Efecto del desarrollo económico en la mortalidad relacionada con el transporte, entre diferentes tipos de usuarios de las vías: un estudio transversal internacional

Introducción: La relación entre el estado de desarrollo económico de un país y su tasa de mortalidad por colisiones de vehículos de motor (CVM) no ha sido definida para los diferentes tipos de usuarios de las vías. Métodos: Este artículo presenta un análisis de regresión transversal con datos recientes de mortalidad en 44 países, utilizando datos de certificados de defunción provenientes de la Organización Mundial de la Salud. Resultados: Para cinco tipos de usuarios de las vías, la mortalidad por CVM es expresada como muertes por 100.000 habitantes, y muertes por 1.000 vehículos de motor. El desarrollo económico es medido como el Producto Interno Bruto (PIB) per cápitaen dólares de Estados Unidos, y como vehículos de motor por 1.000 habitantes. Los resultados mostraron que la mortalidad total por CVM en los países con bajos ingresos presentó un pico a un PIB alrededor de US $2.000 per cápita, y cerca de 100 vehículospor 1.000habitantes.Conclusiones: La mortalidad total disminuyó con el incremento del ingreso nacional alrededor de US$24.000. La mayoría de los cambios en la mortalidad por CVM asociados con el desarrollo económico fueron explicados por cambios en las tasas de usuarios nomotorizados, especialmente de peatones. Las tasas totales de CVM fueron más bajas cuando la exposición de los peatones fue menor o porque hubo pocos vehículos de motor o peatones; y fueron más altas durante un periodo crítico de transición hacia transporte motorizado, cuando gran cantidad de peatones y otros usuarios vulnerables compitieron por el uso de las vías con vehículos de motor.AbstractIntroduction: The relationship between a country’s economic development and its fatality rate from motor vehicle accidents (MVA) has not been studied according to the different types of users of public thoroughfares. Methodology: This article presents a cross analysis of recent mortality data from 44 countries through the use of information found in the death certifications supplied by the World Health Organization. Results: For five types of users of public roadways the mortality rate by MVA is presented as deaths per 100,000 inhabitants and deaths per 1000 motor vehicles. Economic development is measured by the per capita GDP (Gross Domestic Product) in US dollars and the number of motor vehicles per 1000 inhabitants. The results showed that the total mortality rate by MVA in low income countries reached a peak at a GDP of around US $2000 per capita and around 100 motor vehicles per 1000 inhabitants. Conclusions: The overall mortality rate diminished with the increase of national incomeat around US$24,000. The majority of the changes in fatality by MVA in association with economic development were explained by changes in the number of nonmotorized users of public ways, especially pedestrians. The total number of MVA was reduced when the exposure of pedestrians to motorized traffic was lower either because there were fewer motor vehicles or because there were fewer pedestrians. The rate was higher during critical periods of transition towards more motorized transportation when many pedestrians and other non-motorized users of public thoroughfares were competing for space with increased numbers of motorized vehicles. Key words: Transit accidents, fatalities, economic developmen

Efecto del desarrollo económico en la mortalidad relacionada con el transporte, entre diferentes tipos de usuarios de las vías: un estudio transversal internacional.

Este artículo presenta un análisis de regresión transversal con datos recientes de mortalidad en 44 países, utilizando datos de certificados de defunción provenientes de la Organización Mundial de la Salud

Sex Differences in Suicide Incident Characteristics and Circumstances among Older Adults: Surveillance Data from the National Violent Death Reporting System—17 U.S. States, 2007–2009

Each year in the U.S. more than 7,000 adults aged 60 years and older die of suicide and as the population ages, these numbers are expected to increase. While sex is an important predictor of older adult suicide, differences between males and females are often overlooked due to low occurrence, particularly among women. The National Violent Death Reporting System (NVDRS) bridges this gap by providing detailed information on older adult suicide by sex in 17 US states (covering approximately 26% of the U.S. population). NVDRS data for 2007–2009 were used to characterize male (n = 5,004) and female (n = 1,123) suicide decedents aged 60 years and older, including incident characteristics and circumstances precipitating suicide. Stratification of NVDRS data by sex shows significant differences with regard to the presence of antidepressants (19% and 45% respectively), opiates (18%, 37%), and 14 precipitating circumstances concerning mental health, interpersonal problems, life stressors and a history of suicide attempts. No differences were found for alcohol problems, suicide/other death of family or friends, non-criminal legal problems, financial problems, or disclosure of intent to take their own life. The findings of this study demonstrate the value of using comprehensive surveillance data to understand sex-specific suicide circumstances so that opportunities for targeted prevention strategies may be considered

A cross-sectional study of child injury ambulance call-out characteristics and their utility in surveillance

Background: Injuries are a leading cause of death and ill-health in children. Aims: To explore the potential utility of ambulance call-out data in understanding the burden and characteristics of child injury. Methods: A cross-sectional examination was carried out of injury-related ambulance call-outs to children aged 0–14 years in the north west of England between April 2016 and March 2017. Findings: The majority of the 16 285 call-outs were for unintentional injuries (91.4%), with falls the most prevalent injury type (38.4%). The incidence of child injury ambulance call-outs peaked at age 1 year (233.4 per 10 000 population). Burns in children aged 5–9 years were significantly higher at weekends (P=0.003) and on celebration days (P=0.001); poisoning in 10–14 year-olds were significantly higher at weekends (P=0.001); and traffic injuries were significantly lower at weekends in 0–4 year-olds (P=0.009) and 10–14 year-olds (P=0.003). Conclusion: Ambulance call-out data can provide epidemiological support in examining the characteristics of child injury and identifying at-risk groups

Global and regional child deaths due to injuries::an assessment of the evidence

Background: Injuries result in substantial number of deaths among children globally. The burden across many settings is largely unknown. We estimated global and regional child deaths due to injuries from publicly available evidence. Methods: We searched for community-based studies and nationally representative data reporting on child injury deaths published after year 1990 from CINAHL, EMBASE, IndMed, LILACS, Global Health, MEDLINE, SCOPUS, and Web of Science. Specific and all-cause mortality due to injuries were extracted for three age groups (0-11 months, 1-4 years, and 0-4 years). We conducted random-effects meta-analysis on extracted crude estimates, and developed a meta-regression model to determine the number of deaths due to injuries among children aged 0-4 years globally and across the World Health Organization (WHO) regions. Results: Twenty-nine studies from 16 countries met the selection criteria. A total of 230 data-points on 15 causes of injury deaths were retrieved from all studies. Eighteen studies were rated as high quality, although heterogeneity was high (I2 = 99.7%, P < 0.001) reflecting variable data sources and study designs. For children aged 0-11 months, the pooled crude injury mortality rate was 29.6 (95% confidence interval (CI) = 21.1-38.1) per 100 000 child population, with asphyxiation being the leading cause of death (neonatal) at 189.1 (95% CI = 142.7-235.4) per 100 000 followed by suffocation (post-neonatal) at 18.7 (95% CI = 11.8-25.7) per 100 000. Among children aged 1-4 years, the pooled crude injury mortality rate was 32.7 (95% CI = 27.3-38.1) per 100 000, with traffic injuries and drowning the leading causes of deaths at 10.8 (95% CI = 8.9-12.8) and 8.8 (95% CI = 7.5-10.2) per 100 000, respectively. Among children under five years, the pooled injury mortality rate was 37.7 (95% CI = 32.7-42.7) per 100 000, with traffic injuries and drowning also the leading causes of deaths at 10.3 (95% CI = 8.8-11.8) and 8.9 (95% CI = 7.8-9.9) per 100 000 respectively. When crude mortality changes over age, WHO regions, and study period were accounted for in our model, we estimated that in 2015 there were 522 167 (95% CI = 395 823-648 630) deaths among children aged 0-4 years, with South East Asia (SEARO) recording the highest number of deaths at 195 084 (95% CI = 159476-230502), closely followed by the Africa region (AFRO) with 176523 (95% CI = 115 040-237 831) deaths. Globally, traffic injuries and drowning were the leading causes of under-five injury fatalities in 2015 with 142 661 (22.0/100 000) and 123 270 (19.0/100 000) child deaths, respectively. The exception being burns in AFRO with 57 784 deaths (38.6/100 000). Conclusions: Varying study designs, case definitions, and particularly limited country representation from Africa and South-East Asia (where we reported higher estimates), imply a need for more studies for better population representative estimates. This study may have however provided improved understanding on child injury death profiles needed to guide further research, policy reforms and relevant strategies globally

A road traffic injury surveillance system using combined data sources in Peru Sistema de vigilancia de traumatismos por accidentes de tránsito con fuentes de datos combinadas en el Perú

A national hospital-based nonfatal road traffic injury surveillance system was established at sentinel units across Peru in 2007 under the leadership of the Ministry of Health. Surveillance data are drawn from three different sources (hospital records, police reports, and vehicle insurance reports) and include nonfatal road traffic injuries initially attended at emergency rooms. A single data collection form is used to record information about the injured, event characteristics related to the driver of the vehicle(s), and the vehicle(s). Data are analyzed periodically and disseminated to all surveillance system participants. Results indicated young adult males (15-29 years old) were most affected by nonfatal road traffic injuries and were most often the drivers of the vehicles involved in the collision. Four-wheeled vehicle occupants comprised one-half of cases in most regions of the country, and pedestrians injured in the event accounted for almost another half. The system established in Peru could serve as a model for the use of multiple data sources in national nonfatal road traffic injury surveillance. Based on this study, the challenges of this type of system include sustaining and increasing participation among sentinel units nationwide and identifying appropriate prevention interventions at the local level based on the resulting data.Con el liderazgo del Ministerio de Salud, en el 2007 se estableció un sistema hospitalario nacional de vigilancia de traumatismos no mortales por accidentes de tránsito en unidades centinela de todo el Perú. Los datos de vigilancia se extraen de tres fuentes diferentes (registros hospitalarios, informes policiales e informes del seguro del vehículo) e incluyen los traumatismos no mortales por accidentes de tránsito atendidos inicialmente en las salas de urgencia. Se usa un único formulario de recopilación de datos para registrar la información sobre los heridos, las características del hecho relacionadas con el conductor o los conductores de los vehículos y del vehículo o los vehículos involucrados. Los datos se analizan periódicamente y se comunican a todos los participantes del sistema de vigilancia. Los resultados indicaron que los hombres adultos jóvenes (de 15 a 29 años) fueron los más afectados por traumatismos no mortales por accidentes de tránsito y con mayor frecuencia eran los conductores de los vehículos que participaron en la colisión. Los ocupantes de vehículos de cuatro ruedas representaron la mitad de los casos en la mayoría de las zonas del país y los peatones lesionados en el hecho representaron prácticamente la otra mitad. El sistema establecido en el Perú podría servir de modelo del uso de múltiples fuentes de datos para la vigilancia a nivel nacional de traumatismos no mortales por accidentes de tránsito. Según los resultados de este estudio, los retos de un sistema de este tipo consisten en mantener y aumentar la participación de las unidades de vigilancia de todo el país y determinar las intervenciones de prevención adecuadas en el nivel local según los datos obtenidos

Efectos de las intervenciones diseñadas para prevenir las muertes de motociclistas en Cali, Colombia (1993-2001) Impact of interventions directed toward motorcyclist death prevention in Cali, Colombia: 1993-2001

OBJETIVO: Este estudio se ideó para describir el efecto de las intervenciones dirigidas a disminuir las muertes de los motociclistas. MATERIAL Y MÉTODOS: Se analizaron las variaciones en la mortalidad de motociclistas en Cali, al momento de aplicarse las intervenciones, y el significado estadístico de dichos cambios, entre 1993 y 2001. RESULTADOS: La tasa de muerte de motociclistas por cada 100 000 habitantes se redujo de 9.7 en 1995 a 3.6 en 2001. La mayor reducción se observó después de la introducción del uso del casco protector en 1996 (12.3%). Otras medidas como la obligatoriedad del casco para los pasajeros, el uso del chaleco reflectivo, la prohibición de usar motocicletas en días de diciembre y la exigencia de cursos para infractores redujeron en su conjunto aún más la mortalidad, mientras que el debilitamiento de la vigilancia la incrementó. CONCLUSIONES: La implantación y ejecución de medidas combinadas de prevención resultan más efectivas que las medidas individuales o desarticuladas.<br>OBJECTIVE: Describe the impact of interventions focused on decreasing deaths by motorcycle crash. MATERIAL AND METHODS: We analyzed variations in deaths by motorcycle crash in Cali when the interventions were implemented and the statistical significance of changes between 1993 and 2001. RESULTS: The rate of motorcyclist deaths per 100 000 inhabitants decreased from 9.7 in 1995 to 3.6 in 2001. The greatest reduction was observed after the introduction of the helmet law for motorcycle drivers in 1996 (12.3%). Other interventions-such as a helmet law for passengers, a reflective safety vest, a circulation ban for motorcyclists in December, and compulsory courses for all motorcyclists-produced a greater decrease in mortality; meanwhile, a lack of law enforcement increased it. CONCLUSIONS: The establishment and implementation of a combination of prevention strategies was more effective than a single or non-articulated strategy

National burden of road traffic injuries in Argentina

Fil: Ubeda, Clotilde. ANLIS Dr.C.G.Malbrán. Instituto Nacional de Epidemiología; Argentina.Fil: Espitia-Hardeman, Victoria. Centers for Disease Control and Prevention, Atlanta; Estados Unidos.Fil: Bhalla, Kavi. United States Agency for International Development (USAID). Washington, D.C.; Estados Unidos.Fil: Borse, Nagesh N. United States Agency for International Development (USAID). Washington, D.C.; Estados Unidos.Fil: Abraham, Jerry Puthenpurakal. United States Agency for International Development (USAID). Washington, D.C.; Estados Unidos.Fil: Dellinger, Ann. Centers for Disease Control and Prevention, Atlanta; Estados Unidos.Fil: Ferrante, Daniel. Ministerio de Salud; Argentina.Fil: Peltzer, Raquel. Universidad Nacional de Mar del Plata; Argentina.More than 1.2 million people die and as many as 50 million people are injured or disabled due to road traffic injuries (RTIs) every year worldwide. The lack of reliable data hinders efforts to describe the characteristics of the issue and prioritise prevention activities. The objective was to provide a snapshot of fatal and non-fatal RTI in Argentina. We used the methodology proposed by the Global Burden of Disease Injury Expert group. External causes of deaths with unknown codes were proportionately redistributed over the known categories. In 2007 in Argentina, we estimated 5915 RTI deaths, compared with 3983 RTI deaths reported previously by the Ministry of Health, accounting for 1931 additional cases. The highest number of deaths occurred in young men (15-29 years old), although the highest RTI death rates were in the age group of 55 years and older. Four-wheeled vehicle occupants were the most common road user type killed (59.1%); vulnerable road users represented one third (29.5%) of deaths and 64% of non-fatal RTI. The national and regional estimates of RTI in Argentina should help policy makers and public-health researchers to understand the importance of RTI prevention and design specific interventions to further reduce these preventable deaths and injuries