Search

• Safe Drive Stay Alive improved knowledge, attitudes & intentions of risky driving. • Evidence indicates these benefits to improving road safety may be short-lived. • Young people identified the importance of relevant, relatable intervention content. • Future interventions should consider changes to session content and frequency. Road traffic collisions (RTCs) are the leading cause of deaths for young people worldwide. Whilst educational interventions that adopt fear-based messaging are commonly used to improve road safety in young people, limited focus has been directed to examining how they are delivered. Accordingly, this mixed-method study aims to i) measure the effectiveness of a UK intervention called Safe Drive Stay Alive (SDSA) for improving road safety knowledge, attitudes and intentional behaviors, and ii) what design and delivery mechanisms are important for achieving this. In study one, participants completed online questionnaires that measured road safety knowledge, attitudes, and behavioural intentions pre- (n = 1304) and post-intervention (n = 407), and two months later (n = 72). In study two, focus groups were conducted with 10 young people post-intervention to understand what mechanisms were important for promoting road safety. Statistical analysis of questionnaires showed that road safety knowledge, attitudes, and intentional behaviours significantly improved post-intervention. However, descriptive comparisons of the smaller number of two-month follow-up questionnaires indicated that ratings returned to pre-intervention levels. Thematic analysis of focus groups highlighted that having emotive, realistic, and relatable content was important for encouraging young people to attend to the message. However, more focus was needed on how to address peer pressure. SDSA improves road safety knowledge, attitudes, and behavioural intentions. However, there are indications that benefits may be short lived, requiring 'top up' interventions. Whilst young people also perceive SDSA to be useful, engaging, and delivering an important message, support is needed for addressing peer pressure. [ABSTRACT FROM AUTHOR]

Abstract Background Methods Results Conclusion \nHighlights The increased popularity of cycling is leading to an anticipated increase in cycling-related traffic accidents and a need to better understand the demographics and epidemiology of craniospinal injuries in this vulnerable road user group. This study aims to systematically investigate and characterise cycling-related head and spine injuries seen in the Major Trauma Centre for the Eastern region, which has the highest cycling rates in the UK.We performed a retrospective cohort study comparing the incidence, patterns, and severity of head and spine injuries in pedal cyclists presenting to the Major Trauma Centre in Cambridge between January 2012 and December 2020. Comparisons of injury patterns, characteristics, and associations were made according to mechanism of injury, helmet use, patient age and gender.A total of 851 patients were admitted after being involved in cycling-related collisions over the study period, with 454 (53%) sustaining head or spine injuries. The majority of victims (80%) were male and in mid-adulthood (median age 46 years). Head injuries were more common than spine injuries, with the most common head injuries being intracranial bleeds (29%), followed by skull fractures (12%), and cerebral contusions (10%). The most common spine injuries were cervical segment fractures, particularly C6 (9%), C7 (9%), and C2 (8%). Motorised collisions had a higher prevalence of spine fractures at each segment (p < 0.001) and were associated with a higher proportion of multi-vertebral fractures (p < 0.001). These collisions were also associated with impaired consciousness at the scene and more severe systemic injuries, including a lower Glasgow coma scale (R = −0.23, p < 0.001), higher injury severity score (R = 0.24, p < 0.001), and longer length of stay (R = 0.21, p < 0.001). Helmet use data showed that lack of head protection was associated with more severe injuries and poorer outcomes.As cycling rates continue to increase, healthcare providers may expect to see an increase in bicycle-related injuries in their practice. The insights gained from this study can inform the treatment of these injuries while highlighting the need for future initiatives aimed at increasing road safety and accident prevention. Study of 851 cycling-related trauma patients in Cambridge, UK, shows high rates of head & spine injuries. Motorised collisions were associated with more severe injuries and impaired consciousness at the scene. The lack of helmet use was linked to more severe head injuries and impaired consciousness, but not to a longer hospital stay. Rising cycling rates may lead to increased incidence of these injuries in clinical practice. Our findings may be relevant for clinicians treating cycling-related traumatic injuries to head and spine. Study of 851 cycling-related trauma patients in Cambridge, UK, shows high rates of head & spine injuries.Motorised collisions were associated with more severe injuries and impaired consciousness at the scene.The lack of helmet use was linked to more severe head injuries and impaired consciousness, but not to a longer hospital stay.Rising cycling rates may lead to increased incidence of these injuries in clinical practice.Our findings may be relevant for clinicians treating cycling-related traumatic injuries to head and spine. [ABSTRACT FROM AUTHOR]

There have been strong calls in the research literature for the adoption of system-based approaches to further reduce road casualties. However, person-based approaches remain at the forefront of both national and local-level decision-making around road safety in the UK. Focusing on person-based approaches inhibits learning across the system. Practical examples are needed to support adoption of system-based approaches and ensure safety learning is maximised within the industry.This study builds on previous work (Staton et al., 2022) mapping the control structure for the municipal area of Cambridgeshire, UK. It utilizes a system-based accident investigation method: Causal Analysis based on System Theory (CAST) (Leveson, 2019). The method is based on Rasmussen’s Risk Management Framework and is used to identify weaknesses in the control structure across the entire sociotechnical system. This supports understanding why the collision occurred and prevention of similar future events, rather than apportioning blame. In the study, CAST is used to investigate a random sample of ten fatal collisions that occurred in Cambridgeshire between 2018 and 2020. The investigations were conducted retrospectively using police forensic collision investigation files that had already concluded crown or coroner’s court proceedings.Across all ten collisions investigated, 21 different types of actor were identified across all levels of the system, each of whom played some role in at least one of the collisions. As a result, 49 specific recommendations are made concerning these actor’s roles in preventing future road deaths and serious injuries. In addition, 11 system-wide recommendations are made relating to communication and coordination; the safety information system; safety culture; design of the safety management system; changes and dynamics over time; and economic factors in the system environment.This study demonstrates that the CAST method is a viable tool for learning in the road safety industry and provides a taxonomy of system hazards, alongside the system control structure from Staton et al. (2022), to support any future analysis using this method. The use of CAST identifies the importance of controls within the road transport system and that currently, despite having one of the best road safety records in the world, the existing controls in place in the UK are insufficient to prevent serious injury and death occurring daily and are in danger of being eroded further through a political agenda of deregulation.This study reinforces that road safety requires system-based approaches and the strength of the CAST method in identifying system-wide recommendations which can be used in support of a Safe System approach to provide recommendations across the Safe System pillars.

Abstract Background Globally, road traffic collisions (RTCs) are a common cause of death and disability. Although many countries, including Ireland, have road safety and trauma strategies, the impact on rehabilitation services is unclear. This study explores how admissions with RTC related injuries to a rehabilitation facility has changed over 5 years and how they contrast to major trauma audit (MTA) serious injury data from the same timeframe. Methods A retrospective review of healthcare records with data abstraction in accordance with best practice was performed. Fisher’s exact test and binary logistic regression were used to determine associations and statistical process control was used to analyse variation. All patients discharged with an International Classification of Diseases (ICD) 10 coded diagnosis of Transport accidents from 2014 to 2018 were included. In addition, serious injury data was abstracted from MTA reports. Results 338 cases were identified. Of these, 173 did not meet the inclusion criteria (readmissions) and were excluded. The total number analyzed was 165. Of these, 121 (73%) were male and 44 (27%) were female and 115 (72%) were under 40 years of age. The majority [128 (78%)] had traumatic brain injuries (TBI), 33 (20%) had traumatic spinal cord injuries and 4 (2.4%) had traumatic amputation The numbers varied over the time period of the study but showed normal variation and not special cause variation which suggests no significant impact of policy in the time frame. There was a large discrepancy between the number of severe TBIs reported in the MTA reports and the numbers admitted with RTC related TBI to the National Rehabilitation University Hospital (NRH). This suggests there may be many people not accessing the specialist rehabilitation services they require. Conclusion Data linkage between administrative and health datasets does not currently exist but offers huge potential for understanding the trauma and rehabilitation ecosystem in detail. This is required to better understand the impact of strategy and policy.

Head injuries are common for cyclists involved in collisions. Such collision scenarios result in a range of injuries, with different head impact speeds, angles, locations, or surfaces. A clear understanding of these collision characteristics is vital to design high fidelity test methods for evaluating the performance of helmets. We review literature detailing real-world cyclist collision scenarios and report on these key characteristics. Our review shows that helmeted cyclists have a considerable reduction in skull fracture and focal brain pathologies compared to non-helmeted cyclists, as well as a reduction in all brain pathologies. The considerable reduction in focal head pathologies is likely to be due to helmet standards mandating thresholds of linear acceleration. The less considerable reduction in diffuse brain injuries is likely to be due to the lack of monitoring head rotation in test methods. We performed a novel meta-analysis of the location of 1809 head impacts from ten studies. Most studies showed that the side and front regions are frequently impacted, with one large, contemporary study highlighting a high proportion of occipital impacts. Helmets frequently had impact locations low down near the rim line. The face is not well protected by most conventional bicycle helmets. Several papers determine head impact speed and angle from in-depth reconstructions and computer simulations. They report head impact speeds from 5 to 16 m/s, with a concentration around 5 to 8 m/s and higher speeds when there was another vehicle involved in the collision. Reported angles range from 10° to 80° to the normal, and are concentrated around 30°–50°. Our review also shows that in nearly 80% of the cases, the head impact is reported to be against a flat surface. This review highlights current gaps in data, and calls for more research and data to better inform improvements in testing methods of standards and rating schemes and raise helmet safety. [ABSTRACT FROM AUTHOR]

The number of fatalities associated with traffic accidents has been declining owing to improvements in vehicle safety performance and changes in the law. However, injuries in children can lead to social and economic losses. We examined 10-year changes in the characteristics of traffic trauma among pediatric motor vehicle passengers by analyzing data from the Japan Trauma Data Bank (JTDB). Among the 36,715 injured motor vehicle passengers under the age of 15 years who were registered in the JTDB from 2004 to 2019, we compared the groups injured during 2004–2007 (n = 94) and 2017–2019 (n = 203). Physiologically, the 2004–2007 group had a lower body temperature and Glasgow Coma Scale score as well as a higher mortality. Anatomical severity was higher in the 2004–2007 group for the head, face, and neck, according to the Abbreviated Injury Scale. In terms of treatment, only craniotomy as a primary surgery was significantly lower in the 2017–2019 group. The 2017–2019 group had significantly higher rates of receiving whole-body computed tomography (CT). Because the rate of performing CT has increased, with no changes in the injury severities of the trunk and extremities, limiting the number of CT examinations is suggested for pediatric motor vehicle passengers involved in road traffic collisions. The severity of trunk and extremity injuries has not improved in more than 10 years; further preventive measures for these injuries should be considered. [ABSTRACT FROM AUTHOR]

Background: Globally, road traffic collisions (RTCs) are a common cause of death and disability. Although many countries, including Ireland, have road safety and trauma strategies, the impact on rehabilitation services is unclear. This study explores how admissions with RTC related injuries to a rehabilitation facility has changed over 5 years and how they contrast to major trauma audit (MTA) serious injury data from the same timeframe. Methods: A retrospective review of healthcare records with data abstraction in accordance with best practice was performed. Fisher's exact test and binary logistic regression were used to determine associations and statistical process control was used to analyse variation. All patients discharged with an International Classification of Diseases (ICD) 10 coded diagnosis of Transport accidents from 2014 to 2018 were included. In addition, serious injury data was abstracted from MTA reports. Results: 338 cases were identified. Of these, 173 did not meet the inclusion criteria (readmissions) and were excluded. The total number analyzed was 165. Of these, 121 (73%) were male and 44 (27%) were female and 115 (72%) were under 40 years of age. The majority [128 (78%)] had traumatic brain injuries (TBI), 33 (20%) had traumatic spinal cord injuries and 4 (2.4%) had traumatic amputation The numbers varied over the time period of the study but showed normal variation and not special cause variation which suggests no significant impact of policy in the time frame. There was a large discrepancy between the number of severe TBIs reported in the MTA reports and the numbers admitted with RTC related TBI to the National Rehabilitation University Hospital (NRH). This suggests there may be many people not accessing the specialist rehabilitation services they require. Conclusion: Data linkage between administrative and health datasets does not currently exist but offers huge potential for understanding the trauma and rehabilitation ecosystem in detail. This is required to better understand the impact of strategy and policy. [ABSTRACT FROM AUTHOR]

Abstract Background There have been major improvements in the trauma system and injury prevention in Al-Ain City. We aimed to study the impact of these changes on the incidence, pattern, injury severity, and outcome of hospitalized motorcycle-related injured patients in Al-Ain City, United Arab Emirates. Methods This is a retrospective analysis of two separate periods of prospectively collected data which were retrieved from Al-Ain Hospital Trauma Registry (March 2003 to March 2006 compared with January 2014 to December 2017). All motorcycle-injured patients who were admitted to Al-Ain Hospital for more than 24 h or died in the Emergency Department or after hospitalization were studied. Results The incidence of motorcycle injuries dropped by 37.1% over the studied period. The location of injury was significantly different between the two periods (p = 0.02, Fisher's exact test), with fewer injuries occurring at streets/highways in the second period (69.1% compared with 85.3%). The anatomical injury severity of the head significantly increased over time (p = 0.03), while GCS on arrival significantly improved (p

Abstract Background Motorized 2–3-wheelers-related death is high due to the exposed body of the driver/passenger and the high speed. The United Nation (UN) Decade of Action for road safety aimed to reduce road traffic deaths by 50% by the year 2020. We aimed to study the factors affecting the death rates of motorized 2–3 wheelers injured victims and whether the reduction in the death rates has met the UN target. Methods Data were retrieved from the WHO Global Status Reports on Road Safety published over 2009 to 2018 which covered the years of 2007 to 2016. Studied variables included motorized 2–3 wheelers death rates, percentage of helmet-wearing rate, helmet law enforcement, speed law enforcement, gross national income per capita, vehicles/person ratio, and motorized 2–3 wheelers/person ratio. A mixed linear model was used to define factors affecting the change of motorized 2–3 wheelers death rates over time. Results The global mean motorized 2–3 wheelers death rates increased from 2.37/100,000 population to 3.23/100,000 population over the studied decade (a relative ratio of 1.36) which was not statistically significant. Factors that affected mortality included GNI (p = 0.025), motorized 2–3 wheelers per person ratio (p

Introduction: Following a motor vehicle collision some patients will remain trapped. Traditional extrication methods are time consuming and focus on movement minimisation and mitigation. 'Chain cabling' is an alternative method of extrication used in some countries. The optimal extrication strategy and the effect of extrication methods on spinal movement is unknown. This study compares 'chain cabling' to the established roof removal method of extrication on spinal movement.Methods: Biomechanical data were collected using Inertial Measurement Units on a single healthy volunteer during multiple experiments. The extrication types examined were chain cabling and roof removal. Measurements were recorded at the cervical and lumbar spine, and in the anteroposterior (AP) and lateral (LR) planes. Total movement (travel), maximal movement, mean, standard deviation and confidence intervals are reported.Results: Eight experiments were performed using each technique. The smallest mean overall movements were recorded during roof-off extrication (cervical spine 0.6 mm for AP and LR, lumbar spine 3.9 mm AP and 0.3 mm LR). The largest overall mean movements were seen with chain cabling extrication (cervical spine AP 5.3 mm. LR 6.1 mm and lumbar spine 6.8 mm AP and 6.3 mm LR).Conclusion: In this study of a healthy volunteer, roof-off extrication was associated with less movement than chain cabling. The movement associated with chain cabling extrication was similar to that previously collected for other extrication types. [ABSTRACT FROM AUTHOR]

Introduction: The course of road traffic collision (RTC) victims with femoral fractures (FFx) from injury to death was reviewed. We sought to correlate the presence of femoral fractures with the overall severity of injury from RTCs using objective indices and to identify statistically significant associations with injuries in other organs. Patients and methods: A case–control study based on forensic material from 4895 consecutive RTC-induced fatalities, between 1996 and 2005. Injuries were coded according to the Abbreviated Injury Scale-1990 Revision (AIS-90), and the Injury Severity Score (ISS) was calculated. Victims were divided according to the presence of femoral fractures in all possible anatomic locations or not. Univariate comparisons and logistic regression analysis for probabilities of association as odds ratios (OR) were performed. Results: The FFx group comprised 788 (16.1%) victims. The remaining 4107 victims constituted the controls. The FFx group demonstrated higher ISS (median 48 vs 36, p < 0.001) and shorter post-injury survival times (median 60 vs 85 min, p < 0.001). Presence of bilateral fractures (15.5%) potentiated this effect (median ISS 50 vs 43, p = 0.006; median survival time 40 vs 65, p = 0.0025; compared to unilateral fractures). Statistically significant associations of FFx were identified with AIS2-5 thoracic trauma (OR 1.43), AIS2-5 abdominal visceral injuries (OR 1.89), AIS1-3 skeletal injuries of the upper (OR 2.7) and lower limbs (OR 3.99) and AIS2-5 of the pelvis (OR 2.75) (p < 0.001). In the FFx group, 218 (27.7%) victims survived past the emergency department and 116 (53.2%) underwent at least one surgical procedure. Complications occurred in 45.4% of hospitalized victims, the most common being pneumonia (34.8%). Conclusion: This study has documented that femoral fractures are associated with increased severity of injury, shorter survival times and higher incidence of associated thoracic, abdominal and skeletal extremity injuries, compared to controls. These findings should be considered for an evidence-based upgrading of trauma care. [ABSTRACT FROM AUTHOR]

The accumulation of βAPP caused by axonal injury is an active energy-dependent process thought to require blood circulation; therefore, it is closely related to the post-injury survival time. Currently, the earliest reported time at which axonal injury can be detected in post-mortem traumatic brain injury (TBI) tissue by βAPP (Beta Amyloid Precursor Protein) immunohistochemistry is 35 min. The aim of this study is to investigate whether βAPP staining for axonal injury can be detected in patients who died rapidly after TBI in road traffic collision (RTC), in a period of less than 30 min. We retrospectively studied thirty-seven patients (group 1) died very rapidly at the scene; evidenced by forensic assessment of injuries short survival, four patients died after a survival period of between 31 min and 12 h (group 2) and eight patients between 2 and 31 days (group 3). The brains were comprehensively examined and sampled at the time of the autopsy, and βAPP immunohistochemistry carried out on sections from a number of brain areas. βAPP immunoreactivity was demonstrated in 35/37 brains in group 1, albeit with a low frequency and in a variable pattern, and with more intensity and frequency in all brains of group 2 and 7/8 brains from group 3, compared with no similar βAPP immunoreactivity in the control group. The results suggest axonal injury can be detected in those who died rapidly after RTC in a period of less than 30 min, which can help in the diagnosis of severe TBI with short survival time. [ABSTRACT FROM AUTHOR]

Abstract Background The COVID-19 Pandemic lockdowns restricted human and traffic mobility impacting the patterns and severity of road traffic collisions (RTCs). We aimed to study the effects of the COVID-19 Pandemic on incidence, patterns, severity of the injury, and outcomes of hospitalized RTCs trauma patients in Al-Ain City, United Arab Emirates. Methods We compared the data of two cohorts of patients which were collected over two periods; the Pandemic period (28 March 2020 to 27 March 2021) and the pre-pandemic period (28 March 2019 to 27 March 2020). All RTCs trauma patients who were hospitalized in the two major trauma centers (Al-Ain and Tawam Hospitals) of Al-Ain City were studied. Results Overall, the incidence of hospitalized RTC trauma patients significantly reduced by 33.5% during the Pandemic compared with the pre-pandemic period. The mechanism of injury was significantly different between the two periods (p

In Italy, in only 2018, 3310 people died in road traffic accidents, more than in any other European country. Since the revelation of this occurrence, the authors carried out an analysis aimed at investigating if there was a difference in the injury patterns among different road users. A retrospective post-mortem study on road traffic fatalities was performed, which had been autopsied at the Institute of Forensic Medicine of Milan. First, the authors analyzed the epidemiological data of all the 1022 road traffic accidents subjected to an autopsy from 2007 to 2019. Secondly, further analysis of individual autopsy reports was carried out. For this purpose, 180 autopsies belonging to 5 different categories were analyzed: car, pedestrian, motorbike, bicycle, and truck. Seventy-six percent of road traffic fatalities were male, 54% were between 10 and 49 years of age, and 62% of the patients died before arriving at a hospital. “Multiple injuries” was the main cause of death. Traumatic brain injuries were particularly high in pedestrians and cyclists. In car, motorbike, and truck fatalities, thoracic and abdominal injuries were the most frequent. Therefore, pedestrians and cyclists had a higher prevalence for traumatic head injuries, while car, motorcycle, and truck occupants, on the other hand, had a higher prevalence for thoracic and abdominal injuries.

Abstract Background Various strategies to reduce the spread of COVID-19 including lockdown and stay-at-home order are expected to reduce road traffic characteristics and consequently road traffic collisions (RTCs). We aimed to review the effects of the COVID-19 pandemic on the incidence, patterns, and severity of the injury, management, and outcomes of RTCs and give recommendations on improving road safety during this pandemic. Methods We conducted a narrative review on the effects of COVID-19 pandemic on RTCs published in English language using PubMed, Scopus, and Google Scholar with no date restriction. Google search engine and websites were also used to retrieve relevant published literature, including discussion papers, reports, and media news. Papers were critically read and data were summarized and combined. Results Traffic volume dropped sharply during the COVID-19 pandemic which was associated with significant drop in RTCs globally and a reduction of road deaths in 32 out of 36 countries in April 2020 compared with April 2019, with a decrease of 50% or more in 12 countries, 25 to 49% in 14 countries, and by less than 25% in six countries. Similarly, there was a decrease in annual road death in 33 out of 42 countries in 2020 compared with 2019, with a reduction of 25% or more in 5 countries, 15–24% in 13 countries, and by less than 15% in 15 countries. In contrast, the opposite occurred in four and nine countries during the periods, respectively. There was also a drop in the number of admitted patients in trauma centers related to RTCs during both periods. This has been attributed to an increase in speeding, emptier traffic lanes, reduced law enforcement, not wearing seat belts, and alcohol and drug abuse. Conclusions The COVID-19 pandemic has generally reduced the overall absolute numbers of RTCs, and their deaths and injuries despite the relative increase of severity of injury and death. The most important factors that affected the RTCs are decreased mobility with empty lines, reduced crowding, and increased speeding. Our findings serve as a baseline for injury prevention in the current and future pandemics.

Objective: Mass casualty incidents (MCIs) have gained increasing attention in recent years due multiple high-profile events. MCI preparedness improves the outcomes of trauma victims, both in the hospital and prehospital settings. Yet most MCI protocols are designed for high-income countries, even though the burden of mass casualty incidents is greater in low-resource settings. Results: Hôpital Universitaire de Mirebalais (HUM), a 300-bed academic teaching hospital in central Haiti, developed MCI protocols in an iterative process after a large MCI in 2014. Frequent MCIs from road traffic collisions allowed protocol refinement over time. HUM's protocols outline communication plans, triage, schematics for reorganization of the emergency department, clear delineation of human resources, patient identification systems, supply chain solutions, and security measures for MCIs. Given limited resources, protocol components are all low-cost or cost-neutral. Unique adaptations include the use of 1) social messaging for communication, 2) mass casualty carts for rapid deployment of supplies, and 3) stickers for patient identification, templated orders, and communication between providers. Conclusion: These low-cost solutions facilitate a systematic response to MCIs in a resource-limited environment and help providers focus on patient care. These interventions were well received by staff and are a potential model for other hospitals in similar settings. [ABSTRACT FROM AUTHOR]

Abstract Background Motor vehicle collisions (MVCs) are a common cause of major trauma and death. Following an MVC, up to 40% of patients will be trapped in their vehicle. Extrication methods are focused on the prevention of secondary spinal injury through movement minimisation and mitigation. This approach is time consuming and patients may have time-critical injuries. The purpose of this study is to describe the outcomes and injuries of those trapped following an MVC: this will help guide meaningful patient-focused interventions and future extrication strategies. Methods We undertook a retrospective database study using the Trauma Audit and Research Network database. Patients were included if they were admitted to an English hospital following an MVC from 2012 to 2018. Patients were excluded when their outcomes were not known or if they were secondary transfers. Results This analysis identified 426,135 cases of which 63,625 patients were included: 6983 trapped and 56,642 not trapped. Trapped patients had a higher mortality (8.9% vs 5.0%, p

Background and Objectives: In 2019, electric scooters (e-scooters) were legalized for use on German roads. Their popularity is attributable to their relatively cheap and easy availability. E-scooters had already been established in other countries for some time. A rising number of crashes involving e-scooters have been reported from different countries, but data about crashes in Germany are still limited. Materials and Methods: Our local accident research unit documented prospectively a statistically randomized sample of e-scooter crashes between July 2019 and December 2020. Collected data include, but is not limited to, injury details as well as technical characteristics and circumstances of the crashes. Results: Twenty-three crashes are included in this study. Two drivers (8.70%) were uninjured and 60.87% (n = 14) suffered only minor injuries (Maximum Abbreviated Injury Scale [MAIS] 1). Four drivers (17.39%) sustained a MAIS 2 and three drivers (13.04%) a MAIS 3. 41 injuries in total were recorded among the 23 patients included in this study. The Injury Severity Score ranged from 0 to 22. In our cohort, the main person responsible for the crash was most often the e-scooter driver him/herself (n = 20, 86.96%). In n = 6 (26.09%), a positive alcohol test was carried out, and one driver (4.35%) was under the influence of cannabis. Conclusions: Crashes involving e-scooters have the potential to cause severe injuries and e-scooters should not be considered harmless gadgets. The prevalence of drug and alcohol use during e-scooter driving and the high percentage of e-scooter drivers being responsible for the crash may indicate potential recklessness on the part of the drivers.

Abstract Background Traffic collision fatality rates per mile travelled have declined in Abu Dhabi similar to many developed countries. Nevertheless, the rate is still significantly higher than the average of countries with similar GDP and socio-demographic indicators. The literature on the subject in the UAE is limited especially in the area of studying drivers behaviour. This study aims to find determinants of risky driving behaviours that precipitate having a road traffic collision (RTC) in the United Arab Emirates (UAE). Methods A cross-sectional, survey-based study was employed. Participants were 327 active drivers who were attending Abu Dhabi Ambulatory Health Care Services clinics. They were provided with a questionnaire consisting of demography, lifestyle history, medical history, driving history, and an RTC history. They were also given a driving behaviour questionnaire, a distracted driving survey, depression screening and anxiety screening. Results Novice drivers (less than 25 years old) were 42% of the sample and 79% were less than 35 years. Those who reported a history of an RTC constituted 39.8% of the sample; nearly half (47.1%) did not wear a seatbelt during the collision. High scores in the driving behaviour questionnaire and high distraction scores were evident in the sample. Most distraction-prone individuals were young (90.5% were less than 36 years old). High scores in the driving behaviour questionnaire were also associated with high distraction scores (p

Abstract Background The UN Decade of Action for Road Safety aimed to reduce road traffic deaths by half by year 2020. We aimed to study risk factors affecting global pedestrian death rates overtime, and whether the defined target of its reduction by WHO has been achieved. Methods The studied variables were retrieved from the WHO Global Status Reports on Road Safety published over 2010–2018. These covered years 2007–2016 and included the estimated road traffic death rates per 100,000 population, policies to promote walking and cycling, enforcement levels of national speed limits, the gross national income per capita and the vehicle/person ratio in each country. A mixed linear model was performed to define the factors affecting the change of pedestrian death rates overtime. Results Global pedestrian mortality decreased by 28% over 10 years. This was significant between years 2007 and 2010 (p = 0.034), between years 2013 and 2016 (p = 0.002) but not between 2010 and 2013 (p = 0.06). Factors that reduced pedestrian death rates included time (p < 0.0001), GNI (p < 0.0001), and vehicle/person ratio (p < 0.0001). There was a significant drop overtime in both the middle-income, and high-income countries (p < 0.0001, Friedman test), but not in the low-income countries (p = 0.35, Friedman test). Conclusions Global pedestrian mortality has dropped by 28% over a recent decade, which is less than the 50% targeted reduction. This was mainly driven by improved GNI and using more vehicles. The economical gap between poor and rich countries has a major impact on pedestrian death rates.

Case Summary: A 2-year-old spayed female domestic shorthair cat presented with tetraparesis after being involved in a road traffic accident. Survey spine radiographs revealed a C2-C3 cervical subluxation, which was confirmed by a CT scan. Surgical stabilisation was performed using screws and polymethyl methacrylate (PMMA) via a ventral approach. A postoperative CT scan demonstrated correct implant positioning and good reduction of the subluxation. After surgery, the cat rapidly recovered to a neurologically normal status., Relevance and Novel Information: Trauma-induced cervical subluxation is an uncommon occurrence in cats but should be considered in the differential diagnosis. This report describes the surgical management of a C2-C3 cervical subluxation in a cat using screws and PMMA. This is the first case report of a surgically treated subaxial cervical subluxation in a cat., Competing Interests: The authors declared no potential conflicts of interest with respect to the research, authorship, and/or publication of this article., (© The Author(s) 2024.)

Background/Aim: Because bicyclists and motorcyclists with oral and maxillofacial injuries often suffer from disabilities requiring long‐term treatment, reducing the severity of such injuries is a valuable objective for improving these people's quality of life (QOL). The aims of this study were, first, to present the prevalence and patterns of oral and maxillofacial injuries of bicyclists and motorcyclists and to compare the features of these injuries and, second, to determine the factors contributing to long‐term hospitalization for these patients and to propose effective preventive measures. Material and Methods: This was a single‐center retrospective analysis. Hospital records from 2011 through 2018 were reviewed for all patients who had sustained oral and maxillofacial injuries in bicycle or motorcycle collisions and had presented at a university hospital which was the only hospital in the region attended 24 hours per day by oral and maxillofacial surgeons. Characteristics of the oral and maxillofacial injuries, injury severity, and factors influencing the length of hospitalization were examined. Results: Records of 130 patients (82 bicyclists and 48 motorcyclists) with a mean age of 28.0 years were analyzed. Thirty‐three patients (25.4%) had maxillofacial fractures, with 41 fracture lines while 103 patients (79.2%) had dental injuries and 57 patients (43.8%) had soft‐tissue injuries. The distribution and prevalence of oral and maxillofacial injuries were similar for bicyclists and motorcyclists. However, motorcyclists had significantly higher Abbreviated Injury Scale (AIS) scores for facial injuries and the maximum AIS score than did bicyclists. According to a multiple regression analysis, the number of fracture lines and the requirement for intermaxillary fixation were independent factors influencing long‐term hospitalization (standard regression coefficients: 6.795 and 6.715, respectively; P <.001). Conclusions: The number of fracture lines and the use of intermaxillary fixation were independent factors influencing long‐term hospitalization of both bicyclists and motorcyclists with oral and maxillofacial injuries. [ABSTRACT FROM AUTHOR]

Background: Motor vehicle collisions (MVCs) are a common cause of major trauma and death. Following an MVC, up to 40% of patients will be trapped in their vehicle. Extrication methods are focused on the prevention of secondary spinal injury through movement minimisation and mitigation. This approach is time consuming and patients may have time-critical injuries. The purpose of this study is to describe the outcomes and injuries of those trapped following an MVC: this will help guide meaningful patient-focused interventions and future extrication strategies. Methods: We undertook a retrospective database study using the Trauma Audit and Research Network database. Patients were included if they were admitted to an English hospital following an MVC from 2012 to 2018. Patients were excluded when their outcomes were not known or if they were secondary transfers. Results: This analysis identified 426,135 cases of which 63,625 patients were included: 6983 trapped and 56,642 not trapped. Trapped patients had a higher mortality (8.9% vs 5.0%, p < 0.001). Spinal cord injuries were rare (0.71% of all extrications) but frequently (50.1%) associated with other severe injuries. Spinal cord injuries were more common in patients who were trapped (p < 0.001). Injury Severity Score (ISS) was higher in the trapped group 18 (IQR 10–29) vs 13 (IQR 9–22). Trapped patients had more deranged physiology with lower blood pressures, lower oxygen saturations and lower Glasgow Coma Scale, GCS (all p < 0.001). Trapped patients had more significant injuries of the head chest, abdomen and spine (all p < 0.001) and an increased rate of pelvic injures with significant blood loss, blood loss from other areas or tension pneumothorax (all p < 0.001). Conclusion: Trapped patients are more likely to die than those who are not trapped. The frequency of spinal cord injuries is low, accounting for < 0.7% of all patients extricated. Patients who are trapped are more likely to have time-critical injuries requiring intervention. Extrication takes time and when considering the frequency, type and severity of injuries reported here, the benefit of movement minimisation may be outweighed by the additional time taken. Improved extrication strategies should be developed which are evidence-based and allow for the expedient management of other life-threatening injuries. [ABSTRACT FROM AUTHOR]

Insufficient attention has been paid to physical trauma as a cause of morbidity and mortality in international travellers, despite travellers themselves ranking it among their most important pre-travel health concerns. Road traffic collisions (RTCs) are the most common cause of death in younger travellers. One of the significant factors contributing to motorist accidents is tourists’ disorientation in a foreign environment. This is compounded by jet lag and travel fatigue, unfamiliarity with a hired vehicle, local road rules, weather, terrain, distracting scenery and driving on the wrong side of the road, the last factor accounting for the highest percentage of road crash-related injuries. Many of the traumatic risks of travel can be anticipated by performing a careful risk assessment. Travellers should receive targeted advice in relation to prevention of RTCs, adventure sports injuries, large mammal attacks, stampedes and breaches to their personal safety and security. This narrative review article draws attention to these risks and offers practical advice for mitigating the risk to travellers.

Three‐dimensional scanning and documentation methods are becoming increasingly employed by law enforcement personnel for crime scene and accident scene recording. Three‐dimensional documentation of the victim's body in such cases is also increasingly used as the field of forensic radiology and imaging is expanding rapidly. These scanning technologies enable a more complete and detailed documentation than standard autopsy. This was used to examine a fatal pedestrian‐vehicle collision where the pedestrian was killed by a van while crossing the road. Two competing scenarios were considered for the vehicle speed calculation: the pedestrian being projected forward by the impact or the pedestrian being carried on the vehicle's bonnet. In order to assist with this, the impact area of the accident vehicle was scanned using laser surface scanning, the victim was scanned using postmortem CT and micro‐CT and the data sets were combined to virtually match features of the vehicle to injuries on the victim. Micro‐CT revealed additional injuries not previously detected, lending support to the pedestrian‐carry theory. [ABSTRACT FROM AUTHOR]

The consumption of alcohol has become a part of leisure activities. However, the drinking problem has emerged as a major concern for policymakers. Driving under the influence of alcohol has increased the risk of road traffic collisions resulting in injuries and death. Rules and regulations or policies laid down in response to reduce such problems often recourse to the policies of prohibitions or banning. Despite all, there has been an increase in road traffic collisions due to alcohol in recent years. This article reviews the alcohol-road accident nexus. Literature on road traffic collisions due to alcohol in Delhi and commentaries on rules and regulations, or policies to avoid road traffic collisions are discussed. Consideration of wider cultural practices and nuances of drinking practices at the intersection of transport and health studies could help in policies and planning to avoid drunk driving and road traffic collisions. [ABSTRACT FROM AUTHOR]

• A systematic literature review was undertaken to critically synthesise the literature related to the personality, well-being and mental health of social, domestic, pleasure and commuting car drivers. • Findings reveal that in parallel with the research pertaining to professional drivers, anxiety, stress and depression were predictive of poor driving outcomes. • A qualitative study revealed that driving discourtesy by others not only induced stress reactions, but also led to riskier driving practice. • Higher levels of well-being and life satisfaction appear to safeguard against engagement with deliberate driving violations. • There are several lacunas in the existing literature. Longitudinal, multivariate research is required to provide causal attributions, whilst controlling for the established predictors of unfavourable driving outcomes. The purpose was to provide a systematic review of the literature related to the personality and well-being of social, domestic, pleasure and commuting (SDP&C) car drivers. The following databases were searched: PsychINFO (PsychNET), Scopus (Elsevier), Web of Science (Social Sciences Index; WoS), ORCA (Online research at Cardiff University), Science Direct (Elsevier), Taylor and Francis Online, and PubMed. Grey literature was sourced using the Transport Research International Database (TRID) as well as conference proceedings of the Human Factors and Ergonomics Society and Driver Assessment. In parallel, an internet search of Google Scholar was undertaken. Two researchers reviewed papers suitable for inclusion. Eligible papers were those published in the English language, during the last decade; the latter to allow for a more contemporary appraisal of the literature. The search yielded thirty peer reviewed articles and ten reports relevant to the personality and well-being of SDP&C road users. The findings show that anxiety, stress and depression were predictive of unfavourable driving outcomes (e.g. risk-taking, aggression, poor driving behaviour.) Further, driving discourtesy by others was found to not only induce stress reactions in drivers, but also led to riskier driving practice, such as deliberately engaging in intimidating driving behaviour. Negative personality traits were related with negative driving behaviours, whilst higher levels of well-being and life satisfaction appear to safeguard drivers against deliberate driving violations. There was a dearth of literature focusing on UK drivers, as well as research examining the impact of driving itself on the well-being of the driver. Further longitudinal, multivariate research is required to examine all well-being/personality predictors, whilst controlling for established predictors (such as fatigue) such that the factors underpinning unsafe driving behaviour (in isolation and in combination) may be revealed. [ABSTRACT FROM AUTHOR]

Chavin D Gopaul,1 Aruna Singh-Gopaul,2 Edison D Haqq1 1Department of Para-clinical Sciences, Faculty of Medicine, The University of the West Indies, St Augustine, 2North West Regional Health Authority, St George Central, Barataria, Trinidad and Tobago Abstract: The following research paper aims to examine the psychological factors that have led to road traffic collisions (RTCs) by conducting research on drivers who had been admitted to the Accident and Emergency department at four major hospitals in Trinidad as RTC cases. A cross-sectional survey was conducted in four major hospitals in Trinidad. Sample size was 900 participants admitted to the hospital as RTC cases, and the sample was selected using Daniel’s formula. All 900 participants were drivers involved in an RTC and were mostly male, and majority of drivers involved in an RTC were within the age group of 30–39 years. The survey was conducted in a 3-month window between March and June 2013. The results of the survey indicated that there was a significant relationship between most of the factors and RTCs, that is, p

Introduction: Musculoskeletal disorders (MSDs) are common following a road traffic collision (RTC) in England. Establishing the anatomical distribution of MSDs following RTC that present to physiotherapists may improve understanding and clinical practice. This study examined anatomical distribution of MSDs that present to physiotherapists within a litigant population following a RTC in England. Methods: A retrospective review of physiotherapy records was conducted at a private practice in North-East England. Data were collected from 2105 patients between January 2014 and December 2015. The primary outcome was anatomical regions with MSDs. Descriptive data is reported. Results: Overall, 90% of patients presented with a neck/upper back disorder, while 52% presented with a lower back disorder. Of the assessed patients, 46% presented with one MSD, 45% presented with two MSDs while 9% presented with ≥3 MSDs. Further analysis showed that those who presented to physiotherapy later and were not motor vehicle occupants (MVOs) were more likely to have upper-limb, lower-limb, or lumbar MSDs. Younger patients, who presented sooner and were non-MVO were more likely to have multiple regions affected by MSDs. Conclusions: This study presents epidemiological evidence that MSDs following a RTC occur primarily in the neck/upper back or lower back regions, and that multiple MSDs are common. [ABSTRACT FROM AUTHOR]

Aim of the study : To produce a formula that can accurately predict postmortem interval (PMI) based on vitreous potassium levels using road traffic collision fatalities. Material and methods: Vitreous humour samples were taken from 78 individuals who had died following road traffic collisions between 2010 and 2015. Samples were obtained from both eyes and were sent for on-site analysis. Measurement of potassium was by an indirect ion-specific electrode Siemens diagnostics ADVIA 2400 chemistry system. Exact time of death was known from police reports, the time of postmortem was recorded and the postmortem interval was calculated. Linear regression was then used to analyse the relationship between the two. The impact of age was also assessed. Results: PMI was between 6 and 162 hours. As vitreous potassium increases, the PMI also increases; exhibiting a linear relationship. This is illustrated by a regression equation of PMI = 6.42[K+] – 40.94, R = 0.67 (p < 0.001). This produced a formula closely comparable with three other studies proposed in previous literature and produces estimates that may exceed one calendar day. When both age and medical intervention are accounted for there is an insignificant improvement in prediction. Conclusions : Validated methods have been used to produce a formula for prediction of PMI using vitreous potassium. Although this is specific to road traffic collisions, the methods are transferable and can be seen to be comparable with other recently published methods. Nonetheless, if greater levels of accuracy are required it is suggested that biomarkers delivering a higher level of precision should still be sought.

Objective: The aims of this research were to cross-sectional survey the basic characteristics of the seat belts usage and use rate among drivers and passengers in Thailand. And, study the relationship between seat belt use rate and gross provincial product (GPP), literacy levels, percent under the poverty line and police density, relationships between literacy levels and penalties rate. Materials and Methods: A nationwide cross-sectional study was conducted by a collaboration of police department, injury surveillance of the Ministry of Public Health, Thai Road Safety Survey, and National Pediatric Injury and Trauma Registry of Thailand (NPIRT) database from 2010 to 2011.The rates of seat belt usage were recorded. All baseline characteristic variables (regions, provinces, population density, police density, literacy level, under poverty line, and conviction rate) were collected, and compared with interested outcome, seat belt usage rate by univariate analysis, linear regression and multiple regression analysis. Results: The average of seat belt usage rate across the country was 37.8 %+15.3 %. The highest rate of usage (mean+SD) were demonstrated in Bangkok (78.9 %), follow by North-east region (46.2 %+12.5 %), Central region (44.0 %+11.9 %), Northern region (28.2 %+9.7 %), and lowest in Southern region (24.2 %+11.1 %), respectively. The univariate regression analyses, GPP (coefficient 0.303;95%CI :0.109-0.497), literacy (coefficient 0.044;95%CI:0.020-0.068), police density (coefficient 0.038;95%CI: 0.0170-0.060) and conviction rate (coefficient 0.008;95%CI:0.003-0.012) showed statistically significances with seat belt usage rate (p-value= 0.003, 0.010, <0.001, 0.001, respectively). The level of literacy not significant correlated to decrease of conviction rate (coefficient 0.001;95% CI: -1.15-1.38, p-value=0.86). Multiple regression analyses, results showed the final three significantly correlated factors with usage rate were GPP, level of literacy, and conviction rate (p-value < 0.001, adjusted R-square 0.33). GPP showed a highest impact on seat-belt usage rate. 19.5 % (coefficient 0.195; 95%CI:0.025-0.366, p-value = 0.03). The level of literacy of the population enhance the rate of seat-belt usage approximately 3.9 %(coefficient 0.039; 95 % CI :0.019-0.060, p-value <0.001), and conviction rate can increase seat belt usage rate 0.64 %(coefficient 0.006; 95 % CI 0.003-0.010, p-value< 0.01) Conclusion: Only one third of people use a seat belt when they drive in Thailand. The seat belt usage rate has a trend of increasing in urban more than rural area, and the highest rate in the metropolitan's area. Finally, three significantly factors were GPP, level of literacy, and conviction rate had significant effect with rate seat belt usage. Improving of GPP, Level of Literacy and law penalty will be enhancing of seat belt usage rate and their engagement in immediate and long term. [ABSTRACT FROM AUTHOR]

Insufficient attention has been paid to physical trauma as a cause of morbidity and mortality in international travellers, despite travellers themselves ranking it among their most important pre-travel health concerns. Road traffic collisions (RTCs) are the most common cause of death in younger travellers. One of the significant factors contributing to motorist accidents is tourists' disorientation in a foreign environment. This is compounded by jet lag and travel fatigue, unfamiliarity with a hired vehicle, local road rules, weather, terrain, distracting scenery and driving on the wrong side of the road, the last factor accounting for the highest percentage of road crash-related injuries. Many of the traumatic risks of travel can be anticipated by performing a careful risk assessment. Travellers should receive targeted advice in relation to prevention of RTCs, adventure sports injuries, large mammal attacks, stampedes and breaches to their personal safety and security. This narrative review article draws attention to these risks and offers practical advice for mitigating the risk to travellers. [ABSTRACT FROM AUTHOR]

Previous research suggests darkness increases the risk of a collision involving a pedestrian and the severity of any injury suffered. Pedestrian crossings are intended to make it safer to cross the road, but it is not clear whether they are effective at doing this after-dark, compared with during daylight. Biannual clock changes resulting from transitions to and from daylight saving time were used to compare RTCs in the UK during daylight and darkness but at the same time of day, thus controlling for potential influences on RTC numbers not related to the ambient light condition. Odds ratios and regression discontinuity analysis suggested there was a significantly greater risk of a pedestrian RTC at a crossing after-dark than during daylight. Results also suggested the risk of an RTC after-dark was greater at a pedestrian crossing than at a location at least 50 m away from a crossing. Whilst these results show the increased danger to pedestrians using a designated crossing after-dark, this increased risk is not due to a lack of lighting at these locations as 98% of RTCs at pedestrian crossings after-dark were lit by road lighting. This raises questions about the adequacy and effectiveness of the lighting used at pedestrian crossings. [ABSTRACT FROM AUTHOR]

Background: In order to support health service organizations in arranging a system for prevention of road traffic collisions (RTC), it is important to study the usefulness of sleep assessment tools. A cohort study was used to evaluate the effectiveness of subjective and objective sleep assessment tools to assess for the 6-year risk of both first RTC event only and recurrent RTC events.Methods: The Taiwan Bus Driver Cohort Study (TBDCS) recruited 1650 professional drivers from a large bus company in Taiwan in 2005. The subjects were interviewed in person, completed the sleep assessment questionnaires and had an overnight pulse oximeter survey. Moreover, this cohort of drivers was linked to the National Traffic Accident Database (NTAD) and researchers found 139 new RTC events from 2005 to 2010. Primary outcomes were traffic collisions from NTAD, nocturnal oxygen desaturation index (ODI) from pulse oximeter, Pittsburg sleeping quality score, Epworth daytime sleepiness score, Snore Outcomes Survey score and working patterns from questionnaires. A Cox proportional hazards model and an extended Cox regression model for repeated events were performed to estimate the hazard ratio for RTC.Results: The RTC drivers had increased ODI4 levels (5.77 ± 4.72 vs 4.99 ± 6.68 events/h; P  = 0.008) and ODI3 levels (8.68 ± 6.79 vs 7.42 ± 7.94 events/h; P  = 0.007) in comparison with non-RTC drivers. These results were consistent regardless of whether ODI was evaluated as a continuous or a categorical variable. ODI4 and ODI3 levels increased the 6-year RTC risks among professional drivers even after adjusting for age, education, history of cardiovascular disease, caffeine intake, sleeping pills used, bus driving experience and shift modes. Moreover, there was an increased trend for ODI between the stratification of the number of RTCs in comparison with the non-RTC group. In the extended Cox regression models for repeated RTC events with the Anderson and Gill intensity model and Prentice-Williams-Petersen model, measurement of ODI increased hazards of the subsequent RTC events.Conclusion: This study showed that an increase in the 6-year risk of RTC was associated with objective measurement of ODI for a sign of sleep-disordered breathing (SDB), but was not associated with self-reported sleeping quality or daytime sleepiness. Therefore, the overnight pulse oximeter is an effective sleep assessment tool for assessing the risk of RTC. Further research should be conducted regarding measures to prevent against SDB among professional drivers. [ABSTRACT FROM AUTHOR]

Objective:We aimed to prospectively study the demography, severity of injury and outcome of alcohol-related road traffic collision (RTC) injuries in the United Arab Emirates. Methods:Data of RTC Registry of Al-Ain City were prospectively collected from Al-Ain and Tawam hospitals during the period of April 2006 to October 2007. It included all RTC trauma patients who were admitted or those who died after arrival to these hospitals. Car occupants with complete data on alcohol use were included in the study. Patients were divided into two groups, those who reported using alcohol and those who did not. Results:Out of the 771 car occupants, sixteen (16) used alcohol (2.1%), 15 (94%) of them were males. The median (range) age of the alcohol group was significantly higher than those without alcohol (35 (15–53) years compared with 26 (1–78) years, p = 0.02). The UAE nationals were significantly more (P = 0.01) and the revised trauma score was significantly less in the alcohol group (P = 0.03). Head/face was the most commonly injured region in the alcohol group (94%). Conclusion:Self reported alcohol-related car collisions in Al-Ain City had a low incidence. It affected older Emirati male nationals and was associated with lower revised trauma score, mainly due to head injury. There is a need for a national registry with data on alcohol abuse so as to assess its effects and strategies for its prevention. [ABSTRACT FROM PUBLISHER]

Background: Road traffic collision (RTC) is one of many public health problems. Globally, about 1.2 million people die due to RTCs every year. Of these, 85% reside in low- and middle-income countries. Despite low road network density and vehicle ownership, Ethiopia has a relatively high collision record. Collisions in the Addis Ababa and Oromia Regions account for 58% of all fatal collisions in Ethiopia. The aim of this study was to assess the magnitude of, trends in and factors associated with RTCs in central Ethiopia. Methods: A retrospective study was conducted using relevant police reports obtained from eight police stations found between Akaki and Adama towns located in central Ethiopia. The study included reports from July 2007 to June 2012. Both quantitative and qualitative techniques were employed, and bivariate and multivariate analyses were performed to identify the factors associated with the RTCs. Results: From July 2007 to June 2012, 2,335 collisions were registered, though the outcomes of 24 of these crashes were not recorded. Among these collisions, 389 (16.7%) resulted in death, 316 (13.5%) brought about severe injuries, 290 (12.4%) caused slight injuries, and 1,316 (56.4%) caused property damage. These collisions affected about 1,745 individuals. While 515 (29.5%) people died, 549 (31.5%) were severely injured, and the remaining 681 (39%) were slightly injured. Driving at midnight [AOR 1.67, 95% CI; 1.2-2.4], driving above the speed limit [AOR 5.3, 95% CI; 2.9-9.6], failing to give priority for other vehicles and pedestrians [AOR 5.03, 95% CI; 2.3-9.3], and vehicular technical problems [AOR 19, 95% CI; 6.4-56] were determinants of RTC fatality. Conclusions: RTCs steadily increased in the study area over this period of time. This calls for urgent interventions. Ensuring that drivers obey traffic rules and enforcing the speed limit appear to be the most critical parts of necessary interventions. [ABSTRACT FROM AUTHOR]

This article applies to selected topics in the area of road safety including the methods of the origins and course of adverse virtual events with use of roads. For the safety of the road users affected by many factors, including road infrastructure, appropriate road markings, road geometry, elements affecting the visibility of the road and its close surroundings, etc. The paper presents an example analysis of the selected section of the road in terms of road safety. Road accident was put to analysis, which occurred on the test section of the road. Based on the analysis of it presents the concept of the existing solutions to improve safety by modifying road markings and traffic organization, which according to the authors contribute to improving the passive safety of pedestrians and motorists. [ABSTRACT FROM AUTHOR]