珠海市交通事故意外伤害人群分析

目的分析交通事故意外伤害人群特点,为健康教育提供参考.方法从珠海市公安交通警察支队获取近4 a的交通意外伤害资料,进行统计分析.结果在交通意外伤害中,男性的死伤百分比是女性的2～3倍;16～40岁之间的5个年龄组段,车祸死伤百分比较高,超过了10%;机动车司机死伤人员中,二轮摩拖车司机占的百分比最高;非机动车驾驶者死伤人员中,以骑自行车所占百分比最高;在交通事故中,马路上步行者比乘车者更易引起死亡;以外来工为主的外地人在交通事故中的死伤百分比和死伤率(每10万)均高于本地人.结论应根据珠海市交通事故死亡人员的人群特点有针对性的加强健康教育.     

2004-2008年渠县14岁以下儿童步行者道路交通伤害事故流行特征分析

目的描述2004-2008年渠县14岁以下儿童步行者交通事故伤害的流行病学特征。方法利用渠县公安交警系统收集的2004-2008年0~14岁儿童步行者交通伤害数据,用描述流行病学分析儿童步行者伤害的特征。结果2004-2008年共144名儿童步行者发生交通事故,伤害年均发生率、死亡率和致死率分别为17.63/10万、1.78/10万、9.72%。5~9岁组年发生率和死亡率最高,分别为26.80/10万、2.57/10万;0~4岁组致死率最高,为13.29%。男孩步行者伤害年发生率(20.98/10万)和死亡率(2.00/10万)均高于女孩(分别为13.83万/、1.52/10万)(P均0.05)。儿童步行者交通伤害最常见的部位是多部位(40.34%)、头部(26.75%)、下肢(21.53%)。死亡、重伤和轻伤所占比例分别为9.72%、66.53%和23.75%。伤害主要由机动车驾驶员(57.50%)和步行者(33.47%)过失造成。导致伤害事故的主要车辆是客车、两轮摩托车和货车,分别占40.14%、34.38%和22.15%。结论儿童步行者交通伤害严重危害儿童的生命和健康,在人、车、路系统中,司机和步行者过失是儿童步行者伤害的主要原因。     

道路交通事故致颅脑损伤住院患者影响因素的研究

目的分析并探讨交通事故致颅脑损伤住院患者的影响因素。方法采用现场调查的方法,调查分析2012年10月-2013年7月期间因道路交通伤入住3家综合性医院的住院患者的伤害发生情况。结果本研究共调查388例道路交通伤住院患者,平均年龄为（40．20±18．38）岁,男女性别比为2．15：1。19—64岁年龄段为交通伤的主要年龄段。在交通伤住院患者中,颅脑损伤患者共225例,占调查人数的58．O％,其中男性166名（73．8％）,女性59名（26．2％）。摩托车驾驶员为主要的道路使用者类型,其次为行人及摩托车乘客。患者平均年龄为（39．18±18．68）岁。多因素Logistic回归分析结果表明,性别、职业、道路使用者类型、交通控制方式为交通事故致颅脑损伤的危险因素。结论男性、军人、无业或退休人员、机动车驾驶员、标志标线的交通控制方式为交通事故致颅脑损伤的影响因素。     

Epidemiologic study of traffic accidents occurring among the inhabitants of Algeria

An observation area was created in Algiers to improve both epidemiological knowledge of traffic accidents and the national information system. Carried out cooperatively by the police and the hospitals of the area, our cohort study revealed a high annual incidence (700 per 100,000) of traffic accidents among residents of Algiers. Children between 5 and 9, adolescents, young adults and people over 60 are the most vulnerable. Older persons and children are for the most part pedestrians. Fractures of lower limbs are relatively numerous and account for 10% of all registered injuries. Moreover, 92.1% of injuries, corresponding to the highest AIS in each part of the body affected, are either minor or moderate. The severity of injuries seems to be independent of age, sex and category (pedestrians, motorcyclists, etc.) of the road user. The ISS, which is correlated to the duration of hospital stay, gives much the same results. Only by linking the data from the different information sources can one perceive the various facets of the problem in an overall manner. However, even before accumulating highly refined data certain actions are manifestly urgent. One of them is an improved organization of traumatology in order to reduce lethality of injuries.     

Motor vehicle crash injury rates by mode of travel, United States: using exposure-based methods to quantify differences

The authors used traffic exposure data to calculate exposure-based fatal and nonfatal traffic injury rates in the United States. Nationally representative data were used to identify fatal and nonfatal traffic injuries that occurred from 1999 to 2003, and the 2001 National Household Travel Survey was used to estimate traffic exposure (i.e., person-trips). Fatal and nonfatal traffic injury rates per 100 million person-trips were calculated by mode of travel, sex, and age group. The overall fatal traffic injury rate was 10.4 per 100 million person-trips. Fatal injury rates were highest for motorcyclists, pedestrians, and bicyclists. The nonfatal traffic injury rate was 754.6 per 100 million person-trips. Nonfatal injury rates were highest for motorcyclists and bicyclists. Exposure-based traffic injury rates varied by mode of travel, sex, and age group. Motorcyclists, pedestrians, and bicyclists faced increased injury risks. Males, adolescents, and the elderly were also at increased risk. Effective interventions are available and should be implemented to protect these vulnerable road users.     

Road traffic accidents in a Swedish municipality

A continuous all embracing registration of acute, in-patient and out-patient visits at hospitals and primary health care centres, was conducted in Skaraborg County in western Sweden. A special focus was directed at accident cases which account for 20% of the total number of acute visits. The accidents were divided up by environment: home, work, traffic and other. Cases of road traffic accidents have been mapped out in more detail with the help of standardised and structured surveys via telephone interviews, information from hospital records, and death certificates. This study aimed at achieving an increased understanding and knowledge about the accident pattern in the traffic environment in a municipality. Road traffic accidents accounted for 6.5% of all accidents. Cyclists, car drivers, car passengers and pedestrians were the most common victims. Children showed a high frequency of bicycle accidents. There was an increased risk of injury for young car-drivers. Thirty-six per cent were single-accidents. Cars and bicycles dominated among injury-inducing vehicles. Head, arm and knee injuries were most common. Twenty-six per cent of the victims were hospitalized. Safety devices were not used in 10% of cases where they should have been used according to legislation. A comparison of our registration system for road traffic accidents with the official statistics of Sweden reveals a substantial under-reporting of road traffic accidents in the latter. Consequently, a need exists for the surveillance of injuries by the public health services as a basis of injury control.     

Deaths from injury and poisoning of children in Liverpool: a ten-year survey 1978-1987.

Deaths of children in Liverpool under 16 years of age from injury and poisoning were examined for the period 1978-1987: 174 deaths occurred during the 10-year period. The commonest causes of death were road traffic accidents: 103 cases (60%). Of these 87 were of pedestrians struck by vehicles. Many of these children were very young and were unsupervised, or poorly supervised by other children. Drivers of vehicles were largely responsible for the accidents in 20 cases. The ability of children to cope in various traffic situations is discussed and responsibilities of parents and drivers are considered in relation to matters of accident prevention.     

Road accidents in a city in southern Brazil]

The study was conducted in the municipality of Londrina, a medium-sized city of southern Brazil. Analysis was performed in the characteristics of road accidents that had occurred during the first semester of 1996, resulting in 3,643 victims. Car or small truck collisions were the most common type of accident. The rate of motorcycle-related injuries (per 1,000 registered vehicles) was seven times higher than that resulting from cars or small trucks. Fatality rates were higher for motorcyclists who collided with stationary objects (29.4%) and pedestrians who were injured by lorries or buses (22.2%), in comparison with a mean fatality rate of 1.8%. This information may provide a basis for the implementation of public policies aiming at reducing accidents.     

2002-2019年上海市交通意外死亡特征及趋势分析

  目的  了解上海市2002-2019年交通意外导致死亡的人群特征,分析其发展趋势。  方法  通过上海市居民死因登记系统收集交通意外死亡人群特征,使用t检验及Kruskal-Wallis秩和检验比较不同组之间的死亡率差异,并通过Joinpoint分析交通意外变化趋势的年度变化百分比(annual percent change, APC)。  结果  上海市2002-2019年交通意外死亡率以每年4.13%的速度下降。2019年标化死亡率为3.75/10万,其中男性标化死亡率(4.86/10万)高于女性(2.59/10万),＞65岁老年人死亡率(18.65/10万)在各年龄组中最高,郊区死亡率(9.18/10万)高于中心城区(3.41/10万)。行人、自行车以及二轮、三轮机动车使用者占全部致死交通事故的84.06%。  结论  上海市应进一步构建安全的交通环境,尽早实现“道路交通死伤人数减半”的发展目标。     

1997-2008年上海市闵行区交通事故死亡流行病学特征分析

[目的]了解1997-2008年上海市闵行区交通事故死亡的流行病学特征。[方法]以1997-2008年闵行区所有户籍居民的交通事故死亡资料为研究对象,利用百分构成、圆分布、电子地图等方法描述交通事故死亡人群、时间、地区特征;利用潜在寿命损失年、早死指数等指标分析交通事故死亡导致的疾病负担。交通事故死亡数据来自上海市死因监测系统,人口数据来自公安系统当年户籍人口资料。[结果]1997~2008年闵行区交通事故导致1198人死亡,年均交通事故死亡率为13.83/10万,标化死亡率9.90/10万,居伤害死因的第一位,男女性别比为2.06：1。死亡率、潜在减寿损失年、早死指数呈下降趋势。死亡人数中,行人、骑自行车者和骑摩托车（包括助动车）者占81.92%。60岁及以上年龄组死于交通事故的比例不断提高。农村交通事故死亡数占全区交通事故总死亡人数的41.84%（农村人口仅占18.52%）,靠近城区的占8.16%（其人口占16.25%）。交通事故有向12月9日和周日集中的趋势。[结论]老年人群、行人、骑自行车者和骑摩托车（包括助动车）者交通事故死亡值得关注。     

2006-2010年宁波市居民交通运输伤害死亡特征分析

目的：分析宁波市2006-2010年交通运输伤害死亡特征,为伤害干预工作提供依据。方法：死亡数据来源于2006-2010年宁波市死因监测系统,研究对象为户籍居民。通过计算死亡率、死亡构成比等指标进行数据分析。结果：2006-2010年宁波市居民交通运输伤害死亡率平均为18.59/10万,男性高于女性,男性死亡率随年度变化呈现下降趋势。不同交通运输方式发生的伤害死亡,以道路上为主（占伤害死亡的97.83%）,其次为水上（占2.11%）。以行人、骑摩托车者和骑脚踏车者死亡居多。死亡发生月份集中在10-12月。结论：道路伤害是交通运输伤害的主要类型,需针对发生特点采取措施。     

Analysis of the occurrence of traffic injuries and related factors according to the National Household Sample Survey (PNAD) Brazil, 2008

The study describes the estimates of occurrence of injury due to traffic accidents among the Brazilian population based on data obtained from the National Household Sample Survey (PNAD). It is a probabilistic sample, in which 391,868 people were interviewed. in three stages, namely municipalities, census sectors and households. The traffic accident (TA) and the safety belt usage variables were described according to socio-demographic variables and region of residence. Proportions, 95% confidence intervals, χ2 tests and p values were calculated. 2.5% (CI95% 2.4-2.6%) of the population reported higher traffic accident (TA) incidence among males (3.5%; CI95%: 3.4-3.6), youths (4.4%; CI95%: 4.2-4.6) and residents in the Central-West region (3.3% CI95%3.0-3.6). Most of the events involved drivers or passengers of cars or vans (53.9%), followed by motorcyclists or pillion passengers (30.1%), cyclists (7.6%) and pedestrians (5.25%). The front seat safety belt is used by 73.2% (CI95% 72.2-74.2) and the rear seat safety belt is only used by 37.4% (CI95% 36.6-38.2). Traffic accidents led to the abandonment of their habitual activities by 30.7% of those involved. The severity of injuries in traffic accidents demands further preventive and legislative measures to reduce such incidents.     

Trends in traffic accidents in Campinas, São Paulo State, Brazil: the increasing involvement of motorcyclists

In order to describe trends in traffic accidents, mortality, vehicle types, fleet sizes, and victims' characteristics in Campinas, S?o Paulo State, Brazil, from 1995 to 2008, this study analyzed vehicle rates, traffic accident rates per inhabitant and per vehicle, case-fatality rates, proportional mortality, mortality rates, and rates ratios. The motorcycle fleet increased 241%. Although the case-fatality rate of motorcycle users from 2000 to 2008 decreased, in 2008 they accounted for 49.3% of fatal accidents on public byways in Campinas. Motorcycles were responsible for the highest run-over rate (66.7 pedestrians/1,000 accidents) and highest pedestrian fatality rate (4 deaths/1,000 accidents). Men showed much higher mortality rates than women. Pedestrian victims were mainly elderly; most vehicle occupants in traffic accidents were in the 15 to 29-year age bracket. From 2006 to 2008, nearly 80% of vehicle users 15 to 39 years of age were motorcyclists. Motorcycle accident prevention should be a priority, using multi-institutional measures.     

Road-traffic-related mortality in Iran: a descriptive study

Road traffic accidents are considered to be the second highest cause of mortality in Iran. A study was conducted to describe road-traffic-related mortality data in Iran in a given period. All Iranian mortality data on road traffic accidents between March 1999 and 2000 (one complete Iranian calendar year) were obtained. The main variables studied were deceased's gender, age, education level, status (i.e. driver, car occupant, etc.), cause and place of death. A total of 15?482 individuals died from road traffic accidents in Iran in the study period. A disproportionate number of deceased individuals were male (79%), mostly aged 40 years or less (65%), and who were pedestrians or car occupants (62%). Head injury was the most common cause of road-traffic-related mortality (66%) in males and females of all ages. Following road traffic accidents, 57% of deaths occurred pre-hospital. Head injury is the most common single cause of mortality attributable to road traffic accidents in Iran, and since most deaths occur pre-hospital, it seems many are preventable. To overcome this major public health problem, there is an urgent need to develop a comprehensive injury control policy and strategy in Iran.     

Work-related accidents: urban violence and death in Porto Alegre, Rio Grande do Sul, Brazil

This article focuses on the magnitude of work-related deaths in Porto Alegre, the capital of Rio Grande do Sul State, Brazil. Death certificates were used to investigate 159 cases, or 18% of the 877 deaths from external causes in 1992. Some 31 cases were identified. The principal cause of death among these workers was homicide, with 58% of cases (15 from fire arms and 3 from knives), followed by traffic accidents, with 29% (5 motor vehicle collisions and 4 pedestrians run down by motor vehicles). Of these 31 deaths, 17 were workers from the formal labor market, of whom 11 did not fit into the regular reporting procedures for work-related accidents. The other 14 deaths were of workers from the informal labor market (7), individuals involved in illicit activities (6), and unknown (1), in which cases reporting as work-related accidents was also inappropriate. These data suggest negligence by the public sector in dealing with this issue and the fact that official statistics fail to reflect the reality of daily working conditions. The authors conclude that health surveillance requires other data collection mechanisms besides those used by the Social Welfare System, so as to include all actual risks related to work situations.     

2010-2020年上海市虹口区伤害死亡流行特征分析

目的 研究虹口区2010-2020年居民伤害死亡流行特征,为制定上海市虹口区有针对性的伤害防制措施提供依据.方法 资料来源于上海市虹口区户籍居民的死因监测系统.采用粗死亡率、标化死亡率、年均变化百分比及潜在寿命损失年(PYLL)等指标进行描述.结果 2010-2020年虹口区户籍居民伤害粗死亡率为42.50/10万,标...     

Head injury in road traffic accidents. A prospective Study in Tr?ndelag, Norway, 1979-80

The purpose of the present prospective investigation was to study the epidemiology of head injuries sustained in road traffic accidents. The characteristics of all 503 head-injured patients admitted to hospitals in the two counties of Tr?ndelag province, Norway, in 1979 and 1980 are described. The annual incidence was 89 per 100 000 inhabitants. There was a male preponderance in all categories of victims. The highest male to female ratio was found in motorcyclists and mopedists (6.3:1). Pedal cycle accidents accounted for 33% of all accidents, constituting the most common cause of head injury on the roads in the period from May to the end of September. There were more pedal cycle accidents in the present series than in previous studies on road traffic accidents.     

珠海市居民交通伤害死亡状况及疾病负担研究

目的 探讨2011-2016年珠海市户籍居民交通伤害死亡原因及疾病负担情况,为制定交通伤害相关防控策略提供科学依据。方法 利用2011-2016年珠海市户籍居民交通伤害死因监测数据,计算死亡率、标化死亡率、年度变化百分比（APC）、潜在寿命损失年（PYLL）、PYLL率等指标。率的检验采用χ2检验。结果 2011 - 2016年珠海市户籍居民交通伤害死亡率为6.58/10万,其中男性10.48/10万,女性2.53/10万,男性明显高于女性（χ2 = 156.78,P＜0.01）;交通伤害死亡率及标化死亡率在6年间总体均下降,从7.97/10万（7.57/10万）下降至4.82/10万（4.13/10万）。交通伤害死亡人群以骑摩托车者、行人、骑自行车者为主,占交通伤害总死因的85.39%;交通伤害死亡年龄分布主要在20～59岁的青年和中年人群,占所有年龄死亡65.66%。2011 - 2016年珠海市户籍居民去除交通伤害后人均寿命增加0.21岁,总的潜在减寿年数（PYLL）为15 894.63人年,平均减寿年数（AYLL）为36.88人年;2011 - 2016年,珠海市户籍居民因交通伤害造成的PYLL和PYLLR总体呈下降趋势,PYLL下降39.03%,PYLLR下降43.81%。结论 交通伤害已成为珠海市户籍居民伤害的主要死因,2011 - 2016年珠海市交通伤害死亡水平和PYLLR均下降,男性交通伤害疾病负担远高于女性,应重点加强对青壮年男性的交通伤害干预。     

1996～2003年全国交通事故伤害的时间序列分析

目的：分析全国交通事故及交通事故伤害的发生情况，为交通事故的预防和控制提供基本数据。方法：利用国家统计局公布的交通事故、年度人口、社会经济发展统计数据，采用描述性研宄的方法，分析1996-2003年全国交通事故的发生率、致伤与死亡情况、直接经济损失。结果：全国交通事故发生数从1996年的28．77万起，增加到2003年的66．75万起；交通事故的构成以机动车事故为主（〉90％），而汽车交通事故占事故总数的70％以上，摩托车事故发生率呈现增长趋势；因车祸死亡人数从1996年的7．36万人，增加到2003年的10．44万人，受伤人数从17．44万人增加到为49．42万人。车祸死亡率从6．02／10万上升到8．08／10万；直接经济损失从1996年的17．17亿元增加到2003年的33．69亿元。结论：交通事故对居民健康和生命的威胁日益加重，社会各部门应积极采取相应措施，切实减少交通事故伤害对人民生命安全的成胁．降低交通事故的疾病负担。     

2002-2015年上海市浦东新区居民交通事故死亡流行特征及趋势分析

目的 了解2002-2015年浦东新区居民交通事故死亡的流行病学特点及其趋势,为制定相应的干预措施提供依据。方法 对2002-2015年上海市浦东新区居民交通事故死亡资料进行流行病学分析,采用死亡率、标化死亡率、年度变化百分比（annual percent change,APC）、潜在减寿年数（potential years of life lost,PYLL） 、潜在工作减寿年（working years of potential lost,WPYLL）等指标对死亡情况进行分析。结果 浦东新区2002-2015年期间交通事故粗死亡率为10.72/10万,标化死亡率为7.03/10万,14年间交通事故粗死亡率及标化死亡率呈现下降趋势（APC=-5.85%、-7.67%,P<0.001）;男性交通事故死亡率高于女性（Z=23.00,P<0.001）;行人、自行车及摩托车乘员占死亡总数的82.16%;浦东新区交通事故死亡PYLL为64 445年,PYLL率为1.73‰,WPYLL为49 271年。结论 浦东新区交通事故死亡率高于同期全国平均水平,但有降低趋势,行人、自行车及摩托车乘员死亡值得关注,应采取综合性的干预措施。