Exploration of motorcyclists' red-light running and helmet use at signalized intersections in Ghana

OBJECTIVE

There is a dearth of empirical studies on motorcyclists' red-light running and helmet use at signalized intersections in low and middle-income countries like Ghana, Nigeria and Malaysia. This study seeks to fill the gap by looking at red-light running and helmet use at signalized intersections in the Cape Coast metropolis, Ghana. The study also identified potential areas of intervention to reduce the dangers posed by motorcyclists' red-light running in the Cape Coast Metropolis without the use of a helmet.

METHOD

A naturalistic exploratory un-obstructive observational approach was used in assessing this phenomenon. The relationship between motorcyclists' behaviors and motorcyclists' observed demographic characteristics, the locality of the intersection, time of the week and presence of pillion passengers were analyzed. Chi-Square test of independence was used to establish the statistically significant relationships between dependent and independent variables.

RESULTS

In all, 2,225 motorcyclists and 744 pillion passengers were observed. The results revealed that 33.1% of the motorcyclists ran a red light with 45.4% not using a helmet. Red-light running at signalized intersections was significantly linked to the locality of the intersection, time of the week, and helmet use. The helmet use was low and significantly associated with the presence of a pillion passenger and whether the pillion passenger used a helmet or not.

CONCLUSION

Red-light running is influenced by locality of intersection, time of the week and helmet use. Efforts to reduce red-light running and improve helmet use should involve road safety education, awareness creation, and enforcement of traffic laws by the officials of the National Road Safety Authority and Motor Transport and Traffic Department of the Ghana Police Service. City managers in other low and middle-income countries can use the findings in the study to inform policy.

Injuries to Users of Single-Track Vehicles

INTRODUCTION

Single-track vehicles (including, among others, scooters, bicycles, mopeds, and motorcycles) are becoming increasingly popular means of transport, especially in large cities. A significant disadvantage of single-track vehicles is the low level of protection of users' bodies during road accidents, which causes life-threatening injuries. The aim of this study is to characterize the injuries of users of single-track vehicles.

MATERIAL AND METHODS

An analysis of medical documentation of the ambulance service in the region of central Poland covered cases in 2019-2020. Out of 17,446 interventions, a group of 248 road incidents involving single-track vehicles was selected. The data included the scene of the event, the sociodemographic data of the casualties, the injuries suffered, and the clinical diagnoses. Analyses of the correlation of variables with the chi-squared and Spearman's Rho tests were applied. All results were considered significant at p < 0.05.

RESULTS

In the analyzed period, trips of men accounted for 83.5% of all of the interventions (n = 207), while trips of women accounted for 16.5% (n = 41). The mean age of the victims was 45.66 years (SD ± 20.45). Taking into account the division of single-track vehicles, individual cases were recorded with the participation of bicycles (n = 183), motorcycles (n = 61), and scooters (n = 4). Taking into account the type of event, the following were distinguished: deductions (n = 62), falls (n = 179), and sickness (n = 7). The most common injuries were to the heads of cyclists (n = 101, which constitutes 55.19% of all injuries), lower limb injuries in motorcyclists (n = 35; 57.38%), and head injuries in scooter users (n = 3; 75%). The locations of sustained injuries significantly correlated with the type of vehicle in the cases of head injuries (p = 0.046), spine/back injuries (p = 0.001), pelvis injuries (p = 0.021), and lower limb injuries (p = 0.001).

CONCLUSIONS

The users of single-track vehicles injured in road accidents were more often men than women. The characteristics of the injuries depended on the type of vehicle. The lack of adequate body protection significantly increases the likelihood of death or damage to health. It is advisable to promote safety rules among users of single-track vehicles, with a particular emphasis on the protection of individual parts of the body.

The role of inexperience in motorcycle crashes among novice and returning motorcycle riders

OBJECTIVES

To examine the crash trends of younger novice and older novice/returning motorcycle riders.

METHODS

We used a linked database of North Carolina crash and licensing data from 1991 through 2018 that included 103,142 younger novice and 98,540 older novice/returning motorcycle riders. We examined the percent of riders who crashed each month after obtaining a motorcycle license.

RESULTS

Crash rates peak for both younger novice and older novice/returning motorcycle riders immediately after licensure. Crash rates decline rapidly, and the rate of decrease resembles a power function. The improvement rate (IR) for younger novice riders is 0.42; that is, the crash rate for younger novices declines by approximately 42% as experience doubles.

CONCLUSION

The crash curve for novice motorcyclists is similar to that of novice car drivers and is consistent with a learning process.

PRACTICAL APPLICATIONS

The crash trends of novice motorcycle riders indicate that current training, licensing, and educational efforts are not adequately preparing new riders. Additional efforts to develop more effective training, and research to inform a well-calibrated graduated licensing process for new riders are needed.

Motorcycle curve assist: A novel approach based on active speed control for crash injury reduction

OBJECTIVE

Safely negotiating curves with a powered-two-wheeler (PTW) requires a high level of skill, and a significant proportion of PTW crashes have a curve involvement. This study aimed to estimate the applicability, potential benefits and feasibility of novel Motorcycle Curve Assist (MCA). The system is designed to operate an emergency control of the speed of a motorcycle approaching a bend at an inappropriate speed.

METHODS

First, the MCA system intervention was defined. Second, the applicability of the system and an estimate of its potential benefits was performed based on a PTW crash database. Motorcyclists' injury risk estimates, MCA working parameters and timing of intervention were employed to estimate the potential injury reduction of applicable crash types. Third, a field test campaign involving 29 common riders as participants was conducted to investigate the real-world applicability and acceptability among end-users of the system deployment in one relevant riding condition adopting a range of parameters of intervention.

RESULTS

In the crash database, 23% of cases had curve involvement and after detailed analysis, 14% resulted to be suitable for MCA (60% of cases with curve involvement). The potential relative injury risk reduction considering only the benefits due to crash speed reduction ranged from 3-9% for MAIS2+ to 9-27% for MAIS3+ injuries. Field tests were performed in corners approached at an average speed of 28.7 km/h and an average lean angle of 20°. The system provided a mean deceleration of 0.33 g reached with a fade-in jerk of 1.73 g/s, for an average total duration of 0.59 s. For the field test component, participants reported good controllability of the system, with no incipient loss of control recorded nor reported by participants.

CONCLUSIONS

The proposed approach for MCA implementation showed considerable potential benefits in terms of injury reduction. The intervention with the defined working parameters was considered feasible by a sample of end-users. When integrated with an intervention logic capable of predicting emergency situations while approaching curves, MCA will be a technology capable of assisting PTW riders in conditions where other available active safety systems do not.

Temporal Instability of Factors Affecting Injury Severity in Helmet-Wearing and Non-Helmet-Wearing Motorcycle Crashes: A Random Parameter Approach with Heterogeneity in Means and Variances

Not wearing a helmet, not properly strapping the helmet on, or wearing a substandard helmet increases the risk of fatalities and injuries in motorcycle crashes. This research examines the differences in motorcycle crash injury severity considering crashes involving the compliance with and defiance of helmet use by motorcycle riders and highlights the temporal variation in their impact. Three-year (2017-2019) motorcycle crash data were collected from RESCUE 1122, a provincial emergency response service for Rawalpindi, Pakistan. The available crash data include crash-specific information, vehicle, driver, spatial and temporal characteristics, roadway features, and traffic volume, which influence the motorcyclist's injury severity. A random parameters logit model with heterogeneity in means and variances was evaluated to predict critical contributory factors in helmet-wearing and non-helmet-wearing motorcyclist crashes. Model estimates suggest significant variations in the impact of explanatory variables on motorcyclists' injury severity in the case of compliance with and defiance of helmet use. For helmet-wearing motorcyclists, key factors significantly associated with increasingly severe injury and fatal injuries include young riders (below 20 years of age), female pillion riders, collisions with another motorcycle, large trucks, passenger car, drivers aged 50 years and above, and drivers being distracted while driving. In contrast, for non-helmet-wearing motorcyclists, the significant factors responsible for severe injuries and fatalities were distracted driving, the collision of two motorcycles, crashes at U-turns, weekday crashes, and drivers above 50 years of age. The impact of parameters that predict motorcyclist injury severity was found to vary dramatically over time, exhibiting statistically significant temporal instability. The results of this study can serve as potential motorcycle safety guidelines for all relevant stakeholders to improve the state of motorcycle safety in the country.

Environmental Factors Associated with Severe Motorcycle Crash Injury in University Neighborhoods: A Multicenter Study in Taiwan

University neighborhoods in Taiwan have high-volume traffic, which may increase motorcyclists' risk of injury. However, few studies have analyzed the environmental factors affecting motorcycle crash injury severity in university neighborhoods. In this multicenter cross-sectional study, we explored the factors that increase the severity of such injuries, especially among young adults. We retrospectively connected hospital data to the Police Traffic Accident Dataset. Areas within 500 m of a university were considered university neighborhoods. We analyzed 4751 patients, including 513 with severe injury (injury severity score ≥ 8). Multivariate analysis revealed that female sex, age ≥ 45 years, drunk driving, early morning driving, flashing signals, and single-motorcycle crashes were risk factors for severe injury. Among patients aged 18-24 years, female sex, late-night and afternoon driving, and flashing signals were risk factors. Adverse weather did not increase the risk. Time to hospital was a protective factor, reflecting the effectiveness of urban emergency medical services. Lifestyle habits among young adults, such as drunk driving incidents and afternoon and late-night driving, were also explored. We discovered that understanding chaotic traffic in the early morning, flashing signals at the intersections, and roadside obstacles is key for mitigating injury severity from motorcycle crashes in university neighborhoods.

Characteristics and Risk Factors for Electric Scooter-Related Crashes and Injury Crashes among Scooter Riders: A Two-Phase Survey Study

Electric scooters (or e-scooters) are among the most popular micromobility options that have experienced an enormous expansion in urban transportation systems across the world in recent years. Along with the increased usage of e-scooters, the increasing number of e-scooter-related injuries has also become an emerging global public health concern. However, little is known regarding the risk factors for e-scooter-related crashes and injury crashes. This study consisted of a two-phase survey questionnaire administered to a cohort of e-scooter riders (n = 210), which obtained exposure information on riders' demographics, riding behaviors (including infrastructure selection), helmet use, and other crash-related factors. The risk ratios of riders' self-reported involvement in an e-scooter-related crash (i.e., any crash versus no crash) and injury crash (i.e., injury crash versus non-injury crash) were estimated across exposure subcategories using the Negative Binomial regression approach. Males and frequent users of e-scooters were associated with an increased risk of e-scooter-related crashes of any type. For the e-scooter-related injury crashes, more frequently riding on bike lanes (i.e., greater than 25% of the time), either protected or unprotected, was identified as a protective factor. E-scooter-related injury crashes were more likely to occur among females, who reported riding on sidewalks and non-paved surfaces more frequently. The study may help inform public policy regarding e-scooter legislation and prioritize efforts to establish suitable road infrastructure for improved e-scooter riding safety.

Influence of ethanol-gasoline blended fuel on performance and emission characteristics of the test motorcycle engine

This research conducted the effect of different ethanol blends in a conventional gasoline engine under various load and speed conditions for its performance and emission characteristics. The experiment was tested on the test motorcycle designed initially to run by gasoline fuel. The experimental procedure was performed in the motorcycle testbed equipped, measuring power, fuel consumption, and exhaust emissions. NOx and HC emissions of the test vehicle using ethanol blends are lower than gasoline. However, NOx emissions have an opposite trend; they increased approximately 7.4% with E5, 12.3% with E10, and 18.51% with E20 due to the temperature increase. Furthermore, the ethanol contents provide the leaning effect to enhance the air-fuel equivalence ratio to a more excellent value and result in the burning closer to stoichiometric. As a result, improved combustion and increased power output are possible.Implications: This paper aims to find out the solution to solve the problem related to the energy crisis and polluted environment from the motorcycles in Vietnam.

Estimation of Head Accelerations in Crashes Using Neural Networks and Sensors Embedded in the Protective Helmet

Traumatic Brain Injuries (TBIs) are one of the most frequent and severe outcomes of a Powered Two-Wheeler (PTW) crash. Early diagnosis and treatment can greatly reduce permanent consequences. Despite the fact that devices to track head kinematics have been developed for sports applications, they all have limitations, which hamper their use in everyday road applications. In this study, a new technical solution based on accelerometers integrated in a motorcycle helmet is presented, and the related methodology to estimate linear and rotational acceleration of the head with deep Artificial Neural Networks (dANNs) is developed. A finite element model of helmet coupled with a Hybrid III head model was used to generate data needed for the neural network training. Input data to the dANN model were time signals of (virtual) accelerometers placed on the inner surface of the helmet shell, while the output data were the components of linear and rotational head accelerations. The network was capable of estimating, with good accuracy, time patterns of the acceleration components in all impact conditions that require medical treatment. The correlation between the reference and estimated values was high for all parameters and for both linear and rotational acceleration, with coefficients of determination (R2) ranging from 0.91 to 0.97.

Clinical assessment of head injuries in motorcyclists involved in traffic accidents: A prospective, observational study

OBJECTIVE

to review the clinical assessment of head injuries in motorcyclists involved in traffic accidents.

METHOD

prospective observational study, including adult motorcyclists involved in traffic accidents in a period of 12 months. Patients sustaining signs of intoxication were excluded. A modification of the Canadian Head CT Rules was used to indicate computed tomography (CT). Patients not undergoing CT were followed by phone calls for three months. Collected variables were compared between the group sustaining head injuries and the others. We used chi-square, Fisher, and Student's t for statistical analysis, considering p<0.05 as significant.

RESULTS

we included 208 patients, 99.0% were wearing helmets. Seventeen sustained signs of intoxication and were excluded. Ninety (47.1%) underwent CT and 12 (6.3%) sustained head injuries. Head injuries were significantly associated with Glasgow Coma Scale<15 (52.3% vs. 2.8% - p<0,001) and a positive physical exam (17.1% vs. zero - p<0,05). Four (2.1%) patients with intracranial mass lesions needed surgical interventions. None helmet-wearing patients admitted with GCS=15 and normal physical examination sustained head injuries.

CONCLUSION

Head CT is not necessary for helmet-wearing motorcyclists admitted with GCS=15 and normal physical examination.

Investigating the Difference in Factors Contributing to the Likelihood of Motorcyclist Fatalities in Single Motorcycle and Multiple Vehicle Crashes

In order to better understand the factors affecting the likelihood of motorcyclists' fatal injuries, motorcycle-involved crashes were investigated based on the involvement of the following vehicles: single motorcycle (SM), multiple motorcycles (MM) and motorcycle versus vehicle (MV) crashes.

METHOD

Binary logit and mixed logit models that consider the heterogeneity of parameters were applied to identify the critical factors that increase the likelihood of motorcyclist fatality.

RESULTS

Mixed logit models were found to have better fitting performances. Factors that increase the likelihood of motorcyclist fatality include lanes separated by traffic islands, male motorcyclists, and riding with BAC values of less than the legally limited value. Collisions with trees or utility poles lead to the highest likelihood of fatality in SM crashes. The effects of curved roads, same-direction swipe crashes, youth, and unlicensed motorcyclists are only significant in the likelihood of fatality in SM crashes.

CONCLUSIONS

Motorcyclists tend to be killed if they collide with large engine-size motorcycles and vehicles, unlicensed motorcyclists, or drivers with speeding related or right-of-way violations with positive BAC values. Driving or riding should be prohibited for any amount of alcohol or for anyone with a positive BAC value. Law enforcement should focus on unlicensed, speeding motorcyclists and drivers, and those who violate the right of way or perform improper turns. Roadside objects and facilities should be checked for appropriate placement and be equipped with reflective devices or injury protection facilities.

Improving the safety relevance of automatic emergency braking testing programs: An examination of common characteristics of police-reported rear-end crashes in the United States

OBJECTIVE

Forward collision warning and automatic emergency braking (AEB) systems help prevent rear-end crashes where a vehicle strikes the rear of another. However, the benefits may be limited if the systems are stymied by common crash circumstances or only target scenarios evaluated in vehicle testing programs. This study examined the prevalence of characteristics that may limit AEB system performance in police-reported rear-end crashes and the relevance of scenarios used to evaluate these systems.

METHODS

Police-reported rear-end crashes (n = 6,731,215, Crash Report Sampling System) and fatal rear-end crashes (n = 4,285, Fatality Analysis Reporting System) with a fatality in the striking or struck vehicle during 2016-2019 were analyzed. Percentages of police-reported rear-end crashes, nonfatal-injury rear-end crashes, and fatal rear-end crashes were computed to identify common crash characteristics. Roadway speed limit was used as a proxy for striking vehicle speed.

RESULTS

A straight-moving vehicle striking a stopped or decelerating vehicle on roads with a speed limit of 40 km/h (25 mph) or less only accounted for 3% of all rear-end crashes, 3% of nonfatal-injury rear-end crashes, and 1% of fatal rear-end crashes. In contrast, 36% of all rear-end crashes, 36% of nonfatal-injury rear-end crashes, and 11% of fatal rear-end crashes involved a straight-moving vehicle striking a stopped or decelerating vehicle on roads with a speed limit between 56 and 72 km/h (35 and 45 mph). A medium or heavy truck was the struck vehicle in 32% of fatal rear-end crashes, and a motorcycle was the struck vehicle in 11% of fatal rear-end crashes. At least one of the following characteristics that may degrade AEB system performance was present in 14% of the rear-end crashes studied: striking vehicle turning; a struck vehicle turning or changing lanes; a struck vehicle that is not a passenger vehicle; wintery weather; wet or icy roads; or a speed limit of 113 km/h (70 mph) or higher.

CONCLUSION

Circumstances shown to diminish AEB effectiveness accounted for 14% of rear-end crashes, and scenarios currently used to evaluate AEB systems accounted for 3%. Evaluating AEB systems at speeds up to 72 km/h (45 mph) and incorporating a motorcycle or medium/heavy truck target will make AEB evaluations more representative of police-reported rear-end crashes.

Modeling Motorcyclists’ Aggressive Driving Behavior Using Computational and Statistical Analysis of Real-Time Driving Data to Improve Road Safety and Reduce Accidents

Driving behavior is considered one of the most important factors in all road crashes, accounting for 40% of all fatal and serious accidents. Moreover, aggressive driving is the leading cause of traffic accidents that jeopardize human life and property. By evaluating data collected by various collection devices, it is possible to detect dangerous and aggressive driving, which is a huge step toward altering the situation. The utilization of driving data, which has arisen as a new tool for assessing the style of driving, has lately moved the concentration of aggressive recognition research. The goal of this study is to detect dangerous and aggressive driving profiles utilizing data gathered from motorcyclists and smartphone APPs that run on the Android operating system. A two-stage method is used: first, determine driver profile thresholds (rules), then differentiate between non-aggressive and aggressive driving and show the harmful conduct for producing the needed outcome. The data were collected from motorcycles using -Speedometer GPS-, an application based on the Android system, supplemented with spatiotemporal information. After the completion of data collection, preprocessing of the raw data was conducted to make them ready for use. The next steps were extracting the relevant features and developing the classification model, which consists of the transformation of patterns into features that are considered a compressed representation. Lastly, this study discovered a collection of key characteristics which might be used to categorize driving behavior as aggressive, normal, or dangerous. The results also revealed major safety issues related to driving behavior while riding a motorcycle, providing valuable insight into improving road safety and reducing accidents.

Reliability analysis of motorcycle crash severity outcomes: Consideration of model selection uncertainty

OBJECTIVE

While a large amount of work has been conducted on different types of crash injury severity models, model selection uncertainty remains a critical issue in traffic safety research. The objective of this study is to handle model selection uncertainty by combining multiple models.

METHODS

Motorcycle crashes in Michigan from 2010 to 2014 are collected for the analysis. A model averaging approach is used to integrate useful information from three commonly used crash injury severity models: multinomial logit model, ordered logit model, and ordered probit model to deal with the situation where the model selection uncertainty exists in crash data analysis. The ratios of model posterior probabilities between models are used to quantify the model selection uncertainty. In addition, the effectiveness of the method is illustrated by comparing it with the single-best model.

RESULTS

The ratios of model posterior probabilities among models approximate to 1. It means that three models have the same importance in statistical analysis of motorcycle injury severity, resulting in model selection uncertainty. The comparison between the results of model averaging approach and single-best model shows that the single-best model tends to overestimate the effects of risk factors on motorcycle injury severities because of ignoring the model selection uncertainty; parameter errors and confidence intervals of model averaging are greater and wider than those of the single-best model due to between-model uncertainty included in the model averaging; some risk factors are significant in the model averaging approach while not in the single-best model. Results from model averaging approach reveal that drunk or riding under influence, angle/sideswipe/head on crashes, speed limit of 35 mph or higher, and signal control play significant roles in the motorcycle crashes.

CONCLUSIONS

The study contributes to the existing crash injury-severity literature by developing a model averaging approach to explore the relationship between motorcyclist's injury-severity and its contributing factors. The model averaging approach overcomes the limitations of the current crash injury-severity modeling approaches by (1) revealing the potential model selection uncertainty among injury-severity models with model posterior probabilities; (2) more reliably accounting for the effects of risk factors on motorcyclist' injury severities through integrating all information from the candidate models; and (3) better presenting the underlying unreliability of the analysis results from each individual model.

Mitigating fuel tank syndrome pelvic injuries - is there potential for rider worn protectors?

OBJECTIVE

The aim of this study was to investigate the feasibility of rider-worn pelvis protection for mitigating injury risk when contacting the motorcycle fuel tank in a crash.

METHODS

A newly developed test apparatus was designed and constructed to simulate the interaction between a rider's pelvis and the motorcycle fuel tank in a frontal crash. Impacts were performed at a velocity of 18 km/h into four motorcycle fuel tanks. Further testing used a rigid fuel tank surrogate and the pelvis surrogate in an unprotected condition and with a series of impact protector prototypes. A subset of prototype samples was also tested at varying tank angles (30°, 37.5°, 45°) and impact speeds (8.5 km/h, 13 km/h, 18 km/h). Analysis of variance was used to determine whether the protector prototypes reduced pelvis response compared to unprotected.

RESULTS

Resultant peak pelvis acceleration was reduced by three pelvis impact protector prototypes compared to an unprotected condition. The reduction in peak acceleration occurred without a significant change in the peak pelvis rotational velocity. The pattern of protector performance was consistent at varying fuel tank angles but only reduced the pelvis response at the highest impact speed tested of 18 km/h.

CONCLUSIONS

The results indicate that there may be potential for using pelvis impact protection to mitigate injury risk by absorbing and/or distributing impact energy that would otherwise be transmitted to the rider's pelvis. However, due to the current paucity in understanding of pelvis biomechanics to anteroposterior loading, it is unknown whether the pelvis acceleration reductions achieved would prevent injury.

Barriers and factors associated with the use of helmets by Motorcyclists: A scoping review

Road Traffic Injuries (RTIs) have imposed a great global burden on public health. Motorcyclists and pedestrians comprise the most significant proportion of this burden. Several studies have demonstrated a link between helmet wearing and a decline in the impact of RTIs in motorcyclists. In this study, we aimed to review the barriers to helmet utilization by motorcyclists. This scoping review has been conducted in accordance with the guidelines for the systematic review of observational studies and the PRISMA Checklist. The search was conducted by using related keywords in EMBASE, PubMed, Scopus, and Cochrane Library. Four independent reviewers carried out the screening. The main outcomes of interest were barriers to helmet usage among motorcyclists, drawn from the finally included studies. Fifty-three records were selected for data extraction. According to these reports, the barriers and factors associated with helmet usage among motorcyclists were categorized into five entities as: legislations/enforcement strategies, helmet disadvantages (discomfort, visual/auditory blockage, and thermal dysregulation), risky behaviors (riding while drunk or high on drugs), sex and/or age factors, and the location and time of the injury event (rural vs. urban locations, day vs. night riding). From the perspective of policymakers, the findings of this review are of utmost importance and could be used in addressing the challenge of inadequate compliance with helmet use.

Life cycle assessment and economic analysis of the electric motorcycle in the city of Barcelona and the impact on air pollution

In this work, the evaluation of the life cycle of the service provided by a medium-power motorcycle in a Spanish urban environment was carried out, comparing two motorcycles, a battery electric vehicle (BEV) is compared with an internal combustion engine vehicle (ICEV). The economic study of the total costs of ownership is also carried out considering the environmental costs associated with each type of vehicle. A comprehensive inventory is compiled for both vehicles (motorcycles) that describes the most relevant components and includes two types of batteries for the BEV. A sensitivity analysis of the most impactful parameters is also considered. The results indicate that the ICEV contributes approximately 5 times more in the global warming potential impact category mainly due to the consumption of fossil fuels. The BEV also impacts some categories in the manufacturing stage, a fact that is strongly related to the battery. Sensitivity analysis indicates that the total distance travelled plays an important role, but the electricity mix is probably the most relevant factor in terms of climate change impact category. The economic analysis reported lower environmental externality costs for the BEV, making it more affordable than the ICEV and highlighting the benefit in terms of air pollution. The BEV is presented as a suitable option vehicle from environmental and economic point of view and one of the actors to accelerate the transition towards a more sustainable urban mobility model.

Analysis of Electric Bicycle Riders' Use of Mobile Phones While Riding on Campus

Based on the theory of rational action (TRA), overconfidence theory (OT), and deterrence theory (DT), this study explores the reasons for mobile phone use by Chinese students riding electronic bicycles (e-bikes) in Fuzhou City. We tested the reliability and validity of an extended TPB, OT and DT questionnaire (with 531 eligible responses) and constructed a structural equation model of mobile phone use behavior while riding e-bikes, based on the improved model. The structural equation model (SEM) is used to evaluate the relationship between the internal factors of mobile phone riding behavior. The results show that the correlation among mobile phone dependence, punishment mechanism, attitude, and controllable operation impacts e-bike riders’ behavior when using mobile phones while riding.

Traumatic testicular dislocation: A case report and literature review

INTRODUCTION

Traumatic testicular dislocation is an uncommon complication of blunt scrotal injury and is easily overlooked because of the presence of other severe accompanying injuries. In most cases, an operation is needed for the prevention of malignant change or infertility.

PATIENT CONCERNS AND DIAGNOSIS

We report a case of traumatic testicular dislocation with pelvic fracture and internal bleeding in a 27-year-old male with testis rupture after a motorcycle collision.

INTERVENTIONS AND OUTCOMES

He received emergent right radical orchiectomy, and a series of operations for femoral and pelvic fractures were performed after his condition stabilized in the intensive care unit. After 1 month postsurgery, no obvious genitourinary complications were noted.

CONCLUSION

We suggest scrotum examination in all trauma patients, particularly if a pelvic injury is suspected or in case of a high risk of a motorcycle collision, to avoid missing the diagnosis and prevent severe complications.

Motor vehicle-related electric scooter injuries in the US: A descriptive analysis of NEISS data

INTRODUCTION

The introduction of scooter-share programs across the United States has led to an increased incidence of electronic scooter (e-scooter) injuries presenting to emergency departments (EDs). As legislation begins to push scooters from the sidewalk to the street, injuries resulting from collisions between e-scooters and motor vehicles are an important, but poorly characterized consideration. This study leverages data from a national injury surveillance system to characterize e-scooter versus motor vehicle collisions resulting in ED presentation.

METHODS

This study utilizes data from the National Electronic Injury Surveillance System (NEISS). NEISS was queried for e-scooter-related injuries from January 1st, 2015 through December 31st, 2019. Injuries were characterized as motor vehicle-related (MV-involved) or non-motor-vehicle-related (MV-uninvolved) based on a manual review by the study investigators. Weighted tabular analyses were used to characterize both types of e-scooter injuries across demographic, diagnostic, and event-related factors.

RESULTS

Over the study period an estimated 60,554 (95% CI: 37,525-84,594) injuries were treated in US EDs. Approximately 19% of these injuries involved motor vehicles. Those sustaining MV-involved injuries were significantly younger (p = 0.01), with a higher proportion of males injured (p = 0.01). Additionally, when compared to MV-uninvolved injuries, a significantly higher proportion of those with MV-involved injuries were admitted to the hospital for treatment (8.8% vs. 14.6%, p < 0.01). MV-involved injuries occurred primarily in the street (96.3%), while MV-uninvolved injuries were split across streets (44.0%), at one's home (~20%), and on public property (~20%) (p < 0.01).

CONCLUSIONS

Electric scooter injuries involving a motor vehicle differed from those that did not across several key categories. As e-scooters and motor vehicles start to share the road more frequently, greater consideration should be made regarding how these two modes of transportation interact with each other. The promotion of thoughtful e-scooter legislation and infrastructure changes could help promote safer travel.

Understanding the growing role of driving anger in the risk of traffic incidents involving Vietnamese motorcyclists

OBJECTIVE

This study validates the Vietnamese versions of the Driving Anger Scale and Driving Anger Expression Inventory, two prominent instruments for determining driving anger proneness and expression. Using these scales, the authors investigate the relationships between driving anger and motorcyclists' on-road risks in Vietnam.

METHODS

Factor analyses are conducted to explore the dimensional constructs of the two scales with a dataset of 960 Vietnamese motorcyclists. The t-tests were applied to assess the differences in driving anger levels between motorcyclists' subgroups. Negative binomial regression is used to predict the probability of motorcyclists' traffic incidents based on driving anger factors and individual differences.

RESULTS

The Vietnamese Driving Anger Scale has three factors, including Hostile gestures (α=.78), Unpleasant conditions (α=.80), and Traffic violations (α=.74). Hostile gestures elicit the most driving anger among Vietnamese motorcyclists. Besides, females report higher propensities for driving anger than males over three anger-provoking factors. The Driving Anger Expression Inventory has a two-factor structure, including Aggressive expressions (α=.83) and Adaptive expressions (α=.74). Vietnamese motorcyclists are more prone to have adaptive expressions than aggressive expressions when angry on-road. The regression results reveal the significant effects of gender and two factors of the Driving Anger Expression Inventory on the probability of traffic incidences. Females have considerably fewer traffic accidents and offenses than males. Besides, the number of minor crashes and violations grows by 1.54 and 1.93 times with each unit rise of the Aggressive expressions factor. Increasing adaptive expression level is associated with a decrease in the numbers of major crashes and offenses (40% and 19% less, respectively).

CONCLUSIONS

This study provides insights into driving anger in Vietnam, a motorcycle-dominant country. The findings corroborate the Vietnamese versions of the Driving Anger Scale and Driving Anger Expression Inventory, which contributes to understanding the formation and expression of driving anger and its roles in predicting driving outcomes. Furthermore, the higher on-road risks of males and motorcyclists with more aggressive expressions are highlighted. Generally, enhancing the risk perception about driving anger and promoting the advantages of on-road adaptive expressions may significantly reduce traffic issues in Vietnam.

The Protective Performance of Modern Motorcycle Helmets Under Oblique Impacts

Motorcyclists are at high risk of head injuries, including skull fractures, focal brain injuries, intracranial bleeding and diffuse brain injuries. New helmet technologies have been developed to mitigate head injuries in motorcycle collisions, but there is limited information on their performance under commonly occurring oblique impacts. We used an oblique impact method to assess the performance of seven modern motorcycle helmets at five impact locations. Four helmets were fitted with rotational management technologies: a low friction layer (MIPS), three-layer liner system (Flex) and dampers-connected liner system (ODS). Helmets were dropped onto a 45° anvil at 8 m/s at five locations. We determined peak translational and rotational accelerations (PTA and PRA), peak rotational velocity (PRV) and brain injury criteria (BrIC). In addition, we used a human head finite element model to predict strain distribution across the brain and in corpus callosum and sulci. We found that the impact location affected the injury metrics and brain strain, but this effect was not consistent. The rear impact produced lowest PTAs but highest PRAs. This impact produced highest strain in corpus callosum. The front impact produced the highest PRV and BrIC. The side impact produced the lowest PRV, BrIC and strain across the brain, sulci and corpus callosum. Among helmet technologies, MIPS reduced all injury metrics and brain strain compared with conventional helmets. Flex however was effective in reducing PRA only and ODS was not effective in reducing any injury metrics in comparison with conventional helmets. This study shows the importance of using different impact locations and injury metrics when assessing head protection effects of helmets. It also provides new data on the performance of modern motorcycle helmets. These results can help with improving helmet design and standard and rating test methods.

Particulate matter in a motorcycle-dominated urban area: Source apportionment and cancer risk of lung deposited surface area (LDSA) concentrations

Source-apportioned particle concentrations are necessary to properly evaluate the health impacts of air pollution. In this study, a measurement station was established at an urban roadside in northern Taiwan to the investigate lung deposited surface area (LDSA) concentration, a relevant metric for the adverse health effects of aerosol exposure, along with PM₁ and equivalent black carbon (eBC) concentrations, particle number concentration (PNC), and particle size distribution (PSD). Through positive matrix factorization and multi-linear regression analysis, we attributed 57% of LDSA to traffic emissions over the entire study. During rush hour, the motorcycle fraction increased to 0.83 and LDSA (77.6 ± 9.9 µm²/cm³) and PNC (14,000 ± 2400 particles/cm³) values peaked, while 74% of LDSA was attributed to traffic. The LDSA ratio, defined as the ratio of measured LDSA to that estimated from the particle size distribution with a spherical assumption, also increased, highlighting the greater degree of fractal morphology during rush hour. The relationship between LDSA emitted by traffic and PNC yielded a higher r² (0.92) than the r² between traffic LDSA and eBC (0.82). Finally, the excess lifetime cancer risk linked with traffic emission was 1.56 × 10^-4 (i.e. 15.6 excess cancer cases for a population of 100,000 people) based on the LDSA apportionment results.

Collision versus loss-of-control motorcycle accidents: Comparing injuries and outcomes

OBJECTIVE

Motorcycles are a common mode of transport, especially in low-middle-income countries like Pakistan. The pattern and severity of injuries in motorcycle trauma depends on the mechanism of accident, which may be classified as collision accidents (CAs) or loss-of-control accidents (LOCAs). In this study, we aimed to investigate patterns of trauma due to motorcycle CAs and LOCAs, with a focus on injuries, management, complications, and outcomes.

METHODS

A retrospective cohort study was conducted at the Aga Khan University Hospital (AKUH), Pakistan (a level 1 trauma facility), enrolling all patients presenting with motorcycle trauma between January 2018 and March 2019.

RESULTS

The most common sites of major injury were the lower limb (40.9%), head and neck (38.1%), and upper limb (27.5%). A significantly higher percentage of CA victims had head and neck injuries (43.4% vs. 30.5%), abdominal injuries (5.5% vs. 1.1%), pelvic fracture (5.9% vs. 0%), and polytrauma (22.8% vs. 11.1%). Compared to LOCA victims, CA victims had a significantly higher incidence of acute kidney injury (AKI; 25.7% vs. 15.8%; P < .011), longer hospital lengths of stay (LOSs; 3 [2-6] days vs. 2.5 [2-4] days; P = .019), and long-term disability (P = .002). When adjusted for age and gender on multivariable logistic regression with mechanism of accident as the dependent variable, CA was significantly associated with male gender (odds ratio [OR] = 2.045, 95% confidence interval [CI] [1.038-4.026]), abdominal injury (OR = 5.748, 95% CI [1.285-25.702]), head and neck injury (OR = 1.492, 95% CI [1.007-2.211]), polytrauma (OR = 2.368, 95% CI [1.383-4.055]), AKI (OR = 1.937, 95% CI [1.183-3.171]), and LOS (OR = 1.041, 95% CI [1.004-1.079]).

CONCLUSIONS

Though both motorcycle CAs and LOCAs stress trauma systems in developing countries, the dynamics of CAs mean that they result in worse injuries and outcomes. Specific measures to reduce CAs and LOCAs are urgently indicated in developing countries to reduce the burden of morbidity and mortality of motorcycle accidents.

Motorcycle antilock braking systems and fatal crash rates: updated results

OBJECTIVE

Antilock braking systems (ABS) prevent wheels from locking during hard braking and have been shown to reduce motorcyclists' crash risk. ABS has proliferated in the United States fleet, and the objective of the current study was to update the effectiveness estimate for ABS with additional years of data and a broader variety of motorcycle types.

METHODS

Motorcycle drivers involved in fatal crashes per 10,000 registered vehicle years during 2003-19 were examined for 65 motorcycle models offering ABS as an optional feature. Fatal crash rates for motorcycles with ABS were compared with rates for the same models without it.

RESULTS

ABS was associated with a statistically significant 22% reduction in motorcycle driver fatal crash involvements per 10,000 registered vehicle years.

CONCLUSION

This finding adds to the growing literature demonstrating the safety benefits of motorcycle ABS.

An application of in-vehicle recording technologies to analyze injury severity in crashes between taxis and two-wheelers

Conventionally, the crash data used in traffic safety analysis have been collected by the police dispatched to the crash scene. Therefore, crash information inevitably includes errors that influence traffic safety analysis. Such errors can include the crash speed, crash time, crash location, and other crash characteristics. The advances in in-vehicle video recording (IVVR) technologies have recently enabled traffic safety professionals to use more accurate crash information based on crash data reconstruction methods. Although a few studies have been conducted to identify the factors affecting the crash injury severity using such detailed crash data, there was no effort to analyze the factors affecting the injury severity in crashes between taxis and two-wheelers (TWs), including bicycles and motorcycles. Therefore, this study analyzes the injury severity of TW riders in taxi-TW crashes with the accurate crash data collected by taxis equipped with IVVR devices in Incheon, Korea. Two hundred and forty-eight crash data from two years (2010-2011) were used to perform this objective. The factors affecting the injury severity to TW riders were identified based on a partial proportional odds model for these data. Seven variables were found to affect the injury severity significantly: crash speed, second collision, third collision, Delta-V, crashes that occurred with a non-helmeted motorcycle rider, crashes where the collision type was sideswipe, and crashes under rainy or snowy weather conditions. On the other hand, two variables regarding crashes, where the taxi driver behavior helped reduce visible and severe injuries, were changing lanes and the young TW riders (<18 years).

Characteristics of crashes and injuries on delivery motorcycles: A retrospective cohort study

Objectives: The food delivery market is growing rapidly. As most delivery riders use motorcycles, motorcycle crashes will increase along with the growing delivery market size. This study aimed at examining the proportions of motorcycle crashes and characteristics of injuries incurred while using motorcycles for occupational purposes.Methods: This retrospective analysis included motorcycle crash patients aged 16 years or older, who were treated in 23 emergency rooms in Korea, between 2014 and 2018. Patients were divided into two groups: delivery riders (delivery group) and others (nondelivery group). Crash and injury characteristics were compared between the two groups. In addition, trends of patients in the delivery group were compared from 2014 to 2018.Results: This study examined 26,982 motorcycle crash patients, including 3894 (14.43%) patients in the delivery group and 23,088 (85.57%) in the nondelivery group. The number of patients in the delivery group increased drastically from 583 in 2014 to 1029 in 2018, whereas the number of patients in the nondelivery group did not considerably increase (4411 in 2014 and 4462 in 2018). The delivery group had a higher proportion of crashes caused by collisions with cars or other motorcycles (p < 0.001); however, injury severity was lower. The delivery group had a lower proportion of head and face injuries but a higher proportion of extremity injuries. Furthermore, 39.9% of all crashes in this group occurred between 17:00 and 21:00. Over time, there were neither any changes in the injury severities, nor any changes in the characteristics of the delivery group, with the exception of increases in both the proportion of motorist insurance and the proportion of wearing a helmet.Conclusions: The results indicated differences in characteristics between delivery motorcycle crashes and other motorcycle crashes. Although delivery motorcycle crash severity was low compared to other motorcycle crashes, the number of patients increased significantly. Therefore, to prevent crashes, it is necessary to improve the working environment. In addition, to prevent the extremity injuries of delivery riders, the policy of wearing extremity protective gears should be considered.

An analysis of the novice motorcyclist crashes in Taiwan

OBJECTIVE

Motorcycles comprised over 60% of motor vehicles in Taiwan. There were still many motorcycle crashes in Taiwan, especially among young riders. This study investigated the characteristics of novice motorcyclist crashes in Taiwan over the period January 2011 to December 2016. Various risk factors affecting the severity of novice motorcyclist crashes, such as the rider characteristics, licensing conditions, and the environment, were examined.

METHODS

To model the count data with multiple crash severities, several regression models were considered. The multinomial logit (MNL) model, ordered logit (OL) model, and partial proportional odds (PPO) model were chosen and investigated for the relationships between the severity of novice motorcyclist crashes and potential risk factors.

RESULTS

The results showed that the novice rider who was underage or unlicensed had a higher probability of a fatal crash. Male sex, helmet use, drinking, college student, frontal impact, urban or dry road, and daytime all played significant roles in novice motorcyclist crashes.

CONCLUSIONS

Taiwan traffic safety needs further policy adjustments and public education toward novice motorcycle crashes. Adequate driving training and providing a user-friendly environment for novice riders could help. Taiwan should consider graduated driver licensing systems for skill-building and riding supervision for new motorcyclists.

Multilevel analysis of injury severity of elderly motorcycle riders: The role of regional transport development

OBJECTIVE

Research specifically focusing on the elderly segment of motorcycle riders remains largely scarce, which represents a serious lack in understanding given the fast-growing trend of aging societies around the world. This article examines factors affecting the injury severity of elderly motorcycle riders in Taiwan using a multilevel model consisting of both individual and municipality levels. In particular, this study emphasized the role of municipality-level factors closely related to the municipality characteristics and policy considerations in directing local governments' policies and implementing crash-prevention strategies and measures.

METHODS

A multilevel logistic regression model was specified and estimated by using crash data of elderly motorcycle riders across 20 municipalities in Taiwan between 2012 and 2018. Principal component analysis was employed to identify the municipality-level factors.

RESULTS

Individual-level factors such as being male, old age, no valid license, drunk driving, not wearing a helmet, turning or overtaking others, early morning and evening riding, errors in traffic signaling, and exceeding the speed limit have significant effects on injury severity. The highlighted municipality-level factor, the transport development index, demonstrates its significant effect on mitigating injury severity across municipalities.

CONCLUSIONS

Apart from considering individual factors such as driver-related, vehicle-related and road-side-related variables, this paper shed light on the role of transport development level of a municipality in analyzing the injury severity of elderly motorcycle riders. Policy implications in directing local governments' policies and implementing crash-prevention strategies and measures are discussed and provided.

The motorcycle deaths to passenger car deaths ratio and economic performance: A panel data analysis

The existing literature in road safety revealed that the relationship between motorcycle deaths and per-head income follows a Kuznets or reverse U-curve pattern, whereby motorcycle deaths incline at lower income levels but decline once the per-head income has exceeded a threshold level. The same reverse U-curve relationship was also observed between per-head income and other road injury-related variables, including road deaths, road injuries, as well as road deaths to road injuries ratio. Evidence showed that motorcycles and passenger cars are the dominant vehicle modes and contributed significantly to global road deaths. The main objective of this study is to examine the relationship between the motorcycle deaths to passenger car deaths (MDC) ratio and per-head Gross Domestic Product (GDP). Examining the relationship between the MDC ratio and GDP per capita can be effective in understanding the relative change between motorcycle and passenger car deaths at different economic development stages, as well as identifying appropriate preventive measures. We apply a panel linear regression analysis on a panel of 38 countries over the period 1965-2013. Result demonstrated that there is a reverse U-curve relationship between the MDC ratio and the logarithm of GDP per capita. This implies that, at lower levels of GDP per capita, motorcycle deaths were more prevalent than passenger car deaths, whereas as the level of GDP per capita rises, passenger car deaths became relatively prevalent than motorcycle deaths. Moreover, there is a reverse U-shaped relationship between motorcycle ownership to passenger car ownership ratio (MPC) and the MDC ratio, while a U-shaped relationship exists between relative growth in higher mobility roads as compared to higher accessibility roads (MPA) and the MDC ratio. Based on our results, policies and interventions to reduce motorcycle and passenger car deaths were suggested in the conclusion of the paper.

Assessing the impact of the national traffic safety campaign: a nationwide cohort study in Japan

OBJECTIVES

This study aimed to examine the difference in mortality from serious road traffic injuries during the National Traffic Safety Campaign compared with other periods and identify the common mechanisms of injury by age group in Japan.

DESIGN

A retrospective review of Japan Trauma Data Bank (JTDB).

SETTING

A total of 280 participating major emergency institutions across Japan.

PARTICIPANTS

Patients with road traffic injuries registered in JTDB between 2004 and 2018 were recruited in the study. We included patients injured by traffic crashes during the National Traffic Safety Campaigns and controls using a double control method. The National Traffic Safety Campaign comprises 10 consecutive days in spring and fall (20 days in each year), and controls was the same calendar days 2 weeks before and after the days in the National Traffic Safety Campaigns (40 days in each year) to control for weekday, seasonal and yearly trends.

PRIMARY AND SECONDARY OUTCOME MEASURES

The primary outcome was in-hospital mortality. The secondary outcome was the incidences of severe traffic injury.

RESULTS

Among 126 857 patients recorded as road traffic injuries in JTDB, we identified 6181 patients (21 cases per day) with injuries occurring during the National Traffic Safety Campaigns and 12 382 controls (21 cases per day). The overall in-hospital mortality was 11.4%. We did not observe a significant difference in in-hospital mortality between the groups (11.8% vs 11.1%) with an adjusted OR of 1.05 (95% CI 0.95 to 1.16). The most common mechanism of injury in each age group was bicycle crash among children, motorcycle crash among adults and pedestrian among the elderly.

CONCLUSIONS

We found no change in the incidence of severe traffic injury or in-hospital mortality during the National Traffic Safety Campaign in Japan. Serious road trauma was high for bicycles among children, motorcycles among adults and pedestrian among the elderly.

Young male motorcycle rider perception response times to abrupt- and gradual-onset hazards

Response time (RT) measures in crash reconstruction are inherently constrained by the need to define a start point (onset). In straight-forward situations where the hazard appears abruptly from behind an obstruction (abrupt onset), hazard onset is typically defined as when the hazard is first visible to the motorist. In contrast, in scenarios where there is no clearly defined point of entry (gradual onset), and the potential hazard gradually transitions to an immediate hazard, the onset point is more ambiguous. In this study, a reasonable hazard onset was proposed for measuring RTs of motorcycle riders to gradual-onset hazards, following which the RTs to abrupt- and gradual-onset hazards were determined and compared. A study on motorcycle rider RTs was conducted in Singapore in which a sample of young male adults (licensed riders with more than one year's effective riding experience, and unlicensed subjects) were equipped with eye tracking glasses and were presented with two pairs of abrupt-/ gradual-onset hazard scenarios on a simple motorcycle simulator. Their RTs were recorded. Initial deviation from the straight path (start of turning manoeuvre) of the intruding hazard vehicle was determined to be a more appropriate onset (start point when measuring RTs) for gradual-onset hazards when compared with referencing the onset against travel lane incursions. Participants generally took longer to respond to gradual-onset hazards than abrupt-onset hazards. Unlicensed subjects tended to underperform relative to licensed riders. The findings from this study contribute to the literature in the relatively novel field of motorcycle RTs and should be of interest to crash reconstructionists as well road safety professionals in designing road operations.

Factors affecting motorcycle crash casualty severity at signalized and non-signalized intersections in Ghana: Insights from a data mining and binary logit regression approach

Despite the countless benefits derived from motorcycle usage, it has become a significant public health concern, particularly in developing countries, due to the plateauing number of fatal/serious injuries associated with them. Although it has been well documented that the frequency and fatality rates of intersection-related motorcycle crashes are high, little research efforts have been made to explore the contributory factors influencing motorcycle-involved crashes at these locations. Interestingly, no study has investigated the latent patterns and chains of factors that simultaneously contribute to the injury severity sustained by motorcycle crash casualties at intersections under different traffic control conditions in developing countries. Since motorcycles are mostly used as taxis in developing countries, it is imperative to consider the injury severity sustained by all crash casualties in the motorcycle safety analysis. This study bridges the research gap by employing a plausible data mining tool to explore hidden rules associated with motorcycle crash casualty injury severity outcomes at both signalized and non-signalized intersections in Ghana's most densely populated region, Accra, using three-year crash data spanning 2016-2018. Besides, a binary logit regression model was also employed to explore the impact of crash factors on casualty severity outcomes using the same dataset. The results from both analysis techniques were consistent; however, the data mining technique provided chains of factors which provided additional insights into the groups of factors that collectively influence the casualty injury severity outcomes. From the rule discovery results, while full license status, daytime/daylight, and shoulder presence increased the risk of fatal injuries at signalized intersections, factors such as inattentiveness, good road surface, nighttime, shoulder absence, and young rider were highly likely to increase casualty fatalities at non-signalized intersections. By controlling all or some of these risk factors, the level of injury severity on the roadways could be reduced. Based on the findings, we provide enforcement, education, and engineering-based recommendations to help improve motorcycle safety.

Toward better measurement of traffic injuries - Comparison of anatomical injury measures in predicting the clinical outcomes in motorcycle crashes

INTRODUCTION

Little evidence exists in the literature regarding the discrimination power of better anatomical injury measures in differentiating clinical outcomes in motorcycle crashes. Furthermore, multiple injuries to different body parts of the rider are seldom analyzed. This study focuses on comparing anatomical injury measures such as the injury severity score (ISS) and the new injury severity score (NISS) in capturing injuries of multiple injured riders and examining the discriminatory capabilities of the ISS and NISS in predicting clinical outcomes post motorcycle crash.

METHODS

The study harnessed unique and comprehensive injury data on 322 riders from the US DOT Federal Highway Administration's Motorcycle Crash Causation Study (MCCS). Detailed exploratory analysis is performed and discrete/ordered statistical models are estimated for three clinical outcomes: mortality risk, trauma risk, and trauma status.

RESULTS

Around 9% of the riders died and 45% of the riders had injuries. Around 36% of the riders were hospitalized, disabled, or institutionalized. While a very strong dependence was found between ISS and NISS, ISS underestimated injuries sustained by riders. Statistical models for mortality risk revealed that a unit increase in the ISS and NISS was correlated with a 1.18 and 1.17 times increase in the odds of mortality, respectively. Moreover, a unit increase in ISS and NISS values was correlated with a higher trauma risk by 1.48 and 1.36 times, respectively. Our analysis reveals that the probability of a rider being hospitalized or disabled/institutionalized increases with an increase in the NISS. Conclusions and practical applications: The NISS exhibits significantly better calibration and discriminatory ability in differentiating survivors and non-survivors and in predicting trauma status - underscoring the importance of accounting for microscopic body-part-level injury data in motorcycle crashes. We consider that compared with the KABCO scale, the ISS and NISS are more nuanced scores that can better measure the overall injury intensity and can lead to more targeted countermeasures.

Kinesiological Treatment of Early Spine Osteoarthritis in a Motorcyclist

This case report speculates that the prolonged vibrations from enduro off-road sports are deleterious to the spine. The results of this case report may also aid sports physicians in better understanding this complex and relatively unknown phenomenon. No published data are present in the current literature that demonstrate the correlation between early spine osteoarthritis from enduro motorcycle overuse and the long-term management effects of a non-invasive kinesiological approach to reduce pain and inflammation and improve spine mobility and muscle strength.

Comparing Ugandan motorcycle taxi driver estimations of injury incidence to District-level injury surveillance data as a proxy to determine factors influencing risk perception

Introduction

Methods

Results

Conclusion

Poor incomes and economic hardships among commercial motorcycle drivers (boda-boda) are associated with accidents and injuries in Gulu Municipality, Northern Uganda: a cross-sectional study

Introduction

injuries in commercial motorcycle drivers (boda-boda) are the second-commonest reason for trauma-related admission to the Gulu Regional Referral Hospital. Most causes of boda-boda accidents and injuries were related to the behaviors of drivers, passengers, and pedestrians. The purpose of this study was to determine factors associated with boda-boda drivers, accidents, and boda-boda accident victims in Gulu Municipality, Northern Uganda.

Methods

two cross-sectional studies were conducted at intervals of six months between July and December 2015. Two hundred boda-boda drivers from Gulu Municipality and fifty-seven victims of boda-boda accidents admitted to the Gulu Regional Referral Hospital were recruited for this study. A pre-tested questionnaire with Cronbach´s alpha (internal validity) α=072 was used for data collection. This study was approved by a local Institutional Review Board (IRB) and STATA version 14.1 was used for statistical analysis. A p-value less than 0.05 was considered statistically significant.

Results

factors associated with boda-boda accidents in Gulu Municipality were boda-boda drivers from Pece division (AoR=7.290, 95% CI: 2.162-24.580; p<0.001) and those with low monthly incomes less than UGX400,000/= equal to USD$100 (AoR=0.154, 95% CI: 0.031-0.766; p<0.05). Drivers with monthly incomes higher than UGX400,000/= were least likely involved in boda-boda accidents (AoR=0.104, 95% CI: 0.038-0.281; p<0.001). Work experience, prior road safety training, age, wearing a helmet and protective clothing, levels of education, and knowledge on road safety regulations did not significantly affect the outcome. Most victims of boda-boda accidents were passengers and pedestrians from villages outside Gulu Municipality (AoR=8.808, 95% CI: 3.190-24.329; p<0.001) and sustained minor injuries.

Conclusion

boda-boda accidents in Gulu Municipality are problematic, drivers from the Pece division and those with low monthly incomes were more involved. Most victims of boda-boda accidents were passengers and pedestrians from villages outside Gulu Municipality. This study suggests that boda-boda drivers should be engaged in other income-generating activities, as some divisions in Gulu Municipality do not generate the required resources to meet their needs.

Comparison of injuries among motorcycle, moped and bicycle traffic accident victims

OBJECTIVE

Motorcycles, moped scooters and bicycles are commonly involved in traffic accidents and riders often suffer significant morbidity and mortality. The aim of this study is to compare and categorize the different injury patterns and fractures suffered by riders of each vehicle type after a traffic accident.

METHODS

Data from a level 1 trauma center in Las Vegas, Nevada were analyzed. Traffic accident victims riding a motorcycle, moped, or bicycle from 2013 to 2017 were included. Injury location and fracture location were assigned to six and sixteen categorical locations, respectively. Descriptive statistics, including frequency counts for categorical data and mean for continuous data, were calculated for the full sample and for each of the vehicle types. Logistic regression was performed on race, categorized age, vehicle type and helmet use to calculate adjusted odds ratios for injury type between the three groups.

RESULTS

Of the 2115 patients, 1372 were motorcyclists, 356 were moped scooter riders and 387 were bicyclists. Overall the vast majority of injuries reported were of the extremities or pelvic girdle (62.2%), and this was true regardless of vehicle type. Head and neck injuries were significantly more common in bicyclists (39.5%) and moped riders (34.6%), than in motorcyclists (22.7%). Helmet use was substantially lower in the moped (34%) and bicycle (20%) groups compared to the motorcycle group (85%). The most common fractures regardless of vehicle type were of the skull/face, rib, vertebral, and tibia/fibula with slight variations between vehicle groups.

CONCLUSION

Similarities were seen in the most common fracture and injury patterns between the three groups. Head and neck injuries were much more common in moped and bicycle riders compared to motorcyclists. This is most likely due to the significantly higher percentage of motorcycle riders who wore a helmet. Counseling regarding helmet and protective equipment use, especially among moped and bicycle riders is essential to reduce head injuries.

Using multinomial regression to explore the spatial factors affecting left-turn oncoming accidents involving motorcycles

OBJECTIVE

In mixed traffic with a high proportion of motorcycles, accidents involving motorcycles usually account for the highest percentage of total accidents and are thus important. Because the motorcycle can easily weave around within the traffic flow, leading to traffic conflicts and accidents, this research analyzed left-turn oncoming collisions at intersections and explored the impacts of crossing positions of the motorcycles and opposite left-turn cars on accident risk. Furthermore, based on the analysis results, possible ways to prevent crashes are proposed.

METHODS

We collected accident videos to develop an image dataset to explore the spatial factors affecting left-turn accidents by multinomial regression model (MNL). In addition, to collect samples without incidents as the reference category of the MNL, this research used post encroachment time analysis to screen the samples of general traffic flow. Finally, elasticity analysis was employed to explore the influences of the spatial factors on incident risk probability.

RESULTS

The results showed that the accident risk was significantly affected by the cross-section locations of the left-turn vehicles and motorcycles during the passing process. intersection.

CONCLUSIONS

When a straight motorcycle travels in the curb lane or an opposite left-turn car does not turn with an appropriate turning trajectory, the risk of a left-turn oncoming collision will increase. Therefore, even if a straight motorcycle has the right-of-way, the operator should choose an appropriate cross-section position and avoid riding to the right of a car when passing through an intersection.

Alcohol-impaired motorcyclists versus car drivers: A comparison of crash involvement and legal consequence from adjudication data

INTRODUCTION

Driving under the influence (DUI) increases the probability of motor-vehicle collisions, especially for motorcycles with less protections. This study aimed to identify commonalities and differences between criminally DUI offenses (i.e., with a blood alcohol concentration (BAC) of 80 mg/dL or higher) committed by motorcyclists and car drivers.

METHODS

A total of 10,457 motorcycle DUIs and 8,402 car DUIs were compared using a series of logistic regression models, using data extracted from the documents of adjudication decisions by the courts of Jiangsu, China.

RESULTS

The results revealed that offenders from the high-BAC group (i.e., 200 mg/dL or higher) accounted for more than 20% of the total DUI offenses, and were more likely to be involved in a crash and punished with a longer detention. Motorcyclists had a higher likelihood of crash involvement, and were also more likely to be responsible for single-vehicle crashes associated with higher odds of injury sustained, compared to alcohol-impaired car drivers. In the verdict, motorcycle offenders were more likely to receive a less severe penalty.

CONCLUSIONS

Interventions are clearly required to focus on reducing in the high-BAC group of offenders. For alcohol-impaired motorcyclists, their risks of crash and injury against BAC climb more steeply than the risks for car drivers. The factors including frequent occurrences, uncertainty of detection, and short-term sentences may weaken the deterrence effect of the criminalization of motorcycle DUI. Practical Applications: The traffic-related adjudication data support traffic safety analysis. Strategies such as combating motorcycle violations (e.g., unlicensed operators or driving unsafe vehicles), undertaking education and awareness campaigns, are expected for DUI prevention.

The effects of road safety education on the occurrence of motorcycle violations and accidents for novice riders: An analysis of population-based data

The prevalence of motorcycle riding among novice riders in most Southeast Asia countries presents an alarming rate of traffic violations and fatal accidents. Since 2013, Taiwan's government has gradually required a road safety class (RSC) for the rider's licensing process. The RSC consisted of watching videotapes of motorcycle-involved crashes followed by lectures on safety measures. Our study tried to see whether a compulsory RSC could lower the likelihood and frequency of road accidents and traffic violations among novice riders. To avoid self-selection bias, we selected 480,114 novice riders aged 18-20 years, licensed one year before starting the trial period and one year after full implementation of RSC. Using the 2012-2018 data from the Taiwan Ministry of Transportation and Communication (MOTC), we applied the logistic model to evaluate RSC effects on the risk of violations and accidents. Then, we used the negative binomial regression to model their frequency in response to RSC exposure. Following the novice drivers 1-3 years after licensing, our results showed that the RSC has a short-term effect in lowering their traffic violations' likelihood by 12%∼17% and their frequency by 11%; however, the RSC effects only last two years in reducing the counts of motorcycle-involved offenses and accidents. The RSC reduction effect was lower for the tendency of accidents than the violations, probably because committing traffic violations was self-determined; in contrast, the collision occurrence was more or less related to the riders' own or other road users' carelessness. The RSC could be more effective if a certification test for road safety education were required or if a penalty is imposed on distracted learners during the training.

Crash proneness? Predictors of repeat crashes in older drivers

INTRODUCTION

Older drivers are believed to be prone to crashes due to age-related deterioration of their driving abilities. Currently, little is known about the characteristics of repeat crashers and the factors that predict subsequent crashes among these older drivers.

METHOD

A dataset containing the records of crash events that occurred between January 2014 and November 2019 was provided by the Department of Transport and Main Roads (DTMR) in Queensland, Australia. This dataset included 16,973 records of older drivers involved in a single crash and 222 cases in multiple crashes, comprising a total of 17,195 cases. Descriptive and inferential analyses were performed to understand the characteristics of repeat crashers. Survival analysis techniques were used to determine risk factors predictive of subsequent crashes.

RESULTS

Nearly half (46%) of the repeat crashers were culpable for both of their crashes. Their average age was significantly older than those who were culpable for none or one of their crashes. For older male drivers, riding a motorcycle or driving a heavy vehicle were significant risk factors for having a subsequent crash. The risk for female at-fault drivers being involved in a subsequent crash was 4.53 times greater than those not at-fault. Older female drivers involved in crashes caused by slowing or stopping also presented a higher risk of being involved in subsequent crashes.

CONCLUSIONS

This study identified risk factors for older drivers being involved in repeat crashes; distinctive gender differences in the risk for involvement in repeat crashes were found. Practical Applications: To reduce the likelihood of older drivers being involved in subsequent crashes, attention should be directed towards elders living in major cities, male motorcycle riders and heavy vehicle drivers, and at-fault female drivers.

Fuel prices and road deaths: Motorcyclists are different

This study estimates the effect of gasoline prices on road deaths by vehicle mode using annual data for 62 countries for 2000-2018 and all states of the United States (US) for 1998-2018. Higher gasoline prices are associated with fewer overall road deaths. The proportional effect on motorcyclist deaths tends to be smaller or even have the opposite sign, especially in countries that are not highly dependent on motorcycles. For the US, a positive effect of gasoline prices on motorcyclist deaths is found, with an elasticity of about 0.3. There is also a positive relationship between gasoline prices and motorcycle registrations in the US. The results confirm that additional attention towards motorcyclist safety is warranted in times of high fuel prices.

Risky motorcycle riding behaviour among young riders in Manipal, India

BACKGROUND

Motorcycles are one of the most commonly used transportation modes in low and middle-income countries. In India, motorized two-wheelers comprise 70% of the total vehicle population, and motorcycle users are considered the most vulnerable road users. It is essential to understand the risky riding behaviour and associated factors among the motorcyclists to develop evidence-based traffic safety programs targeting motorcycle riders. The purpose of the current study was two-fold. First, it aimed to determine the appropriate structure of a modified version of the MRBQ among young riders in Manipal, India. Second, it assessed to what extent MRBQ factors were associated with self-reported crash involvement and violations.

METHODS

The motorcycle rider behaviour questionnaire (MRBQ) is a 43-item scale that assesses five aspects of risky motorcycle rider behaviour, i.e., violations, control errors, traffic errors, stunts, and protective equipment. The MRBQ, along with measures of socio-demographic variables and the number of motorcycle crashes, was filled out by 300 young motorcycle riders who were in the age group of 18-25 years and had been riding for at least the past three years (93% males, 92.3% students).

RESULTS

Five factors emerged out of the MRBQ after an exploratory factor analysis: traffic errors, control errors, stunts, protective equipment, and violations. Cronbach's alpha for these factors ranged from .66 to .82. Reports of performing stunts and committing violations were positively associated with self-reported near-crash experiences over the past three months. Riders reporting stunts, violations and using a motorcycle of 125-200 cc reported having received more fines in the last three months. These findings were confirmed in both univariate and multivariate binary logistic regression models.

CONCLUSION

The study assessed the factor structure of a modified version MRBQ and the extracted factors associations with self-reported crash involvement. The factor structure revealed in the current study is consistent with MRBQ factor structures found in other countries. However, the support for a relationship between MRBQ factors and self-reported crashes was less significant. The findings suggest that if replicated by future studies, local policymakers are advised to focus on the five MRBQ factors while planning future interventions to achieve a reduction in the number of road crashes among motorcyclists.

Risk factors associated with the increase of injury severity of powered two wheelers road accidents victims in Portugal

OBJECTIVE

The aim of this study was to determine the risk factors associated with the increase of the injury severity of powered two wheelers (PTW) riders when involved in a road accident in Portugal.

METHODS

A retrospective analysis of 37769 PTW accidents that occurred in Portugal between 2010 and 2015 was performed. Injury severity was classified into 3 levels: minor injury, severe injury and fatal injury. An ordered logistic regression was applied to identify the potential risk factors that can affect PTW accidents severity.

RESULTS

The following factors increase the chances of more severe injuries: motorcycle in PTW category, rest days, 20 h to 5h59, clean and dry roads, Braga and Viana do Castelo regions, rural areas, bended roads, national roads, male rider, no helmet worn, blood alcohol content between 0.5 g/L and 0.8 g/L, truck involvement and other vehicle driver injured.

CONCLUSIONS

Special attention should be given to PTW accidents as they represent a large safety problem in Portugal. Understanding the risk factors that influence PTW accident severity is essential to develop safety countermeasures to improve road safety. Prevention plans should be promoted to improve the PTW riders safety. More control of the speed and of the alcohol blood content should be done by the authorities. PTW occupants should be alerted as well to use protective clothing and helmet. These results are important for the consideration of further measures to reduce the injury severity of PTW accidents in Portugal.

Effectiveness of lumbar support with built-in massager system on spinal angle profiles among high-powered traffic police motorcycle riders: A randomised controlled trial

Traffic police riders are exposed to prolonged static postures causing significant angular deviation of the musculoskeletal, including the lumbar angle (L1-L5). This postural alteration contributes to awkward posture, musculoskeletal disorders and spinal injury, especially in the lower back area, as it is one of the most severe modern diseases nowadays. Thus, the study aimed to evaluate the effect of lumbar support with a built-in massager system on spinal angle profiles among traffic police riders. A randomised controlled trial (pre-testpost-test control design) was used to assess spinal angle pattern while riding the high-powered motorcycle for 20 minutes. Twenty-four traffic police riders were randomly selected to participate and 12 riders were assigned to the control group and 12 riders to the experimental group. The pre-test and post-test were conducted at a one-week interval. Each participant was required to wear a TruPosture Smart Shirt (to monitor spinal posture). The TruPosture Apps recorded the spinal angle pattern. The data indicated that the police riders using motorcycle seat with lumbar support and built-in massager system showed a huge improvement in maintaining posture which only involves slight spinal angle deviation changes from the spinal reference angle throughout the 20 minutes ride. The data collected then were analysed using the Mann-Whitney test and Wilcoxon signed-ranked test to verify a statistically significant difference between and within the control and experimental groups. There were significant differences in all sensors between the control group and experimental groups (p<0.05) and within the experimental group. According to the findings, it can be said that the ergonomic intervention prototype (lumbar support with built-in massager system) successfully helps to maintain and improve the natural curve of the spinal posture. This indirectly would reduce the risk of developing musculoskeletal disorders and spinal injury among traffic police riders.

[Differences in injury patterns in motorcycle accidents involving children and adolescents]

Hintergrund

Verkehrsunfälle und ihre Verletzungsfolgen stellen eine häufige traumatische Ursache für das Versterben und für das Auftreten von irreversiblen Schäden bei Kindern und Jugendlichen dar. Bei Motorradunfällen unterscheiden sich dabei Verletzungsmuster abhängig vom Patientenalter.

Ziel der Arbeit

Ziel dieser Studie ist es, die typischen Verletzungsmuster nach Motorradunfällen im Kindes- und Jugendalter vergleichend zu beschreiben, da diese einen ausschlaggebenden Einfluss auf die Prävention sowie die adäquate Behandlung der jeweiligen Patientengruppen bieten können.

Material und Methoden

In die Studie wurden innerhalb der Jahre 2002–2018 22.923 Patienten aus dem TraumaRegister der Deutschen Gesellschaft für Unfallchirurgie (DGU®) eingeschlossen. Die Auswertung erfolgte in 4 Altersgruppen: Gruppe 1 (4 bis 15 Jahre), Gruppe 2 (16 bis 17 Jahre), Gruppe 3 (18 bis 20 Jahre) sowie Gruppe 4 (21 bis 50 Jahre) als Kontrolle.

Ergebnisse

In Gruppe 2 stellten Extremitätenverletzungen das häufigste Verletzungsmuster dar und traten überwiegend im Bereich der unteren Extremität auf. Zudem ergab die Analyse, dass Gruppe 1 häufiger ein schweres Schädel-Hirn-Trauma erleidet, trotz initial schlechtem Zustand aber ein besseres Outcome aufweist. Thorakale, abdominelle sowie Wirbelsäulen- und Beckenverletzungen kommen bei den jüngeren Altersgruppen seltener vor. Insbesondere stellen Rippenfrakturen eine Rarität bei Kindern dar. In der Diagnostik werden Kinder im Vergleich zu Erwachsenen seltener einer Ganzkörper-CT-Diagnostik zugeführt.

Diskussion

Die Studie deckt altersabhängige Unterschiede in den Verletzungsmustern von Patienten auf, die als Beifahrer oder Fahrer eines Motorrades in einen Unfall involviert waren. Zudem konnten ebenso Unterschiede in der prä- und innerklinischen Versorgung herausgearbeitet werden.

Empirical comparison of the effects of urban and rural crashes on motorcyclist injury severities: A correlated random parameters ordered probit approach with heterogeneity in means

In Thailand in 2016, more than 70% of all deaths due to road accidents were motorcyclist deaths. This study uses a correlated random parameters ordered probit model with heterogeneity in means (CRPOPHM) to obtain insight into differences in the significant factors determining the severity of motorcyclist injury between motorcycle crashes in urban and rural roadways, using data on motorcycle crashes in Thailand from 2016 to 2019. Using a rating system for injury severity level from minor injury to severe injury and to fatal injury, a wide range of potential risk factors are considered, including rider characteristics and actions, roadway characteristics, environmental and temporal characteristics, and crash characteristics. The findings indicate that, although some factors are significant in both urban and rural models, factors such as male rider, illegally overtaking, drowsiness, four-lane or wider highway, flush or depressed median, road on slope, weekend, nighttime with light, crash with van or minibus, and rear-ending or sideswiping crash, are significant only in the rural model, whereas the factors barrier median, occurring between 18:00 and 23:59, and striking a passenger car are statistically significant in only the urban model. These findings further suggests that difference in effect of unobserved characteristics could be seen in different crash locations, and splitting the model estimation between both location types could be done to develop effective guidance for policies to mitigate the severity of motorcyclist injuries. In addition, practical policy-related recommendations drawn from the results of the analysis are provided. With respect to methodology, the proposed CRPOPHM method outperforms lower-ordered models in terms of statistical fit and captures unobserved heterogeneity to a greater extent.

The rider behavior questionnaire to explore associations of motorcycle taxi crashes in Cartagena (Colombia)

OBJECTIVE

This study aimed to identify the association between behavioral factors and crashes of motorcycle taxi riders using the Motorcycle Rider Behavior Questionnaire (MRBQ).

METHODS

This study was a cross-sectional survey of motorcycle taxi riders in Cartagena. The MRBQ was adapted to the socio-cultural context and contained 45 items. The survey was conducted between February 2019 and May 2019. The items of the MRBQ were processed using factor analysis. Four logistic regression models were used to analyze the association between behavioral factors and aspects of demographics, operating conditions, and experiencing near-crashes, crashes, traffic tickets, and at-fault crashes.

RESULTS

Four hundred and thirty-eight motorcyclists participated. The exploratory factor analysis extracted five elements: stunts, speed violations, traffic errors, control errors, and safety, explaining 42% of the variance. The increase in riding per week showed significant differences with stunts, speed violations, and traffic errors. Riding experiences, traffic errors, control errors, and safety were significantly associated with crashes and near-crashes. Stunts were the strongest factors related to traffic tickets. Speed violations were the strongest factors associated with at-fault accidents.

CONCLUSIONS

The study showed recent results considering behavioral, exposure, and operational conditions in a group of motorcycle taxi riders. The study recommends some practical implications for the well-being of motorcyclists and road safety.