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The Trauma Epidemic
Published in Ian Greaves, Keith Porter, Jeff Garner, Trauma Care Manual, 2021
Ian Greaves, Keith Porter, Jeff Garner
In the UK, the agenda for health is changing with greater emphasis on and investment in prevention. Historically, prevention campaigns have been successful in reducing the burden of injury from road traffic collisions and in workplaces—featuring a blend of education, engineering and enforcement. However, home and leisure accidents, as well as injuries from violence have not benefitted from these rigorous and enduring national strategic approaches. In 2018, the Royal Society for the Prevention of Accidents in association with members of the National Accident Prevention Strategy Advisory Group and a number of partners set out a national strategy to prevent serious accidental injuries,15 and local initiatives have found evidence of reducing rates of violent injuries from identification of hotspots, data sharing between organizations and targeted campaigns to at-risk groups.
Miscellaneous procedures
Published in A Stewart Whitley, Jan Dodgeon, Angela Meadows, Jane Cullingworth, Ken Holmes, Marcus Jackson, Graham Hoadley, Randeep Kumar Kulshrestha, Clark’s Procedures in Diagnostic Imaging: A System-Based Approach, 2020
A Stewart Whitley, Jan Dodgeon, Angela Meadows, Jane Cullingworth, Ken Holmes, Marcus Jackson, Graham Hoadley, Randeep Kumar Kulshrestha
Technological advances have established the fundamental role of medical imaging in the management of the seriously ill patient in the major trauma setting. Major trauma (aka polytrauma or multisystem trauma) has been variously defined in the literature [1]. It encompasses multiple, serious injuries that could result in death or disability. Such injuries may include head injuries, gunshot wounds, falls, crush injuries and road traffic accidents (aka motor vehicle accidents) [2]. The nature and extent of the trauma can be quantified using the injury severity score (ISS). The ISS, introduced by Baker et al. (1974), uses an anatomical scoring system (abbreviated injury scale – AIS) derived from both imaging and the clinical examination of the patient. The highest scores from three different anatomical regions are used to calculate a score. Major trauma is indicated with a score of 15 points or more [3].
Central nervous system depressants
Published in Ilana B. Crome, Richard Williams, Roger Bloor, Xenofon Sgouros, Substance Misuse and Young People, 2019
Another associated result is impairment of driving skills and increased likelihood of road traffic accidents (Orriols et al., 2009; Rapoport et al., 2009). Benzodiazepines are by far the most common psychoactive medications found in the blood of killed and seriously injured drivers (Legrand et al., 2013; Legrand et al., 2014), and use of benzodiazepines increases the likelihood of injured driver’s culpability, especially among young and older people (Longo et al., 2000). Case control studies suggest that using benzodiazepines approximately doubles the risk of motor vehicle accidents (Thomas, 1998; Movig et al., 2004); Generally, their interaction with alcohol potentiates the degree of psychomotor impairment seen with either drug alone (Baldwin et al., 2013).
A study of the factors affecting driving risk perception using the Bivariate Ordered Probit model
Published in International Journal of Injury Control and Safety Promotion, 2023
Sina Sahebi, Habibollah Nassiri, Hossein Naderi
There is a high correlation between risky driving behaviors and road safety criteria, such as accident involvement and road traffic fatality rate (Parker et al., 1995). Risky driving behavior may be affected by a driver’s perception of risk (Lanning et al., 2018; Lund & Rundmo, 2009; Ma et al., 2010). There is a positive correlation between driving risk perception and driving behavior, when drivers perceive a high-risk situation in traffic, they are more willing to act in a less risky manner and perform preventive practices, such as using seat belts and reducing their speed (Edwards, 1999; Şimşekoğlu et al., 2013). For example, Hongsranagon et al. found that who fastened their helmet straps ‘every time’ when riding a motorcycle, perceived traffic risks 3.39 times greater than those who did not fasten their helmet straps (Hongsranagon et al., 2011). In another study, Yao et al. found that when drivers perceive more risk in a road environment, they might reduce their driving speed and follow the speed limit (Yao et al., 2019).
Risk reduction via spatial and temporal visualization of road accidents: a way forward for emergency response optimization in developing countries
Published in International Journal of Injury Control and Safety Promotion, 2023
Aqsa Qalb, Hafiz Syed Hamid Arshad, Muhammad Shafaat Nawaz, Asra Hafeez
Road Traffic Accidents (RTAs) are claimed to be the leading cause of human and economic costs to the cities (Plug et al., 2011). Every year, around 1.35 million people lost their lives to road crashes while about 50 million suffer from non-fatal injuries and disabilities (McIlroy et al., 2019; World Health Organization (WHO), 2018). Road crashes are 8th leading cause of deaths for the people of all ages, while number 1 cause of death for children and young people of age group 5–29. The majority of global road crashes involve two wheelers or pedestrians, due to the least priority given to these groups in transportation planning especially in the developing countries. With only less than 50% share of world’s vehicles, low-income countries are responsible for more than 90% of deaths in road accidents (WHO, 2018) while less developed countries of South Asia, South East Asia, Africa and Latin America share the most load (Yunus & Abdulkarim, 2022). Such damage due to road traffic accidents not only cause life loss but also have immensely destructive consequences on psychological health, societal well-being and socioeconomic development (Beshah & Hill, 2010).
Seatbelt use among bus passengers in Ghana: observed versus self-reported measures
Published in International Journal of Injury Control and Safety Promotion, 2022
Paul Okyere, P. Agyei-Baffour, M. J. Harris, C. Mock, I. K. Yankson, P. Donkor, E. Owusu-Dabo
Road traffic crashes are a major cause of death, injury, and disability globally. The recent Global Status Report on Road Safety indicates that every year about 1.35 million people perish because of road traffic crashes (World Health Organization, 2018) with additional 50 million people sustaining various degrees of injury (The World Bank, 2017). Despite their low levels of motorization compared with high-income countries, more than 90% of the fatalities from road traffic crashes occur in low- and middle-countries income countries (World Health Organization, 2018). It is widely established that the wearing of seat belts effectively reduces the risk of fatal injury by 40–50% for drivers and front-right passengers and up to 75% for rear seat occupants (Elvik et al., 2009; Zhu et al., 2007). Yet many motorists and passengers fail to use seatbelts even when available. For example, in one study conducted in the United States, the investigators found that only 8 (2.6%) out of 304 passengers were observed to use the available seatbelts (Cades et al., 2013).