported' included those 'Not reported' and those reported but 'Not found' in the police dataset.ResultsInformation about 11 724 persons were obtained from 3080 households, identifying 149 persons who suffered an RTI. Of these, 57% were 'Events reported', and of these 43.6% (n=65) were 'Events found' in police records (95% CI, 36.0 to 51.6). There were 42 events 'Not reported' to police while an additional 7 were 'Not found' in the police records of the given police station. Although they were claimed to have been reported to the police, 33% (95% CI 25.8 to 40.7) were 'Under reported'. There were significant differences in age (p=0.02), family income (p<0.001), road user type (p=0.001), injury severity (p<0.001) and injury category (p=0.01) between 'Events found' in the police records and 'Under reported' events.ConclusionsIn the Kandy district, 33% of RTIs were 'under reported'. These findings could be used as evidence for policy planning to prevent RTIs, and highlights the need for a nation-wide community-based survey to determine the true rates of RTI for a better understanding of the reasons for under reporting.
| S-EPMC3822300 | biostudies-literature
Project description:ObjectiveCorrelation analysis and multiple linear regression analysis were conducted to estimate the influence of meteorological factors on road traffic injuries stratified by severity. Crash rate was defined as mean monthly road traffic accidents per 1,000 vectors.DesignEcological time-series study.SettingMacao traffic accident registry database between January 1st, 2001 and November 31st, 2016.ParticipantsIn total, 393,176 traffic accidents and 72,501 cases of road traffic injuries (RTIs) were enrolled; patients' severity was divided into mild injury, required hospitalisation, and death.ExposureVariation of monthly meteorological factors.Main outcome measureWeather-condition-related road traffic accidents, injuries, and deaths.ResultsWindy weather significantly correlated with increased number of traffic accidents among all transport vectors (r = .375 to .637; p < 0.001). Multiple linear regression showed temperature (B = 0.704; p < 0.05) and humidity (B = - 0.537; p < 0.001) were independent factors for mild injury. The role of windy weather was relatively more obvious among patients with severe injuries (B = 0.304; p < 0.001) or those who died (B = 0.015; p < 0.001). A longer duration of sunshine was also associated to RTI-related deaths (B = 0.015; p < 0.001). In total, 13.4% of RTIs were attributable to meteorological factors and may be preventable.ConclusionThe World Health Organization stated that RTIs are a major but neglected public health challenge. This study demonstrates meteorological factors have significant effects on any degree of RTIs. The results may not be generalized to other climates or populations while the findings may have implications in both preventing injuries and to announce safety precautions regarding trauma and motor vehicle collisions to the general public by public agencies.
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| S-EPMC7542249 | biostudies-literature
Project description:IntroductionTo identify key intervention factors and reduce road traffic injury (RTI)-associated mortality, this study compared outcomes and influencing factors of single and multiple road traffic injuries (RTIs) in Shanghai.MethodsBased on the design of National Trauma Data Bank, this study collected demographic, injury, and outcome data from RTI patients treated at the four largest trauma centers in Shanghai from January 2011 to January 2015. Data were analyzed with descriptive statistics, univariate analysis, and hierarchical logistic regression analysis.ResultsAmong 2397 participants, 59.4% had a single injury, and 40.6% had multiple injuries. Most patients' outcome was cure or improvement. For single-RTI patients, length of stay, body region, central nervous system injury, acute renal failure, multiple organ dysfunction syndrome, bacterial infection, and coma were significantly related to outcome. For multiple-RTI patients, age, admission pathway, prehospital time, length of stay, number of body regions, body region, injury condition, injury severity score, and coma were significantly related to outcome.ConclusionsEmergency rescue in road traffic accidents should focus on high-risk groups (the elderly), high-incidence body regions (head, thorax, pelvis) and number of injuries, injury condition (central nervous system injury, coma, complications, admission pathway), injury severity (critically injured patients), and time factors (particularly prehospital time).
| S-EPMC5426634 | biostudies-literature
Project description:To estimate the potential years of life lost by road traffic injuries three years after the beginning of the Decade of Action for Traffic Safety.We analyzed the data of the Sistema de Informações sobre Mortalidade (SIM - Mortality Information System) related to road traffic injuries, in 2013. We estimated the crude and standardized mortality rates for Brazil and geographic regions. We calculated, for the Country, the proportional mortality according to age groups, education level, race/skin color, and type or quality of the victim while user of the public highway. We estimated the potential years of life lost according to sex.The mortality rate in 2013 was of 21.0 deaths per 100,000 inhabitants for the Country. The Midwest region presented the highest rate (29.9 deaths per 100,000 inhabitants). Most of the deaths by road traffic injuries took place with males (34.9 deaths per 100,000 males). More than half of the people who have died because of road traffic injuries were of black race/skin color, young adults (24.2%), individuals with low schooling (24.0%), and motorcyclists (28.5%). The mortality rate in the triennium 2011-2013 decreased 4.1%, but increased among motorcyclists. Across the Country, more than a million of potential years of life were lost, in 2013, because of road traffic injuries, especially in the age group of 20 to 29 years.The impact of the high mortality rate is of over a million of potential years of life lost by road traffic injuries, especially among adults in productive age (early mortality), in only one year, representing extreme social cost arising from a cause of death that could be prevented. Despite the reduction of mortality by road traffic injuries from 2011 to 2013, the mortality rates increased among motorcyclists.Estimar os anos potenciais de vida perdidos por acidente de transporte terrestre após três anos do início da Década de Ação pela Segurança no Trânsito.Foram analisados os dados do Sistema de Informações sobre Mortalidade correspondentes aos acidentes de transporte terrestre, em 2013. Foram calculadas as taxas de mortalidade bruta e padronizada para o Brasil e regiões geográficas. Foi calculada, para o País, a mortalidade proporcional segundo faixas etárias, escolaridade, raça/cor da pele e tipo ou qualidade da vítima enquanto usuária da via pública. Foram estimados os anos potenciais de vida perdidos segundo sexo.A taxa de mortalidade, em 2013, foi de 21,0 óbitos por 100 mil habitantes para o País. A região Centro-Oeste apresentou a taxa mais elevada (29,9 óbitos por 100 mil habitantes). A maioria dos óbitos por acidentes de transporte terrestre foi observada no sexo masculino (34,9 óbitos por 100 mil homens). Mais da metade das pessoas que faleceram em decorrência de acidentes de transporte terrestre eram da raça/cor da pele negra, adultos jovens (24,2%), indivíduos com baixa escolaridade (24,0%) e motociclistas (28,5%). A taxa de mortalidade, no triênio 2011 a 2013, apresentou redução de 4,1%, mas aumentou entre os motociclistas. Em todo o País, mais de um milhão de anos potenciais de vida foram perdidos, em 2013, devido aos acidentes de transporte terrestre, especialmente na faixa etária de 20 a 29 anos.O impacto da alta taxa de mortalidade é de mais de um milhão de anos potenciais de vida perdidos por acidentes de transporte terrestre, principalmente entre adultos em idade produtiva (mortalidade precoce), em apenas um ano, representando extremo custo social decorrente de uma causa de óbito que poderia ser prevenida. Apesar da redução da mortalidade por acidentes de transporte terrestre de 2011 a 2013, as taxas de mortalidade aumentaram entre os motociclistas.
| S-EPMC5068963 | biostudies-literature
Project description:BackgroundsThis study aims to estimate and compare the parameters of some univariate and bivariate count models to identify the factors affecting the number of mortality and the number of injured in road accidents.MethodsThe accident data used in this study are related to Kermanshah province in march2020 to march2021. Accidents areas were divided into 125 areas based on density characteristics. In a one-year period, 3090 accidents happened on the suburban roads of Kermanshah province, which resulted in 398 deaths and 4805 injuries. Accident information, including longitude and latitude of accident location, type of accident (fatal and injury), number of deaths, number of injuries, accident type, the reason of the accident, and the kind of accident were all included as population-level variables in the regression models. We investigated four frequently used bivariate count regression models for accident data in the literature.ResultsIn bivariate analysis, except for the DNM model, there is a reasonable decrease in the AIC measures of the saturated model compared to the reduced model for the other three models. For the injury models, MSE is lowest, respectively for DIBP (137.87), BNB (289.46), BP (412.36) and DNM (3640.89) models. These results are also established for death models. But, in univariate analysis, only injury models almost present reasonable results.ConclusionsOur findings show that the IDBP model is better suitable for evaluating accident datasets than other models. Motorcycle accidents, pedestrian accidents, left turn deviance, and dangerous speeding were all significant variables in the IDBP death model, and these parameters were linked to accident mortality.
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