0353/2018 - Mortalidade por Acidentes de Transporte de Trânsito em Adolescentes e Jovens, Brasil, 1996-2015: cumpriremos o ODS 3.6?
Publicado
Author:
• Marcelo Rasga Moreira - Moreira, M.R. - rio de janeiro, RJ - <rasgamoreira@gmail.com>ORCID: http://orcid.org/0000-0003-3356-7153
Co-author(s):
• José Mendes Ribeiro - Ribeiro, J.M. - Rio de Janeiro, - <ribeiro@ensp.fiocruz.br, ribeirojm@globo.com>ORCID: https://orcid.org/0000-0003-0182-395X
• Caio Tavares Motta - Motta, CT - <motta.caio.t@gmail.com>
ORCID: https://orcid.org/0000-0001-7288-8350
• Jose Inacio Jardim Motta - Motta, J.I.J - Rio de Janeiro, RJ - <inacio@ensp.fiocruz.br>
Abstract:
Abstract: Objective: to analyze the main characteristics of ATT mortality in Brazil, 1996-2015, focusing on the range of 10-29 years. Method: a study with two articulated steps: (i) bibliographic review on the topic of traffic violence in Brazil; (ii) study of ATT mortality in the SIM. The first situates the state of the art of scientific production on the theme and produces the theoretical reference for the analysis of the second. Results: During the period, about 39,000 people died per ATT, of which about 13,200 adolescents and young people died. To achieve SDO 3.6, the country should reduce mortality to some around 19,500/year and, among adolescents and young people, to 6,500 / year.With the establishment of the CTB, there was a fall in the mortality rate by ATT between 1997 and 2000. The rate increased in the subsequent decade. The focus on adolescents and young people helps to understand: in the post-CTB and law restrictions period, male motorcyclists, blacks and brown people became the main victims. The literature provides data analysis and demonstrates that the reduction involves an articulated discussion that involves worker health, gender, employment, urban mobility and advertising policies. In terms of SDO this means that achieving SDO 3.6 is a process that involves interacting with policies that target other SDO, such as: 5.1; 8.3; 8.5; 11.2; and 16.1.
