Sueli Aparecida Mingoti

Urban road traffic deaths: data linkage and identification of high-risk population sub-groups

Abstract This study analyzes the profile of deaths from road traffic accidents in Belo Horizonte, Minas Gerais State, Brazil, by linking two public da-tabases, the Information System of the Urban Transportation and Transit Company (BH10) and the Mortality Information System (SIM). The linked database (n = 306) identified a 24% under-recording rate for deaths and differed in the age distribution from the BH10 database and in roadway user category when compared to the mortality database. The mortality rate for road traffic accidents within the city limits was 10.2 per 100,000 residents, and was higher among men, young adults, and the elderly. Pois-son multivariate regression showed a higher mean death rate for motorcycle occupants (rate ratio – RR: 1.81); pedestrians (RR: 1.32); males (RR: 1.24); single/divorced (RR: 1.27); young adults 18-29 years of age (RR: 1.75); elderly (RR: 1.59); and deaths at the crash site (RR: 1.39) when compared to the reference categories. The study unveils the city’s traffic violence, expressed by the large proportion of deaths at the crash site and within the first 24 hours, and confirms the relevance of database linkage for characterizing vulnerable groups and traffic accident mortality in the urban setting.Traffic Accidents; Mortality; Information System; Urban HealthThis study analyzes the profile of deaths from road traffic accidents in Belo Horizonte, Minas Gerais State, Brazil, by linking two public databases, the Information System of the Urban Transportation and Transit Company (BH10) and the Mortality Information System (SIM). The linked database (n = 306) identified a 24% under-recording rate for deaths and differed in the age distribution from the BH10 database and in roadway user category when compared to the mortality database. The mortality rate for road traffic accidents within the city limits was 10.2 per 100,000 thousand, and was higher among men, young adults, and the elderly. Poisson multivariate regression showed a higher mean death rate for motorcycle occupants (rate ratio - RR: 1.81); pedestrians (RR: 1.32); males (RR: 1.24); single/divorced (RR: 1.27); young adults 18-29 years of age (RR: 1.75); elderly (RR: 1.59); and deaths at the crash site (RR: 1.39) when compared to the reference categories. The study unveils the citys traffic violence, expressed by the large proportion of deaths at the crash site and within the first 24 hours, and confirms the relevance of database linkage for characterizing vulnerable groups and traffic accident mortality in the urban setting.

Los radares modifican comportamientos de velocidad excesiva en áreas urbanas

Este estudio observacional fue realizado para estimar la prevalencia de los conductores que no respetan el limite de velocidad en vias urbanas y estudiar los factores relacionados con este comportamiento. La muestra consistio en 8.565 vehiculos circulando en zonas con y sin radares fijos en funcionamiento. Se encontro que 40% de los vehiculos a 200 metros mas alla del radar estacionario y 33,6% de los observados en las zonas sin radar exceden los limites legales (p < 0,001). Las motos registran una velocidad maxima mas elevada (126km/h). Los hombres fueron mayoria (87,6%), el uso de celular mientras se conduce represento un 3.3% de todas las observaciones y el 74,6% de los conductores estaban usando cinturones de seguridad entre los automobilistas. En sitios donde no habia presencia de radar estacionario, se observo una mayor proporcion de mujeres que usan el telefono y el cinturon de seguridad (p < 0,05 para ambas comparaciones), independientemente de los limites de velocidad. Se sugiere que la adherencia a las normas referidas a velocidades maximas va mas alla de las intervenciones estructurales.This observational study aimed to estimate the prevalence of speeding on urban roadways and to analyze associated factors. The sample consisted of 8,565 vehicles circulating in areas with and without fixed speed cameras in operation. We found that 40% of vehicles 200 meters after the fixed cameras and 33.6% of vehicles observed on roadways without speed cameras were moving over the speed limit (p < 0.001). Motorcycles showed the highest recorded speed (126km/h). Most drivers were men (87.6%), 3.3% of all drivers were using their cell phones, and 74.6% of drivers (not counting motorcyclists) were wearing their seatbelts. On roadway stretches without fixed speed cameras, more women drivers were talking on their cell phones and wearing seatbelts when compared to men (p < 0.05 for both comparisons), independently of speed limits. The results suggest that compliance with speed limits requires more than structural interventions.Abstract This observational study aimed to estimate the prevalence of speeding on urban roadways and to analyze associated factors. The sample con-sisted of 8,565 vehicles circulating in areas with and without fixed speed cameras in operation. We found that 40% of vehicles 200 meters after the fixed cameras and 33.6% of vehicles observed on roadways without speed cameras were mov-ing over the speed limit (p < 0.001). Motorcycles showed the highest recorded speed (126km/h). Most drivers were men (87.6%), 3.3% of all driv-ers were using their cell phones, and 74.6% of drivers (not counting motorcyclists) were wear-ing their seatbelts. On roadway stretches without fixed speed cameras, more women drivers were talking on their cell phones and wearing seat-belts when compared to men (p < 0.05 for both comparisons), independently of speed limits. The results suggest that compliance with speed limits requires more than structural interventions.Traffic Accidents; Accident Prevention; Velocity Measurement; Urban Health

Os radares fixos modificam o comportamento relacionado à velocidade excessiva dos condutores em áreas urbanas

Este estudio observacional fue realizado para estimar la prevalencia de los conductores que no respetan el limite de velocidad en vias urbanas y estudiar los factores relacionados con este comportamiento. La muestra consistio en 8.565 vehiculos circulando en zonas con y sin radares fijos en funcionamiento. Se encontro que 40% de los vehiculos a 200 metros mas alla del radar estacionario y 33,6% de los observados en las zonas sin radar exceden los limites legales (p < 0,001). Las motos registran una velocidad maxima mas elevada (126km/h). Los hombres fueron mayoria (87,6%), el uso de celular mientras se conduce represento un 3.3% de todas las observaciones y el 74,6% de los conductores estaban usando cinturones de seguridad entre los automobilistas. En sitios donde no habia presencia de radar estacionario, se observo una mayor proporcion de mujeres que usan el telefono y el cinturon de seguridad (p < 0,05 para ambas comparaciones), independientemente de los limites de velocidad. Se sugiere que la adherencia a las normas referidas a velocidades maximas va mas alla de las intervenciones estructurales.This observational study aimed to estimate the prevalence of speeding on urban roadways and to analyze associated factors. The sample consisted of 8,565 vehicles circulating in areas with and without fixed speed cameras in operation. We found that 40% of vehicles 200 meters after the fixed cameras and 33.6% of vehicles observed on roadways without speed cameras were moving over the speed limit (p < 0.001). Motorcycles showed the highest recorded speed (126km/h). Most drivers were men (87.6%), 3.3% of all drivers were using their cell phones, and 74.6% of drivers (not counting motorcyclists) were wearing their seatbelts. On roadway stretches without fixed speed cameras, more women drivers were talking on their cell phones and wearing seatbelts when compared to men (p < 0.05 for both comparisons), independently of speed limits. The results suggest that compliance with speed limits requires more than structural interventions.Abstract This observational study aimed to estimate the prevalence of speeding on urban roadways and to analyze associated factors. The sample con-sisted of 8,565 vehicles circulating in areas with and without fixed speed cameras in operation. We found that 40% of vehicles 200 meters after the fixed cameras and 33.6% of vehicles observed on roadways without speed cameras were mov-ing over the speed limit (p < 0.001). Motorcycles showed the highest recorded speed (126km/h). Most drivers were men (87.6%), 3.3% of all driv-ers were using their cell phones, and 74.6% of drivers (not counting motorcyclists) were wear-ing their seatbelts. On roadway stretches without fixed speed cameras, more women drivers were talking on their cell phones and wearing seat-belts when compared to men (p < 0.05 for both comparisons), independently of speed limits. The results suggest that compliance with speed limits requires more than structural interventions.Traffic Accidents; Accident Prevention; Velocity Measurement; Urban Health

Do speed cameras reduce speeding in urban areas

Este estudio observacional fue realizado para estimar la prevalencia de los conductores que no respetan el limite de velocidad en vias urbanas y estudiar los factores relacionados con este comportamiento. La muestra consistio en 8.565 vehiculos circulando en zonas con y sin radares fijos en funcionamiento. Se encontro que 40% de los vehiculos a 200 metros mas alla del radar estacionario y 33,6% de los observados en las zonas sin radar exceden los limites legales (p < 0,001). Las motos registran una velocidad maxima mas elevada (126km/h). Los hombres fueron mayoria (87,6%), el uso de celular mientras se conduce represento un 3.3% de todas las observaciones y el 74,6% de los conductores estaban usando cinturones de seguridad entre los automobilistas. En sitios donde no habia presencia de radar estacionario, se observo una mayor proporcion de mujeres que usan el telefono y el cinturon de seguridad (p < 0,05 para ambas comparaciones), independientemente de los limites de velocidad. Se sugiere que la adherencia a las normas referidas a velocidades maximas va mas alla de las intervenciones estructurales.This observational study aimed to estimate the prevalence of speeding on urban roadways and to analyze associated factors. The sample consisted of 8,565 vehicles circulating in areas with and without fixed speed cameras in operation. We found that 40% of vehicles 200 meters after the fixed cameras and 33.6% of vehicles observed on roadways without speed cameras were moving over the speed limit (p < 0.001). Motorcycles showed the highest recorded speed (126km/h). Most drivers were men (87.6%), 3.3% of all drivers were using their cell phones, and 74.6% of drivers (not counting motorcyclists) were wearing their seatbelts. On roadway stretches without fixed speed cameras, more women drivers were talking on their cell phones and wearing seatbelts when compared to men (p < 0.05 for both comparisons), independently of speed limits. The results suggest that compliance with speed limits requires more than structural interventions.Abstract This observational study aimed to estimate the prevalence of speeding on urban roadways and to analyze associated factors. The sample con-sisted of 8,565 vehicles circulating in areas with and without fixed speed cameras in operation. We found that 40% of vehicles 200 meters after the fixed cameras and 33.6% of vehicles observed on roadways without speed cameras were mov-ing over the speed limit (p < 0.001). Motorcycles showed the highest recorded speed (126km/h). Most drivers were men (87.6%), 3.3% of all driv-ers were using their cell phones, and 74.6% of drivers (not counting motorcyclists) were wear-ing their seatbelts. On roadway stretches without fixed speed cameras, more women drivers were talking on their cell phones and wearing seat-belts when compared to men (p < 0.05 for both comparisons), independently of speed limits. The results suggest that compliance with speed limits requires more than structural interventions.Traffic Accidents; Accident Prevention; Velocity Measurement; Urban Health

Óbitos en el tráfico urbano: calificación de la información y caracterización de grupos vulnerables

Abstract This study analyzes the profile of deaths from road traffic accidents in Belo Horizonte, Minas Gerais State, Brazil, by linking two public da-tabases, the Information System of the Urban Transportation and Transit Company (BH10) and the Mortality Information System (SIM). The linked database (n = 306) identified a 24% under-recording rate for deaths and differed in the age distribution from the BH10 database and in roadway user category when compared to the mortality database. The mortality rate for road traffic accidents within the city limits was 10.2 per 100,000 residents, and was higher among men, young adults, and the elderly. Pois-son multivariate regression showed a higher mean death rate for motorcycle occupants (rate ratio – RR: 1.81); pedestrians (RR: 1.32); males (RR: 1.24); single/divorced (RR: 1.27); young adults 18-29 years of age (RR: 1.75); elderly (RR: 1.59); and deaths at the crash site (RR: 1.39) when compared to the reference categories. The study unveils the city’s traffic violence, expressed by the large proportion of deaths at the crash site and within the first 24 hours, and confirms the relevance of database linkage for characterizing vulnerable groups and traffic accident mortality in the urban setting.Traffic Accidents; Mortality; Information System; Urban HealthThis study analyzes the profile of deaths from road traffic accidents in Belo Horizonte, Minas Gerais State, Brazil, by linking two public databases, the Information System of the Urban Transportation and Transit Company (BH10) and the Mortality Information System (SIM). The linked database (n = 306) identified a 24% under-recording rate for deaths and differed in the age distribution from the BH10 database and in roadway user category when compared to the mortality database. The mortality rate for road traffic accidents within the city limits was 10.2 per 100,000 thousand, and was higher among men, young adults, and the elderly. Poisson multivariate regression showed a higher mean death rate for motorcycle occupants (rate ratio - RR: 1.81); pedestrians (RR: 1.32); males (RR: 1.24); single/divorced (RR: 1.27); young adults 18-29 years of age (RR: 1.75); elderly (RR: 1.59); and deaths at the crash site (RR: 1.39) when compared to the reference categories. The study unveils the citys traffic violence, expressed by the large proportion of deaths at the crash site and within the first 24 hours, and confirms the relevance of database linkage for characterizing vulnerable groups and traffic accident mortality in the urban setting.

Óbitos no trânsito urbano: qualificação da informação e caracterização de grupos vulneráveis

Abstract This study analyzes the profile of deaths from road traffic accidents in Belo Horizonte, Minas Gerais State, Brazil, by linking two public da-tabases, the Information System of the Urban Transportation and Transit Company (BH10) and the Mortality Information System (SIM). The linked database (n = 306) identified a 24% under-recording rate for deaths and differed in the age distribution from the BH10 database and in roadway user category when compared to the mortality database. The mortality rate for road traffic accidents within the city limits was 10.2 per 100,000 residents, and was higher among men, young adults, and the elderly. Pois-son multivariate regression showed a higher mean death rate for motorcycle occupants (rate ratio – RR: 1.81); pedestrians (RR: 1.32); males (RR: 1.24); single/divorced (RR: 1.27); young adults 18-29 years of age (RR: 1.75); elderly (RR: 1.59); and deaths at the crash site (RR: 1.39) when compared to the reference categories. The study unveils the city’s traffic violence, expressed by the large proportion of deaths at the crash site and within the first 24 hours, and confirms the relevance of database linkage for characterizing vulnerable groups and traffic accident mortality in the urban setting.Traffic Accidents; Mortality; Information System; Urban HealthThis study analyzes the profile of deaths from road traffic accidents in Belo Horizonte, Minas Gerais State, Brazil, by linking two public databases, the Information System of the Urban Transportation and Transit Company (BH10) and the Mortality Information System (SIM). The linked database (n = 306) identified a 24% under-recording rate for deaths and differed in the age distribution from the BH10 database and in roadway user category when compared to the mortality database. The mortality rate for road traffic accidents within the city limits was 10.2 per 100,000 thousand, and was higher among men, young adults, and the elderly. Poisson multivariate regression showed a higher mean death rate for motorcycle occupants (rate ratio - RR: 1.81); pedestrians (RR: 1.32); males (RR: 1.24); single/divorced (RR: 1.27); young adults 18-29 years of age (RR: 1.75); elderly (RR: 1.59); and deaths at the crash site (RR: 1.39) when compared to the reference categories. The study unveils the citys traffic violence, expressed by the large proportion of deaths at the crash site and within the first 24 hours, and confirms the relevance of database linkage for characterizing vulnerable groups and traffic accident mortality in the urban setting.