2019冠状病毒病大流行期间吉隆坡火车相撞事件。

Alzamani M Idrose, Fikri M Abu-Zidan, Nurul Liana Roslan, Khairul Izwan M Hashim, Saiyidi Mohd Azizi Mohd Adibi, Mahathar Abd Wahab
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引用次数: 3

摘要

背景:2021年5月24日,在2019冠状病毒病(COVID-19)大流行最严重的时候,两列城市列车在马来西亚吉隆坡双子塔附近的一条地下隧道中相撞,当时刚过晚高峰。我们的目标是评估对这一大规模伤亡事件的管理,强调吸取的经验教训,以便为可能在世界其他主要城市发生的类似事件做好准备。方法:对事故现场信息和医院管理反应进行分析。根据设计的方案收集患者的人口统计、分诊、损伤和医院管理数据。报告了挑战、困难及其解决办法。结果:列车应急响应小组(ERT)已经停止了开往事故现场的列车运行。设置了隧道内的红区、站台内的黄区和出入口外的绿区。消防救援队到达并协助ERT进入红色区域。现场建立了事故指挥系统。在黄色区建立了医疗基站。火车上有214名乘客。其中64人受伤。他们的ISS中位数(范围)为2(1-43),所有人都被送往吉隆坡医院(HKL)。6例(9.4%)患者临床分类为红色(危急),19例(29.7%)为黄色(半危急),39例(60.9%)为绿色(非危急)。香港机场的灾难应变计划已启动。所有患者均接受体温和流行病学相关性评估。住院7例(10.9%),其中ICU 3例,普通病房3例,私立医院1例,出院56例(87.5%)。6例(9.4%)需要手术治疗。7例(10.9%)患者新冠肺炎检测结果为阴性。没有人员死亡。结论:此次大规模伤亡事件得到了妥善处理,原因是操作程序规范、多机构与医院协调顺畅、“新冠肺炎风险”和“非新冠肺炎风险”地区“二元”体系的存在,以及对现有灾害预案的修改。在大流行期间,防范MCIs至关重要。
本文章由计算机程序翻译,如有差异,请以英文原文为准。

Kuala Lumpur train collision during the COVID-19 pandemic.

Kuala Lumpur train collision during the COVID-19 pandemic.

Kuala Lumpur train collision during the COVID-19 pandemic.

Kuala Lumpur train collision during the COVID-19 pandemic.

Background: Two city trains collided in an underground tunnel on 24 May 2021 at the height of COVID-19 pandemic near the Petronas Towers, Kuala Lumpur, Malaysia, immediately after the evening rush hours. We aim to evaluate the management of this mass casualty incident highlighting the lessons learned to be used in preparedness for similar incidents that may occur in other major cities worldwide.

Methods: Information regarding incident site and hospital management response were analysed. Data on demography, triaging, injuries and hospital management of patients were collected according to a designed protocol. Challenges, difficulties and their solutions were reported.

Results: The train's emergency response team (ERT) has shut down train movements towards the incident site. Red zone (in the tunnel), yellow zone (the station platform) and green zone (outside the station entrance) were established. The fire and rescue team arrived and assisted the ERT in the red zone. Incident command system was established at the site. Medical base station was established at the yellow zone. Two hundred and fourteen passengers were in the trains. Sixty-four of them were injured. They had a median (range) ISS of 2 (1-43), and all were sent to Hospital Kuala Lumpur (HKL). Six (9.4%) patients were clinically triaged as red (critical), 19 (29.7%) as yellow (semi-critical) and 39 (60.9%) as green (non-critical). HKL's disaster plan was activated. All patients underwent temperature and epidemiology link assessment. Seven (10.9%) patients were admitted to the hospital (3 to the ICU, 3 to the ward and 1 to a private hospital as requested by the patient), while the rest 56 (87.5%) were discharged home. Six (9.4%) needed surgery. The COVID-19 tests were conducted on seven patients (10.9%) and were negative. There were no deaths.

Conclusions: The mass casualty incident was handled properly because of a clear standard operating procedure, smooth coordination between multi-agencies and the hospitals, presence of a 'binary' system for 'COVID-risk' and 'non-COVID-risk' areas, and the modifications of the existing disaster plan. Preparedness for MCIs is essential during pandemics.

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