To assess spatial heterogeneity in geographic data, geographically weighted regression (GWR) has been widely used. This study used an advanced version of GWR, multiscale geographically weighted ...regression (MGWR), which provides a unique extension that allows each predictor to be associated with a distinct bandwidth in predicting traffic fatalities in Texas. Traffic data from fatality analysis reporting system (FARS) between 2010 and 2015, aggregated at the census tract level (N = 5265), were used to examine different scales at which selected economic variables explain the traffic road fatality rate per 100,000 population. Twelve economic variables were initially selected and reduced to four factors (ride-sharing to work, driving alone, mean travel time to work, and work commuting) using the varimax rotation technique. The spatial pattern of the four factors in the GWR model differs significantly from MGWR in spatial patterns, signs, and values relative to the traffic fatality rate. The diagnostic results showed that traditional GWR over fitted the predictors compared to MGWR (max. condition number in GWR = 28.3 versus MGWR = 9.6; adjusted R
2
GWR = 61.8% versus MGWR = 44.5%). The application of the MGWR technique is a robust technique in ensuring the correct process scale or bandwidth in modeling spatial data such as road traffic fatality for place and scale-specific intervention purposes. We discussed the three levels of scale identified in the MGWR model for traffic planning intervention and policymaking. Lastly, we concluded with how MGWR mitigates the common problem of aggregated data such as MAUP.
Aim
To evaluate the effectiveness of ‘first responder's care package’ on knowledge and skill on the management of road traffic accident (RTA) victims. The outcomes relate to the quality of first ...responder's care by autorickshaw drivers.
Methods
Autorickshaw drivers (N = 1,040) will be assessed to identify the impediments and knowledge to provide the first responder's care to RTA victims following which, 150 autorickshaw drivers will be selected based on a cut‐off knowledge score to train half of them using workshops. Drivers below 55 years and willing to participate will be recruited and drivers with serious health issues, homophobia and who cannot read English or Kannada will be excluded. Randomized controlled trial with repeated measures design will be adopted. Funding for the research is by the Indian Council of Medical Research and it is registered in the Clinical Trial Registry of India.
Discussion
Road traffic accidents are responsible for 85% of the total global mortality and 90% of the ‘Disability Adjusted Life Years’ in the developing countries amounting to an annual loss of $65 billion to $100 billion. India's rate of RTA deaths is high and postcrash care is not addressed efficiently by any agencies in India. Autorickshaw drivers could be ideal candidates for teaching the first responder's care package in India as they are a constant presence on the roads and reach all the main roads and small lanes of the country.
Impact
The research will add to knowledge on quality of first responder's care provided to accident victims. If the intervention is found to be fruitful for the accident victims of the locality, it can be recommended to be implemented all over the state.
目的
评估“急救员护理包”对道路交通事故(RTA)受害者管理的知识和技能的有效性。结果与自动驾驶汽车司机对急救员护理的质量有关。
方法
对自动驾驶汽车司机(N = 1,040)进行评估,确定为道路交通事故受害者提供急救员护理的障碍和知识,然后根据知识的临界得分选出150名自动驾驶汽车司机,对其中一半进行培训。招募55岁以下并愿意参与的司机,排除掉有严重健康问题、同性恋恐惧症和无法读懂英语或坎纳达语的司机。采用重复测量的随机对照试验设计。由印度医学研究委员会提供研究经费,并在印度临床试验注册处注册。
讨论
道路交通事故占全球总死亡率的85%,占发展中国家“伤残调整寿命年”的90%,每年损失650亿至1000亿美元。印度道路交通事故的死亡率很高,并且印度的任何机构都未有效解决撞后护理问题。机动三轮车司机可能是印度教导使用急救员护理包的理想人选,因为在各条街道上常能看到他们的身影,并且可以到达印度的所有主要道路和小巷。
影响
这项研究将加深为事故受害者提供急救员护理质量的了解。如果发现对当地事故受害者的干预卓有成效,可以建议在全国范围内实施。
One of the major environmental problems of the modern world is noise. A health-related marker of environmental noise exposure that can be considered a predictor of annoyance is noise sensitivity. The ...aim of this study was to ascertain the correlation between levels of exposure to road traffic noise in residential areas and the resulting annoyance based on the perception and sensitivity reported.
The study involved noise assessment, with the creation of noise maps of the neighborhood in the city of São Paulo, Brazil, and application of a questionnaire to ascertain the perception of the residents of the neighborhood, regarding the effects of this exposure.
The noise levels at all the measured points were found to exceed the critical level for the area, 55 dB(A). A total of 225 interviews were conducted. Noise-related annoyance was reported by 48.4% of the respondents. Associations were observed between living in areas exposed to traffic noise and feeling annoyed with this noise (p < 0.001).
These findings suggest the importance of reviewing and updating Brazilian public policies regarding environmental noise. We found a high prevalence of annoyance reports, as well as aspects indicative of sensitivity to noise exposure.
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•The noise levels at all the measured points were found to exceed the critical level for the area, 55 dB(A).•Traffic noise is considered to be an important environmental health problem.•Noise-related annoyance was reported by 48.4% of the respondents.•Noise annoyance is a subjective indicator of environmental exposure and affect.
•Sixty-eight percent (68.2%) of road traffic collision deaths in Botswana are considered preventable.•The majority of deaths (45%, n=384/909) occurred at the scene.•Head injury in combination with ...haemorrhagic shock was the commonest cause of death at 47.3% (n=430/909).
Road traffic collisions (RTC) are a major cause of mortality and morbidity in Botswana. To our knowledge no research has been conducted in Botswana to investigate preventable deaths that occur as a result of RTCs. The aim of this study is to establish the rate of preventable deaths from RTCs in the greater Gaborone area in Botswana. This was a 5-year retrospective study conducted at the forensic pathology department for the greater Gaborone area, in Botswana. Nine hundred and nine (909) forensic pathology reports were retrieved. Sixty-eight percent (68.2%) of RTC deaths were considered preventable. Head injury in isolation and in combination with other injuries accounted for 87.6% (796/909) of deaths. Haemorrhagic shock was present in 70.2% (638) of all documented injuries. Another documented injury contributing to fatal RTCs was high spinal cord injury. This injury was documented in 13.1% (119/909) of all deaths. We recommend the implementation of a comprehensive trauma system in Botswana to reduce the number of deaths from RTCs.
Hydrogen (H2) is being explored as a fuel for passenger vehicles; it can be used in fuel cells to power electric motors or burned in internal combustion engines. In order to evaluate the potential ...influence of a future H2-based road transportation on the regional air quality in Europe, we implemented H2 in the atmospheric transport and chemistry model LOTOS-EUROS. We simulated the present and future (2020) air quality, using emission scenarios with different proportions of H2 vehicles and different H2 leakage rates. The reference future scenario does not include H2 vehicles, and assumes that all present and planned European regulations for emissions are fully implemented.
We find that, in general, the air quality in 2020 is significantly improved compared to the current situation in all scenarios, with and without H2 cars. In the future scenario without H2 cars, the pollution is reduced due to the strict European regulations: annually averaged CO, NOx and PM2.5 over the model domain decrease by 15%, 30% and 20% respectively. The additional improvement brought by replacing 50% or 100% of traditionally-fueled vehicles by H2 vehicles is smaller in absolute terms. If 50% of vehicles are using H2, the CO, NOx and PM2.5 decrease by 1%, 10% and 1% respectively, compared to the future scenario without H2 cars. When all vehicles run on H2, then additional decreases in CO, NOx and PM2.5 are 5%, 40%, and 5% relative to the no-H2 cars future scenario. Our study shows that H2 vehicles may be an effective pathway to fulfill the strict future EU air quality regulations.
O3 has a more complicated behavior – its annual average decreases in background areas, but increases in the high-NOx area in western Europe, with the decrease in NOx. A more detailed analysis shows that the population exposure to high O3 levels decreases nevertheless.
In all future scenarios, traffic emissions account for only a small proportion of the total anthropogenic emissions, thus it becomes more important to better regulate emissions of non-traffic sectors.
Although atmospheric H2 increases significantly in the high-leakage scenarios considered, the additional H2 added into the atmosphere does not have a significant effect on the ground level air pollution in Europe.
•European air quality improves in the future due to emission regulations.•When road traffic is converted to H2, air quality improves further.•H2 leaked into the atmosphere does not have a large negative impact on air quality.
This study aims to explore trends of NOx (NO + NO2) pollution over ten years (2004–2013) at an urban monitoring station at Yongsan in Seoul, Korea. The mean concentrations (in nmol/mol) of NO, NO2, ...and O3 measured over the entire study period were 25.3 ± 7.30, 36.9 ± 1.76, and 17.5 ± 1.31, respectively. The decadal trend of these pollutants exhibited statistically significant, but contrasting, results with downward NO and NOx trends and upward O3 trends throughout the study period. Correlation studies and principal component analysis (PCA) explained association of NO and NO2 with traffic related pollutants (CO, PM, and SO) at a statistically significant level while O3 exhibited patterns correlated with meteorological parameters. The overall results of this study indicate that the decadal trend of NO and NO2 was highly dependent on automotive related pollution, while O3 concentration was influenced by both the availability of NO and meteorological conditions.
•From the view point of air quality, NO2 is more important than NO due to its greater human health effects.•Further, O3 is an important greenhouse gas making significant contributions to the climate change.•A study has been undertaken to explain the long-term changes in NOx/O3 levels in urban air.•Korea has been actively pursuing policies to reduce pollutant emissions from traffic-related sources.•The decadal trend of NOx was dependent on traffic pollution, while that of O3 on NO and meteorology.
•Helmet wearers were significantly older than non-wearers•Helmet use was associated with a significantly lower risk of head injury and higher GCS score•‘Fall from cycle’ was the most common injury ...mechanism.•‘Cyclist v Vehicle’ collisions showed the most severe injury characteristics•Future interventions could target driver and cyclist education and helmet promotion campaigns
This study aims to characterise cycling related injuries presenting to a major trauma centre located within a region with the highest rates of cycling in the UK.
A retrospective analysis of cycling related trauma admissions occurring between January 2012 and June 2020 was performed. Our institution's electronic patient record system was used to collect relevant data for analysis including age, gender, mechanism of injury, Glasgow coma scale (GCS) on arrival, incident date and time, injured body regions, 30-day mortality, helmet use and intubation rate. Comparison was made between groups of patients based on mechanism of injury.
A total of 605 cycling related trauma cases were identified, with 52 being excluded due to incomplete data. The most common mechanism was ‘fall from cycle’ (53.5%). The ‘cyclist v vehicle’ group was associated with a significantly higher Injury Severity score (ISS), lower GCS and higher intubation rate. Helmet wearers were significantly older than non-wearers and helmet use was associated with a significantly reduced risk of head injury, lower ISS and intubation rate and a higher GCS.
With a likely increase in future cycling uptake, it is crucial that effective interventions are implemented to improve the safety of cyclists. The findings of this study may be used to guide any such intervention. A multi-faceted strategy involving driver and cyclist education, effective road infrastructure changes and helmet promotion campaigns specifically targeting the younger generation could be employed.
A driver of a vehicle is a main part of “driver – automobile – road – environment” (DARE) system, sustainable functioning of which determines the effectivity and safety of the road traffic. The ...driver as an operatof of DARE system gets most of the information from the road, scilicet from moving and stationery objects on it, traffic signs, traffic lights, condition of the surface and traffic environment. Analysis of the majority of road accidents demonstrates that the weakest part of human-machine DARE system limiting its efficency and reliability is a human. To provide necessary reliability and safety the driver of any vehicle has to be cautious. It is maintained by the appropriate psychophysiological condition which is in turn affected by many factors. In the article the analysis of research works considering the effect of different factors on the vehicle driver’s reliability is presented. The means and methods of research conducting are described. The recomendations on constructing the stand for research of the effect of driver’s psychophysiological condition on road traffic safety are given.
Road traffic accidents are a serious problem worldwide. Although the Czech Republic, and also the European Union and the World Health Organization outlay resources to reduce the number of road ...traffic accidents, in 2015 an average of 1.8 people died daily and 59 people had their life or health affected. The consequences of road traffic accidents primarily affect the direct participants of road traffic accidents and their families. The direct participants of road traffic accidents particularly suffer health consequences. Due to the fact that road traffic accidents lead to a large number of fatal incapacitating injuries, the consequences of these accidents are fundamentally reflected in the social sphere. This concerns job losses and the related financial hardships, loss of amenity and a fatal impact on the functioning of the whole family. We should not forget that the psychological impact of the consequences of road traffic accidents do not only to affect the direct participants, but also their families. The costs associated with road traffic accidents are shouldered by the whole society. Although the Czech Republic provides assistance to the victims of road traffic accidents–financial, medical, or social, other European Union countries give these victims greater possibilities mainly through allowances and social measures. The aim of this study is to analyze the health and social consequences of road traffic accidents. The selected method of data processing was textual analysis of documents.
•What is already known on the subjectGlobal morbidity and mortality from road traffic injuries (RTIs) are substantial, especially in low- and middle-income countries (LMICs) such as Kenya. RTIs have ...major economic impacts on households, communities, and nations.RTI surveillance is essential for characterizing the burden of and risk factors for RTIs, as well as for implementing and evaluating the impact of public health interventions aimed at reducing RTIs.Many countries, especially LMICs, lack a comprehensive national RTI surveillance system that consistently collects information on key variables necessary for public health action.•What this study addsWe found that RTIs in Nairobi County, an urban setting in Kenya, predominantly affected males and young adults, and we observed that nonuse of safety equipment (i.e., seat belts and helmets) among RTI cases was common.Our study demonstrates that a hospital-based RTI surveillance system is practical in LMIC settings and can provide critical information to guide public health practice and policy. This pilot study also elucidates some challenges related to collecting information on circumstances contributing to RTIs and the need for innovative ways to systematically collect this vital information.
Kenya's estimated road traffic injury (RTI) death rate is 27.8/100,000 population, which is 1.5 times the global rate. Some RTI data are collected in Kenya; however, a systematic and integrated surveillance system does not exist. Therefore, we adopted and modified the World Health Organization's injury surveillance guidelines to pilot a hospital-based RTI surveillance system in Nairobi County, Kenya.
We prospectively documented all RTI cases presenting at two public trauma hospitals in Nairobi County from October 2018–April 2019. RTI cases were defined as injuries involving ≥1 moving vehicles on public roads. Demographics, injury circumstances, and outcome information were collected using standardized case report forms. The Kampala Trauma Score (KTS) was used to assess injury severity. RTI cases were characterized with descriptive statistics.
Of the 1,840 RTI cases reported during the seven-month period, 73.2% were male. The median age was 29.8 years (range 1–89 years). Forty percent (n = 740) were taken to the hospital by bystanders. Median time for hospital arrival was 77 min. Pedestrians constituted 54.1% (n = 995) of cases. Of 400 motorcyclists, 48.0% lacked helmets. Similarly, 65.7% of bicyclists (23/35) lacked helmets. Among 386 motor vehicle occupants, 59.6% were not using seat belts (19.9% unknown). Seven percent of cases (n = 129) reported alcohol use (49.0% unknown), and 8.8% (n = 161) reported mobile phone use (59.7% unknown). Eleven percent of cases (n = 199) were severely injured (KTS <11), and 220 died.
We demonstrated feasibility of a hospital-based RTI surveillance system in Nairobi County. Integrating information from crash scenes and hospitals can guide prevention.
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