• 主题
高级搜索  >
历史搜索 清空历史
首页> 外文期刊>Traffic Injury Prevention >Burden of road traffic injuries related to delays in implementing safety belt laws in low- and lower-middle-income countries
【24h】

Burden of road traffic injuries related to delays in implementing safety belt laws in low- and lower-middle-income countries

机译：道路交通损伤的负担与低于中低收入国家的安全带法律延误相关

获取原文
获取原文并翻译 | 示例
           
页面导航
  • 摘要
  • 著录项
  • 相似文献
  • 相关主题

摘要

Objective: Delayed implementation of effective road safety policies must be considered when quantifying the avoidable part of the fatal and nonfatal injuries burden. We sought to assess the avoidable part of disability-adjusted life years (DALYs) lost due to road traffic injuries related to delays in implementing road safety laws in low- and lower-middle-income countries.Methods: We chose one country for each of the regions of the World Health Organization (WHO) and World Bank (WB) country income levels. We used freely available data sets (WHO, International Traffic Safety Data and Analysis Group, the WB). Delays in implementation were calculated until 2013, from the year mandatory use of safety belts by motor vehicle front seat occupants was first introduced worldwide. We used life expectancy tables and age groups as social values in the DALY calculation model. From the estimated total burden, avoidable DALYs were calculated using estimates of the effectiveness of seat belt laws on fatal and nonfatal injuries combined, as extracted from published international reviews of evidence.Results: From the reference year 1972, implementation delays varied from 27years (Uzbekistan) to 41years in Bolivia (no seat belt law as of 2013). During delays, total absolute numbers of DALYs lost due to road traffic injuries reached 8,462,099 in Nigeria, 7,203,570 in Morocco, 4,695,500 in Uzbekistan, 3,866,391 in Cambodia, 3,253,359 in Bolivia, and 3,128,721 in Sri Lanka. Using effectiveness estimates ranging from 3 to 20% reduction, the avoidable burden of road traffic injuries for car occupants was highest in Uzbekistan (avoidable part from 1.2 to 10.4%) and in Morocco (avoidable part from 1.5 to 12.3%). In countries where users of public transport and pedestrians were the most affected by the burden, the avoidable parts ranged from 0.5 to 4.4% (Nigeria) and from 0.5 to 3.4% (Bolivia). Burden of road traffic injuries mostly affected motorcyclists in Sri Lanka and Cambodia where the avoidable parts were less than 2% in both countries. In all selected countries, burden of traffic injuries mostly affected men (about 80%) as well as young people (15-34years).Conclusions: Despite limited data availability in low- and middle-income countries, the avoidable part of the burden related to delayed intervention is measurable. These results can be used to convince countries to avoid delaying the provision of better protection to road users.
机译：目的：在量化致命和非致命伤害负担的可避免部分时，必须考虑延迟实施有效的道路安全政策。我们试图评估避免的残疾调整后的生活年（Dalys）损失，因为道路交通伤害导致有关的道路交通损失，与中低收入国家实施道路安全法律延误。方法：我们为每个人选择了一个国家世界卫生组织（世卫组织）和世界银行（WB）国家收入水平的地区。我们使用自由提供数据集（WHO，国际交通安全数据和分析组，WB）。实施的延误是计算到2013年的，从强制性使用汽车前座位乘员的强制性使用安全带，首先在全球范围内推出。我们使用寿命寿命表和年龄组作为DALY计算模型中的社会价值观。从估计的总负担，使用座椅皮带法的有效性估计，从致命和非致命伤害的估计计算，从发表的国际证据审查中提取的估算计算。结果：从1972年的参考年度，从27年的实施延误不同（乌兹别克斯坦）玻利维亚41年（截至2013年的安全带法）。延迟期间，由于道路交通损伤，尼日利亚损失8,462,099岁的达尔多斯的绝对数量，摩洛哥7,25,500,500,500，山区3,866,391，玻利维亚3,253,359，斯里兰卡3,128,721岁。使用效率估计减少3％至20％，乌兹别克斯坦的汽车占用者的可避免的道路交通损伤负担最高（可避免的1.2至10.4％）和摩洛哥（可避免的1.5〜12.3％）。在公共交通和行人的用户受到负担影响最大的国家，可避免的零件范围为0.5至4.4％（尼日利亚）和0.5至3.4％（玻利维亚）。道路交通损伤的负担主要受到斯里兰卡和柬埔寨的摩托车手，这两个国家的可避免零件少于2％。在所有选定的国家，交通伤害的负担主要受影响的人（约80％）以及年轻人（15-34年）。结论：尽管低收入和中等收入国家的数据可用性有限，但避免部分负担相关延迟干预是可衡量的。这些结果可用于说服各国以避免延迟对道路用户提供更好的保护。

著录项

相似文献

  • 外文文献
  • 中文文献
  • 专利
获取原文

客服邮箱：kefu@zhangqiaokeyan.com

京公网安备：11010802029741号 ICP备案号：京ICP备15016152号-6 六维联合信息科技 (北京) 有限公司©版权所有

  • 客服微信

  • 服务号