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Oladeji EO, Ezeme C, Baiyewu LA, Okunola MO, Ogunlade SO. The catastrophic cost of motorcycle road traffic injuries: Experience from a major reference centre in a lower-middle income country. Injury 2024; 55:111314. [PMID: 38233327 DOI: 10.1016/j.injury.2024.111314] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Journal Information] [Submit a Manuscript] [Subscribe] [Scholar Register] [Received: 09/21/2023] [Revised: 12/25/2023] [Accepted: 01/02/2024] [Indexed: 01/19/2024]
Abstract
BACKGROUND Motorcycle crashes are an increasing public health problem in low- and middle-income countries (LMICs). An accurate estimation of the economic burden of these crashes could be complex owing to a prevalent system of out-of-pocket (OOP) payment for health care services in these countries. Our study aims to objectively evaluate the cost implication of motorcycle Road Traffic Injuries (RTIs) among road crash victims managed at a major trauma reference hospital in Nigeria. Two economic evaluation methods were used to accurately reflect the cost-of-care (C-o-C) of each victim as well as for cross-validation. METHOD This is a prospective cohort study conducted between August 2020 and May 2021. All patients involved in motorcycle road traffic crashes presenting to the Emergency Department of the University College Hospital, Ibadan, Nigeria, were included in the study. For each patient, all medical expenses from the time of injury (T0) to 30 days after injury (T30) or Time to death (TD) - whichever occurred first, were valued in costs, and added (Activity-based costing or ABC), while also estimating overall cost-of-care (C-o-C) at T30 or TD, using the willingness-to-pay (WTP) method. Following the WHO definition, catastrophic expenditure was defined as expenditure > 25% of the patient's estimated annual household income. RESULTS Of the 150 consecutively managed motorcycle crashes victims during the study period, 112 had complete data. The median monthly household income for the cohort was $121 with 75% of them earning less than $180. The median cost-of-care (C-o-C), by ABC, was $242 ($143 - 828). For individual care items, expenditure on surgical intervention(s) was the highest followed by prosthesis and implant procurement, and radiological investigations. On the other hand, the estimated medical cost was $2356 (IQR $938 - 6475) by WTP. Only 14% had health insurance coverage. The overall expenditure was catastrophic for 46% of the patients. Monthly household income of < $180 (AOR=9.2; 95% CI=2.6-32.8; p < 0.001), absence of health insurance coverage (AOR=10.7; 95% CI=1.1-101.6; p = 0.040), and prolonged hospital stay above 14 days (AOR=25.1; 95% CI=5.5 -115.1; p = 0.001) were predictors of catastrophic expenditure. There was a weak positive correlation between actual cost-of-care using the ABC method and WTP (r = 0.247; p = 0.102). CONCLUSION The aggregate cost of motorcycle RTIs is catastrophic for nearly half of the victims attending the University College Hospital, Ibadan. The willingness-to-pay method, though less tedious is often less reliable in these settings owing to a prevalent OOP payment system. This study identified the need to implement effective financial protection mechanisms against the high OOP expenditure faced by motorcycle crash victims in LMICs.
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Affiliation(s)
- E O Oladeji
- Department of Surgery, University College Hospital Ibadan, Nigeria; Department of Trauma and Orthopaedics, St. Richard's Hospital Chichester, UK
| | - C Ezeme
- Department of Surgery, University College Hospital Ibadan, Nigeria; Department of Surgery, Sheffield Teaching Hospitals NHS Foundation Trust, South Yorkshire, England, UK.
| | - L A Baiyewu
- Department of Surgery, University College Hospital Ibadan, Nigeria; Division of Cardiothoracic Surgery, Department of Surgery, University College Hospital Ibadan, Nigeria; Department of Surgery, College of Medicine, University of Ibadan, Nigeria
| | - M O Okunola
- Department of Orthopaedics and Trauma, University College Hospital Ibadan, Nigeria
| | - S O Ogunlade
- Department of Orthopaedics and Trauma, University College Hospital Ibadan, Nigeria; Department of Surgery, College of Medicine, University of Ibadan, Nigeria
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Lin C, Zhang S, Gong B, Liu H. Near-crash risk identification and evaluation for takeout delivery motorcycles using roadside LiDAR. Accid Anal Prev 2024; 199:107520. [PMID: 38412766 DOI: 10.1016/j.aap.2024.107520] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 09/12/2023] [Revised: 02/20/2024] [Accepted: 02/21/2024] [Indexed: 02/29/2024]
Abstract
The proliferation of motorcycles in urban areas has raised concerns regarding traffic safety. However, traditional sensors struggle to obtain precise high-resolution trajectory data, which hinder the accurate identification and quantification of near-crash risks for takeout delivery motorcycles. To fill this gap, this study presents a novel approach utilizing roadside light detection and ranging (LiDAR) to identify and evaluate the risk of near crashes of takeout delivery motorcycles. First, a trajectory amendment method incorporating speed and steering angle was introduced to enhance the accuracy and continuity of the trajectory prediction. Second, a trajectory prediction method combining the steering intention and a repulsive force model was proposed for near-crash risk prediction. Subsequently, a near-crash identification method was developed that relied on the closest distance and risk radius. Finally, near-crash risk fields were constructed to quantify risk levels by leveraging velocity, position, and weight. The experimental results demonstrated 92.10 % accuracy in intention prediction, with mean absolute error (MAE) and root mean square error (RMSE) values of 0.53 m and 0.45 m, respectively. In addition to its higher accuracy, the proposed method makes it easier to quantify near-crash risk and supports a proactive approach for visualizing and analyzing traffic safety.
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Affiliation(s)
- Ciyun Lin
- Department of Traffic Information and Control Engineering, Jilin University, Changchun 130022, China; Jilin Engineering Research Center for Intelligent Transportation System, Changchun 130022, China
| | - Shaoqi Zhang
- Department of Traffic Information and Control Engineering, Jilin University, Changchun 130022, China
| | - Bowen Gong
- Department of Traffic Information and Control Engineering, Jilin University, Changchun 130022, China.
| | - Hongchao Liu
- Department of Civil, Environmental, and Construction Engineering, Texas Tech University, TX 79409, USA
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Siu WHS, Peng WS, Chen WM, See LC. The impact of COVID-19 restrictions on motorcycle crashes in Taiwan. Medicine (Baltimore) 2024; 103:e37901. [PMID: 38640266 PMCID: PMC11029935 DOI: 10.1097/md.0000000000037901] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Journal Information] [Submit a Manuscript] [Subscribe] [Scholar Register] [Received: 02/05/2024] [Revised: 03/05/2024] [Accepted: 03/22/2024] [Indexed: 04/21/2024] Open
Abstract
Taiwan is one of the countries with the highest motorcycle per capita globally, and motorcycle crashes are predominant among traffic crashes. This study examines the impact of coronavirus disease 2019 restrictions on motorcycle crashes. We analyzed the trend of motorcycle crashes in Taipei City from 2019 to 2020 using the dataset provided by the Department of Transportation, Taipei City Government, Taiwan. We found 47,108 and 51,441 motorcycle crashes in 2019 and 2020, involving 61,141 and 67,093 motorcycles, respectively. Mopeds had the highest risk in 2020, followed by heavy motorcycles [≥550 cubic capacity (cc)] and scooters compared to 2019. Food delivery motorcycle crashes increased for scooters (0.93% in 2019 to 3.45% in 2020, P < .0001) and heavy motorcycles (250 < cc < 550) (0.90% in 2019 to 3.38% in 2020, P < .0001). While fatalities remained under 1%, 30% to 51% of motorcyclists sustained injuries. Food delivery with scooters or heavy motorcycles (250 < cc < 550) was significantly associated with motorcyclist injuries and deaths. Compared with 2019, the adjusted odds ratios of motorcyclist injuries and deaths in 2020 were 1.43 (95% confidence interval = 1.05-1.94) for heavy motorcycles (≥550 cc) and 1.07 (95% confidence interval = 1.04-1.09) for scooters. This study shows that coronavirus disease 2019 restrictions was associated with elevated risks of crashes, injuries, and deaths among motorcyclists, reflecting the general preference for private transport over public transport. The popularity of food delivery services also contributed to increased motorcycle crashes.
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Affiliation(s)
- Wing Hin Stanford Siu
- School of Medicine, College of Medicine, Chang Gung University, Taoyuan City, Taiwan
- Department of Medical Education, Chang Gung Memorial Hospital at Linkou, Taoyuan City, Taiwan
| | - Wei-Sheng Peng
- Department of Public Health, College of Medicine, Chang Gung University, Taoyuan City, Taiwan
| | - Wei-Min Chen
- Department of Public Health, College of Medicine, Chang Gung University, Taoyuan City, Taiwan
| | - Lai-Chu See
- Department of Public Health, College of Medicine, Chang Gung University, Taoyuan City, Taiwan
- Biostatistics Core Laboratory, Molecular Medicine Research Center, Chang Gung University, Taoyuan City, Taiwan
- Division of Rheumatology, Allergy and Immunology, Department of Internal Medicine, Chang Gung Memorial Hospital at Linkou, Taoyuan City, Taiwan
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Unkuri J, Salminen P, Sihvola N, Kosola S. On a collision course: fatal motorcycle and bicycle accidents of adolescents in Finland from 2008 to 2019. Eur J Public Health 2024; 34:267-271. [PMID: 37947377 PMCID: PMC10990557 DOI: 10.1093/eurpub/ckad198] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [MESH Headings] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Indexed: 11/12/2023] Open
Abstract
BACKGROUND Transport injuries are a major cause of mortality among adolescents. Our aim was to evaluate the circumstances and trauma associated with fatal accidents involving adolescents and two-wheeled vehicles. METHODS We analyzed retrospective data from the Finnish Crash Data Institute from 2008 to 2019 involving 10- to 24-year-old victims of fatal traffic accidents who were injured while riding a bicycle, moped or motorcycle. We collected data on patient characteristics, accident circumstances and possible treatment. These fatalities were compared with national mortality rates among the respective age groups. RESULTS We identified 147 fatalities over the 12-year period involving 20 bicycle, 50 moped and 77 motorcycle riders. Most accidents involved males (n = 121, 82%). Less than half of vehicles were in good condition (46%); motorized vehicles were often illegally tuned (37%) or had tire problems (31%). Most of the accidents were collisions with another vehicle (n = 99, 67%) or other objects (n = 35, 24%). In 94% of cases, the Injury Severity Score was >25. Head injury was the most common cause of death (62%). Among 15-year-olds, every fifth death was due to accidents on two-wheeled vehicles. CONCLUSIONS Fatal transport accidents among adolescents comprise several elements that should be incorporated into driver's education and in case of minors, also communicated to parents. These include the condition of the vehicle, proper helmet use and effects of speed on both control of the vehicle and the consequences of a possible collision.
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Affiliation(s)
- Jani Unkuri
- Pediatric Surgery, New Children’s Hospital, Helsinki University Hospital and University of Helsinki, Finland
| | - Päivi Salminen
- Pediatric Surgery, New Children’s Hospital, Helsinki University Hospital and University of Helsinki, Finland
| | | | - Silja Kosola
- Pediatric Research Center, New Children’s Hospital, Helsinki University Hospital and University of Helsinki, Finland
- Research, Development and Innovations, Western Uusimaa Welfare Services County, Finland
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Stamey HM, Brou LI, Meyers KR, Yang H, Thackeray-Pflughoft K, Spilman SK. Getting patients to the right level of trauma center after motorcycle crashes in a rural trauma system. Am J Emerg Med 2024; 78:8-11. [PMID: 38181543 DOI: 10.1016/j.ajem.2023.12.045] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 10/06/2023] [Revised: 12/08/2023] [Accepted: 12/29/2023] [Indexed: 01/07/2024] Open
Abstract
PURPOSE After a motorcycle crash (MCC), emergency medical services (EMS) responders must balance trauma center proximity with clinical needs of patients, which is especially challenging in rural states. The study purpose was to determine if MCC patients treated at lower-level trauma centers (LLTC) experienced higher mortality when compared to patients transported directly to the highest level of trauma care available in the state at Level II trauma centers. PROCEDURES A retrospective study was conducted on MCC patients transported by EMS to Montana hospitals and met registry inclusion criteria in 2020-2021. The first study group included patients initially transported to state-designated trauma centers (equivalent to Level III-V) or non-designated hospitals (LLTC), and the second group included patients transported directly to American College of Surgeon verified Level II trauma centers (L2TC). Secondary transfer was defined as initial transport to a LLTC and subsequent transfer to a L2TC. Primary study outcome was mortality at the L2TC. Chi-square tests and Wilcoxon rank sum tests were used for analysis. FINDINGS In the study period, 337 MCC patients were transported by EMS; 186 (55%) patients were transported to a LLTC while 151 patients (45%) were transported to a L2TC. There were no statistically significant differences in mortality (12% vs 8%, p = 0.30) when comparing secondary transfer patients to patients transported directly to a L2TC. CONCLUSIONS Nearly half of patients initially evaluated at a LLTC required transfer to a higher-level of care. Secondary transfer was not associated with increased mortality.
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Affiliation(s)
- Heather M Stamey
- Intermountain Healthcare St. Vincent, Billings, MT, United States of America
| | - Lina I Brou
- Biostatistical Consultant, Denver, CO, United States of America
| | - Katherine R Meyers
- Intermountain Healthcare St. Vincent, Billings, MT, United States of America.
| | - Hannah Yang
- Montana Department of Public Health and Human Services, Helena, MT, United States of America
| | | | - Sarah K Spilman
- Diligent Research & Consulting, Urbandale, IA, United States of America
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Sharpe J, Bakaes Y, Gauthier C, Bidwell R, Hurley DM, Murr K. The role of public policy in reducing moped and scooter injuries in South Carolina. Injury 2024; 55:111411. [PMID: 38359714 DOI: 10.1016/j.injury.2024.111411] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Journal Information] [Submit a Manuscript] [Subscribe] [Scholar Register] [Received: 11/27/2023] [Revised: 01/21/2024] [Accepted: 01/27/2024] [Indexed: 02/17/2024]
Abstract
INTRODUCTION Mopeds and electric scooters have grown in popularity in recent years. A South Carolina (SC) law was passed on November 19, 2018, aimed to regulate mopeds and scooters. This study aims to evaluate whether this SC law was associated with a decrease in the moped injury rate in a Level 1 Trauma Center. METHODS A retrospective review of trauma registry data was used to identify a cohort of patients 14 years and older who came to a Level 1 trauma center for a moped/scooter accident between January 2014 - December 2022. The proportion of moped injuries before and after the passing of the law was calculated. The chi-square test and Wilcoxon Rank Sum test were used to compare differences in proportions for categorical factors and continuous factors, respectively. RESULTS A total of 350 moped injury cases were identified. There was a significant decrease in the moped injury rate after the passing of the 2018 SC law (0.9 % vs 1.8 %, p<0.001). Additionally, those treated post-law implementation were significantly older (47.4 vs 43.2 years, p = 0.013) and more likely to be male (95.5 % vs 87.9 %, p = 0.025) than those treated pre-law. Patients treated post-law were significantly more likely to be uninsured (45.1 % vs 42.7 %, p = 0.009) and less likely to have commercial (16.2 % vs 20.1 %, p = 0.009), or government (29.7 % vs 35.6 %, p = 0.009) health insurance compared to those treated pre-law. There was no significant difference between the two groups in Glascow Coma Scale, Injury severity score, Trauma Injury Severity Score, or rate of fatalities. CONCLUSION After the implementation of a SC law, we found that the local proportion of injuries due to moped and scooter accidents was significantly lower than pre-law proportions. These findings suggest that public policies aimed at increasing regulations for mopeds may decrease the rate of injury, but not severity, from moped use.
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Affiliation(s)
- John Sharpe
- Department of Orthopedic Surgery, Prisma Health - Midlands, 2 Medical Park Rd Suite 404, Columbia, SC 29203, United States
| | - Yianni Bakaes
- Department of Orthopedic Surgery, Prisma Health - Midlands, 2 Medical Park Rd Suite 404, Columbia, SC 29203, United States
| | - Chase Gauthier
- Department of Orthopedic Surgery, Prisma Health - Midlands, 2 Medical Park Rd Suite 404, Columbia, SC 29203, United States.
| | - Richard Bidwell
- Department of Orthopedic Surgery, Prisma Health - Midlands, 2 Medical Park Rd Suite 404, Columbia, SC 29203, United States
| | - Deborah M Hurley
- Data Support Core, Prisma Health - Midlands, 9 Medical Park Rd, Suite 400, Columbia, SC 29203, United States
| | - Kevin Murr
- Department of Orthopedic Surgery, Prisma Health - Midlands, 2 Medical Park Rd Suite 404, Columbia, SC 29203, United States
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Díez-Navarro JM, Leal-Costa C, Planes-Muñoz D, Suárez-Cortés M, Castaño-Molina MDLÁ, Molina-Rodríguez A, Díaz-Agea JL. High-power motorcycle accidents in Spain: a descriptive study. Eur J Trauma Emerg Surg 2024; 50:455-466. [PMID: 37698643 PMCID: PMC11035440 DOI: 10.1007/s00068-023-02363-0] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Grants] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 05/24/2023] [Accepted: 08/27/2023] [Indexed: 09/13/2023]
Abstract
PURPOSE In modern societies, motorcycle accidents have become a great problem for health systems worldwide. In Spain, the size and the power of the engine of 2-wheel vehicles determine the type of driving license and the age at which these vehicles can be used (mopeds and motorcycles, which at the same time can have a small or large engine capacity). The objective of the present study was to analyze and characterize low- and high-power motorcycle accidents in Spain, between 2014 and 2020, both included and compared these categories with each other. METHODS Retrospective, descriptive, and observational study of motorcycle and moped accidents in Spain between 2014 and 2020, both included. RESULTS The mortality of motorcycle accident riders in Spain is associated with males aged between 30 and 40 years old, with a high-power motorcycle, and an A or A1 driver's license, who is 6.7 times more likely to die in crossings and highways than a moped, while wearing a helmet, and if not, this increases to 4.89 times. During the COVID-19 pandemic, an increase in death at 24 h after a high-power motorcycle accident was observed, as compared with a large reduction in the total medical assistance provided in 2019-2020. CONCLUSIONS High-power motorcycles had higher scores in mortality and morbity rates than low-power ones, with a significant increase in mortality during the pandemic, even though number of accidents and medical assistance provided were drastically reduced.
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Affiliation(s)
- José Miguel Díez-Navarro
- Health Sciences PhD Program, Universidad Católica de Murcia UCAM, Campus de los Jerónimos n_135, Guadalupe, 30107, Murcia, Spain
| | - Cesar Leal-Costa
- Edificio LAIB/DEPARTAMENTAL, Faculty of Nursing, University of Murcia, Campus de Ciencias de la Salud, El Palmar-Murcia, 30120, Murcia, Spain.
| | - David Planes-Muñoz
- Food Science and Human Nutrition Department, Faculty of Veterinary, Regional Campus of International Excellence "Campus Mare Nostrum", University of Murcia, Campus de Espinardo, 30100, Murcia, Spain
| | - María Suárez-Cortés
- Edificio LAIB/DEPARTAMENTAL, Faculty of Nursing, University of Murcia, Campus de Ciencias de la Salud, El Palmar-Murcia, 30120, Murcia, Spain
| | - María de Los Ángeles Castaño-Molina
- Edificio LAIB/DEPARTAMENTAL, Faculty of Nursing, University of Murcia, Campus de Ciencias de la Salud, El Palmar-Murcia, 30120, Murcia, Spain
| | - Alonso Molina-Rodríguez
- Edificio LAIB/DEPARTAMENTAL, Faculty of Nursing, University of Murcia, Campus de Ciencias de la Salud, El Palmar-Murcia, 30120, Murcia, Spain
| | - José Luis Díaz-Agea
- Edificio LAIB/DEPARTAMENTAL, Faculty of Nursing, University of Murcia, Campus de Ciencias de la Salud, El Palmar-Murcia, 30120, Murcia, Spain
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Allsbrook A, To JQ, Pulido OR, Morgan ME, Perea LL, Shin H, Muller A, Ong A, Butts CA, Braverman MA. Body Mass Index Does Not Predict Injury Pattern or Outcome After Motorcycle Crash. J Surg Res 2024; 296:88-92. [PMID: 38241772 DOI: 10.1016/j.jss.2023.12.010] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 03/01/2023] [Revised: 11/11/2023] [Accepted: 12/17/2023] [Indexed: 01/21/2024]
Abstract
INTRODUCTION The obesity epidemic plagues the United States, affecting approximately 42% of the population. The relationship of obesity with injury severity and outcomes has been poorly studied among motorcycle collisions (MCC). This study aimed to compare injury severity, mortality, injury regions, and hospital and intensive care unit length of stay (LOS) between obese and normal-weight MCC patients. METHODS Trauma registries from three Pennsylvania Level 1 trauma centers were queried for adult MCC patients (January 1, 2016, and December 31, 2020). Obesity was defined as adult patients with body mass index ≥ 30 kg/m2 and normal weight was defined as body mass index < 30 kg/m2 but > 18.5 kg/m2. Demographics and injury characteristics including injury severity score (ISS), abbreviated injury score, mortality, transfusions and LOS were compared. P ≤ 0.05 was considered significant. RESULTS One thousand one hundred sixty-four patients met the inclusion criteria: 40% obese (n = 463) and 60% nonobese (n = 701). Comparison of ISS demonstrated no statistically significant difference between obese and normal-weight patients with median ISS (interquartile range) 9 (5-14) versus 9 (5-14), respectively (P = 0.29). Obese patients were older with median age 45 (32-55) y versus 38 (26-54) y, respectively (P < 0.01). Comorbidities were equally distributed among both groups except for the incidence of hypertension (30 versus 13.8%, P < 0.01) and diabetes (11 versus 4.4%, P < 0.01). There was no statistically significant difference in Trauma Injury Severity Score or abbreviated injury score. Hospital LOS, intensive care unit LOS, and 30-day mortality among both groups were similar. CONCLUSIONS Obese patients experiencing MCC had no differences in distribution of injury, mortality, or injury severity, mortality, injury regions, and hospital compared to normal-weight adults. Our study differs from current data that obese motorcycle drivers may have different injury characteristics and increased LOS.
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Affiliation(s)
- Anthony Allsbrook
- Division of Acute Care Surgical Services, Department of Surgery, St. Luke's University Health Network, Bethlehem, Pennsylvania
| | - Jennifer Q To
- Division of Acute Care Surgical Services, Department of Surgery, St. Luke's University Health Network, Bethlehem, Pennsylvania
| | - Odessa R Pulido
- Department of Surgery, Philadelphia College of Osteopathic Medicine, Philadelphia, Pennsylvania
| | - Madison E Morgan
- Philadelphia College of Osteopathic Medicine, Philadelphia, Pennsylvania
| | - Lindsey L Perea
- Division of Trauma and Acute Care Surgery, Department of Surgery, Penn Medicine Lancaster General Health, Lancaster, Pennsylvania
| | - Hannah Shin
- Department of Surgery, Philadelphia College of Osteopathic Medicine, Philadelphia, Pennsylvania
| | - Alison Muller
- Division of Trauma, Department of Surgery, Acute Care Surgery & Surgical Critical Care, Reading Hospital- Tower Health, West Reading, Pennsylvania
| | - Adrian Ong
- Division of Trauma, Department of Surgery, Acute Care Surgery & Surgical Critical Care, Reading Hospital- Tower Health, West Reading, Pennsylvania
| | - Christopher A Butts
- Division of Trauma, Department of Surgery, Acute Care Surgery & Surgical Critical Care, Reading Hospital- Tower Health, West Reading, Pennsylvania
| | - Maxwell A Braverman
- Division of Acute Care Surgical Services, Department of Surgery, St. Luke's University Health Network, Bethlehem, Pennsylvania.
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Shin H, Pulido OR, Sullivan MC, Perea LL, Dammann K, To JQ, Braverman M, Wasser T, Muller A, Ong A, Butts CA. Geriatric Motorcycle-Related Outcomes: A Pennsylvania Multicenter Study. J Surg Res 2024; 296:249-255. [PMID: 38295712 DOI: 10.1016/j.jss.2023.12.017] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 03/01/2023] [Revised: 11/30/2023] [Accepted: 12/27/2023] [Indexed: 03/19/2024]
Abstract
INTRODUCTION Geriatric patients (GeP) often experience increased morbidity and mortality following traumatic insult and as a result, require more specialized care due to lower physiologic reserve and underlying medical comorbidities. Motorcycle injuries (MCCI) occur across all age groups; however, no large-scale studies evaluating outcomes of GeP exist for this particular subset of patients. Data thus far are limited to elderly participation in recreational activities such as water and alpine skiing, snowboarding, equestrian, snowmobiles, bicycles, and all-terrain vehicles. We hypothesized that GeP with MCCI will have a higher rate of mortality when compared with their younger counterparts despite increased helmet usage. METHODS We performed a multicenter retrospective review of MCCI patients at three Pennsylvania level I trauma centers from January 2016 to December 2020. Data were extracted from each institution's electronic medical records and trauma registry. GeP were defined as patients aged more than or equal to 65 y. The primary outcome was mortality. Secondary outcomes included ventilator days; hospital, intensive care unit, and intermediate unit length of stays; complications; and helmet use. 3:1 nongeriatric patients (NGeP) to GeP propensity score matching (PSM) was based on sex, abbreviated injury scale (AIS), and injury severity score (ISS). P ≤ 0.05 was considered significant. RESULTS One thousand five hundred thirty eight patients were included (GeP: 7% [n = 113]; NGP: 93% [n = 1425]). Prior to PSM, GeP had higher median Charlson Comorbidity Index (GeP: 3.0 versus NGeP: 0.0; P ≤ 0.001) and greater helmet usage (GeP: 73.5% versus NGeP: 54.6%; P = 0.001). There was a statistically significant difference between age cohorts in terms of ISS (GeP: 10.0 versus NGeP: 6.0, P = 0.43). There was no significant difference for any AIS body region. Mortality rates were similar between groups (GeP: 1.7% versus NGeP: 2.6%; P = 0.99). After PSM matching for sex, AIS, and ISS, GeP had significantly more comorbidities than NGeP (P ≤ 0.05). There was no difference in trauma bay interventions or complications between cohorts. Mortality rates were similar (GeP: 1.8% versus NGeP: 3.2%; P = 0.417). Differences in ventilator days as well as intensive care unit length of stay, intermediate unit length of stay, and hospital length of stay were negligible. Helmet usage between groups were similar (GeP: 64.5% versus NGeP: 66.8%; P = 0.649). CONCLUSIONS After matching for sex, ISS, and AIS, age more than 65 y was not associated with increased mortality following MCCI. There was also no significant difference in helmet use between groups. Further studies are needed to investigate the effects of other potential risk factors in the aging patient, such as frailty and anticoagulation use, before any recommendations regarding management of motorcycle-related injuries in GeP can be made.
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Affiliation(s)
- Hannah Shin
- Department of Surgery, Philadelphia College of Osteopathic Medicine, Philadelphia, Pennsylvania
| | - Odessa R Pulido
- Department of Surgery, Philadelphia College of Osteopathic Medicine, Philadelphia, Pennsylvania
| | - Megan C Sullivan
- Philadelphia College of Osteopathic Medicine, Philadelphia, Pennsylvania
| | - Lindsey L Perea
- Division of Trauma and Acute Care Surgery, Department of Surgery, Penn Medicine Lancaster General Health, Lancaster, Pennsylvania
| | - Kyle Dammann
- Division of Acute Care Surgical Services, Department of Surgery, St. Luke's University Health Network, Bethlehem, Pennsylvania
| | - Jennifer Q To
- Division of Acute Care Surgical Services, Department of Surgery, St. Luke's University Health Network, Bethlehem, Pennsylvania
| | - Maxwell Braverman
- Division of Acute Care Surgical Services, Department of Surgery, St. Luke's University Health Network, Bethlehem, Pennsylvania
| | - Tom Wasser
- Division of Trauma, Acute Care Surgery & Surgical Critical Care, Department of Surgery, Reading Hospital- Tower Health, West Reading, Pennsylvania
| | - Alison Muller
- Division of Trauma, Acute Care Surgery & Surgical Critical Care, Department of Surgery, Reading Hospital- Tower Health, West Reading, Pennsylvania
| | - Adrian Ong
- Division of Trauma, Acute Care Surgery & Surgical Critical Care, Department of Surgery, Reading Hospital- Tower Health, West Reading, Pennsylvania
| | - Christopher A Butts
- Division of Trauma, Acute Care Surgery & Surgical Critical Care, Department of Surgery, Reading Hospital- Tower Health, West Reading, Pennsylvania.
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Borges G, Orozco R, Pérez-Núñez R, Pechansky F. Substance use and type of Road Traffic Injury in Mexico City. J Prev (2022) 2024; 45:323-337. [PMID: 38353804 DOI: 10.1007/s10935-024-00769-z] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Grants] [Track Full Text] [Subscribe] [Scholar Register] [Accepted: 01/31/2024] [Indexed: 04/02/2024]
Abstract
Limited data are available in Mexico on the prevalence of alcohol and drug use and the possible differences in their effects on types of road traffic injury (RTI), such as those involving pedestrians, drivers or passengers of motorcycles or other motor vehicles, and the association between substance use and driving behaviors, for preventive purposes. The sample comprised 433 adult RTI patients, admitted to the emergency department (ED) of a public hospital in Mexico City (January to April 2022). Breath Alcohol Concentration (BAC) was measured using a breath tester, and six types of drugs (amphetamines, barbiturates, benzodiazepines, cannabis, cocaine, and methamphetamine) were assessed using a saliva screen test. RTI patients also self-reported their alcohol and drug use in the six hours prior to the accident. Approximately 62% of respondents had been involved in a motorcycle crash. One in three patients self-reported or had traces of a substance in their saliva or breath. The most common substance was alcohol (23.6%), followed by cannabis and stimulants (10.9%). One in five patients reported having used a cell phone ten minutes before the injury. One in three had not been using any safety device, the only behavior exacerbated by substance use. We found a high prevalence of substance use in the sample of RTI patients admitted to the ED, regardless of the type of the RTI, together with high cell phone rates. Motorcycle passengers under the influence were particularly likely not to have been wearing a helmet.
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Affiliation(s)
- Guilherme Borges
- Instituto Nacional de Psiquiatría, Calzada México Xochimilco 101. Col. San Lorenzo Huipulco C.P., Tlalpan, 14370, CDMX, México.
| | - Ricardo Orozco
- Instituto Nacional de Psiquiatría, Calzada México Xochimilco 101. Col. San Lorenzo Huipulco C.P., Tlalpan, 14370, CDMX, México
| | | | - Flavio Pechansky
- Universidade Federal do Rio Grande do Sul / Hospital de Clínicas de Porto Alegre, Porto Alegre, Brazil
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11
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Wang C, Abdel-Aty M, M Easa S, Chen F, Cheng J, Jamal A. Evaluating helmet-wearing of single-vehicle overspeeding motorcycle crashes: Insights from temporal instability in parsimonious pooled framework. Traffic Inj Prev 2024; 25:623-630. [PMID: 38546458 DOI: 10.1080/15389588.2024.2331644] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 09/02/2023] [Accepted: 03/13/2024] [Indexed: 04/16/2024]
Abstract
OBJECTIVE A lower helmet-wearing rate and overspeeding in Pakistan are critical risk behaviors of motorcyclists, causing severe injuries. To explore the differences in the determinants affecting the injury severities among helmeted and non-helmeted motorcyclists in motorcycle crashes caused by overspeeding behavior, single-vehicle motorcycle crash data in Rawalpindi city for 2017-2019 is collected. Considering three possible crash injury severity outcomes of motorcyclists: fatal injury, severe injury and minor injury, the rider, roadway, environmental, and temporal characteristics are estimated. METHODS To provide a mathematically simpler framework, the current study introduces parsimonious pooled random parameters logit models. Then, the standard pooled random parameters logit models without considering temporal effects are also simulated for comparison. By comparing the goodness of fit measure and estimation results, the parsimonious pooled random parameters logit model is suitable for capturing the temporal instability. Then, the non-transferability among helmeted and non-helmeted overspeeding motorcycle crashes is illustrated by likelihood ratio tests and out-of-sample prediction, and two types of models provide robust results. The marginal effects are also calculated. RESULTS Several variables, such as age, cloudy and weekday indicators illustrate temporal instability. Moreover, several variables are observed to only show significance in non-helmeted models, showing non-transferability across helmeted and non-helmeted models. CONCLUSIONS More educational campaigns, regulation and enforcement, and management countermeasures should be organized for non-helmeted motorcyclists and overspeeding behavior. Such findings also provide research reference for the risk-compensating behavior and self-selected group issues under overspeeding riding considering the usage of helmets.
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Affiliation(s)
- Chenzhu Wang
- School of Transportation, Southeast University, Nanjing, China
| | - Mohamed Abdel-Aty
- Department of Civil, Environmental and Construction Engineering, University of Central Florida, Orlando, Florida, USA
| | - Said M Easa
- Department of Civil Engineering, Toronto Metropolitan University, Toronto, Canada
| | - Fei Chen
- School of Transportation, Southeast University, Nanjing, China
| | - Jianchuan Cheng
- School of Transportation, Southeast University, Nanjing, China
| | - Arshad Jamal
- Transportation and Traffic Engineering Department, College of Engineering, Imam Abdulrahman Bin Faisal University, Dammam, Saudi Arabia
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12
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Isles S, Kean M, Dipnall JF, Beck B. Temporal trends of transport-related injuries on New Zealand roads. N Z Med J 2024; 137:43-53. [PMID: 38513203 DOI: 10.26635/6965.6342] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Indexed: 03/23/2024]
Abstract
AIM This observational study aimed to investigate temporal trends in transport-related injuries in New Zealand by mode of transport and explore whether specific population groups and localities have a relatively higher incidence of injury. These trends provide insight into changes in injury patterns from road trauma. METHODS A retrospective study of hospitalised road trauma in New Zealand was conducted between 1 July 2017 to 30 June 2021. Data were obtained from the National Minimum Dataset of hospital admissions, and the New Zealand Trauma Registry (NZTR). Road trauma was identified using ICD-10 coding, and major trauma using Abbreviated Injury Scale (AIS) coding. Analysis included road trauma by mode, ethnicity, rurality and population rates. Statistical analysis included Interrupted Time Series (ITS) analysis to account for the impact of COVID-19 on road trauma. RESULTS Over the 4-year period there were 20,607 incidents of transport-related injury that resulted in admission to a New Zealand hospital. Of these, 14.5% (2,992) involved injuries that were classified as major trauma. Car occupants accounted for 62% of hospitalisations, followed by motorcyclists (23%), pedestrians (9%) and pedal cyclists (4%). Temporal trends showed no reduction in injuries from cars, pedal cyclists and pedestrian injuries, but an increase in motorcycling injuries. Māori had an age-standardised incidence rate almost 3.5 times higher than the rate for Asian peoples. CONCLUSION The increases in motorcycling injuries and no changes in pedestrian and cycling injuries, as well as demographic variation, highlight the need to focus on vulnerable road users. Effective and targeted initiatives on vulnerable road users will support objectives to reduce deaths and serious injury on New Zealand roads. Enhanced exposure data is needed for vulnerable road users to account for mobility changes over time. Linked data across population-based datasets is an important asset that enhances our understanding of road traffic injuries and allows evidence-based countermeasures to be developed.
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Affiliation(s)
| | - Michael Kean
- Data Analyst, Te Tāhū Hauora Health Quality & Safety Commission, New Zealand
| | - Joanna F Dipnall
- Senior Research Fellow & Lecturer, Pre-hospital, Emergency and Trauma Research, School of Public Health and Preventive Medicine, Monash University, Melbourne Victoria; Honorary Associate Professor, School of Medicine, Deakin University, Geelong, Victoria, Australia
| | - Ben Beck
- Head of Sustainable Mobility and Safety Research, School of Public Health and Preventive Medicine, Monash University, Australia
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Su G, Shu H. Traffic flow detection method based on improved SSD algorithm for intelligent transportation system. PLoS One 2024; 19:e0300214. [PMID: 38483877 PMCID: PMC10939265 DOI: 10.1371/journal.pone.0300214] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [MESH Headings] [Track Full Text] [Figures] [Journal Information] [Subscribe] [Scholar Register] [Received: 08/10/2023] [Accepted: 02/23/2024] [Indexed: 03/17/2024] Open
Abstract
With the development of the new generation communication system in China, the application of intelligent transportation system is more extensive, which brings higher demands for vehicle flow detection and monitoring. Traditional traffic flow detection modes often cannot meet the high statistical accuracy requirement and high-speed detection simultaneously. Therefore, an improved Inception module is integrated into the single shot multi box detector algorithm. An intelligent vehicle flow detection model is constructed based on the improved single shot multi box detector algorithm. According to the findings, the convergence speed of the improved algorithm was the fastest. When the test sample was the entire test set, the accuracy and precision values of the improved method were 93.6% and 96.0%, respectively, which were higher than all comparison target detection algorithms. The experimental results of traffic flow statistics showed that the model had the highest statistical accuracy, which converged during the training phase. During the testing phase, except for manual statistics, all methods had the lowest statistical accuracy on motorcycles. The average accuracy and precision of the designed model for various types of images were 96.9% and 96.8%, respectively. The calculation speed of this intelligent model was not significantly improved compared to the other two intelligent models, but it was significantly higher than manual monitoring methods. Two experimental data demonstrate that the intelligent vehicle flow detection model designed in this study has higher detection accuracy. The calculation speed has no significant difference compared with the traditional method, which is helpful to the traffic flow management in intelligent transportation system.
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Affiliation(s)
- Guodong Su
- School of Physics and Optoelectronics, Xiangtan University, Xiangtan, China
| | - Hao Shu
- Examination Center of Human Resources and Social Security Bureau of Changsha City, Changsha, China
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Cicchino JB, Kidd DG. Are front crash prevention systems less effective at preventing rear-end crashes where trucks and motorcycles are struck? Traffic Inj Prev 2024; 25:440-444. [PMID: 38466620 DOI: 10.1080/15389588.2024.2321910] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 12/29/2023] [Accepted: 02/18/2024] [Indexed: 03/13/2024]
Abstract
OBJECTIVE Automatic emergency braking (AEB) and forward collision warning (FCW) are effective at preventing rear-end crashes, but they may perform better in some rear-end crash scenarios than others. The goal of this study was to estimate the effects of front crash prevention systems equipped to passenger vehicles in crashes where another passenger vehicle, a medium/heavy truck, or a motorcycle is struck and compare effectiveness by struck vehicle type. METHODS More than 160,000 two-vehicle rear-end crashes were identified where a passenger vehicle with or without FCW and AEB was the striking vehicle and another passenger vehicle, medium/heavy truck, or motorcycle was the struck vehicle. Poisson regression was used to estimate the effect of front crash prevention by struck vehicle type on rear-end crash rates per registered vehicle year, accounting for the state and year of the crash and the make, model year, class, and engine type of the striking vehicle. RESULTS Front crash prevention was associated with a 53% reduction in rear-end crash rates when striking another passenger vehicle, which was significantly larger than the reductions of 38% when striking a medium/heavy truck and 41% when striking a motorcycle. Reductions in rear-end injury crash rates when striking a passenger vehicle also were larger than when striking a medium/heavy truck and when striking a motorcycle. DISCUSSION If all passenger vehicles were equipped with FCW and AEB that were as effective in crashes striking a truck or motorcycle as they are in crashes with another passenger vehicle, over 5,500 additional crashes with medium/heavy trucks and 500 with motorcycles could potentially be prevented annually in the United States above what would be expected from current front crash prevention systems. Extending front crash prevention testing in consumer information programs to include motorcycle and truck targets could encourage auto manufacturers to improve performance in these crash scenarios.
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Affiliation(s)
| | - David G Kidd
- Insurance Institute for Highway Safety, Arlington, Virginia, USA
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15
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Brockhus LA, Liasidis P, Lewis M, Jakob DA, Demetriades D. Injury patterns and outcomes in motorcycle driver crashes in the United States: The effect of helmet use. Injury 2024; 55:111196. [PMID: 38030451 DOI: 10.1016/j.injury.2023.111196] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Journal Information] [Submit a Manuscript] [Subscribe] [Scholar Register] [Received: 09/28/2023] [Revised: 11/07/2023] [Accepted: 11/08/2023] [Indexed: 12/01/2023]
Abstract
BACKGROUND Motorcycle crashes pose a persistent public health problem with disproportionate rates of severe injuries and mortality. This study aims to analyze injury patterns and outcomes with regard to helmet use. We hypothesized that helmet use is associated with fewer head injuries and does not increase the risk of cervical spine injuries. METHODS The National Trauma Data Bank was queried for all motorcycle driver crashes between 2007-2017. Univariable analysis was used to compare demographics, clinical data, injury patterns using abbreviated injury scale, and outcomes between helmeted motorcycle drivers and non-helmeted motorcycle drivers who were injured in traffic crashes. Independent factors associated with mortality were determined by regression analysis after adjustment for potential confounders. RESULTS A total of 315,258 patients were included for analysis, 66 % of these patients were helmeted. The sample was 92.5 % male and the median age was 41 years. Non-helmeted motorcycle drivers were more likely to sustain severe head trauma (head abbreviated injury scale ≥ 3: 28.5 % vs. 13.3 %, p < 0.001), had higher intensive care unit-admission (38 % vs. 30.2 %, p<0.001), mechanical ventilation (20.1 % vs. 13 %, p<0.001) and overall mortality rates (6.2 % vs. 3.9 %, p<0.001). Cervical spine injuries occurred in 10.6 % of non-helmeted motorcycle drivers and in 9.5 % of helmeted motorcycle drivers (p<0.001). Helmet use was identified as an independent factor associated with lower mortality [OR 0.849 (0.809-0.891), p<0.001]. CONCLUSION Helmet use is protective for severe head injuries and associated with decreased mortality. Helmet use was not associated with increased rates of cervical spine injuries. On the contrary, fewer injuries were observed in helmeted motorcycle drivers. Public health initiatives should be aimed at enforcement of universal helmet laws within the United States and across the world.
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Affiliation(s)
- Lara A Brockhus
- Department of Emergency Medicine, Inselspital, Bern University Hospital, Bern University, Bern, Switzerland
| | - Panagiotis Liasidis
- Division of Trauma and Surgical Critical Care, Department of Surgery, Los Angeles County and University of Southern California Medical Center, University of Southern California, Los Angeles, CA, USA
| | - Meghan Lewis
- Division of Trauma and Surgical Critical Care, Department of Surgery, Los Angeles County and University of Southern California Medical Center, University of Southern California, Los Angeles, CA, USA
| | - Dominik A Jakob
- Department of Emergency Medicine, Inselspital, Bern University Hospital, Bern University, Bern, Switzerland; Division of Trauma and Surgical Critical Care, Department of Surgery, Los Angeles County and University of Southern California Medical Center, University of Southern California, Los Angeles, CA, USA.
| | - Demetrios Demetriades
- Division of Trauma and Surgical Critical Care, Department of Surgery, Los Angeles County and University of Southern California Medical Center, University of Southern California, Los Angeles, CA, USA
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16
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Ayyappan S. The Pattern of Injuries in Riders of Fatal Motorized Two-Wheeler Road Traffic Accidents: An Autopsy Study. Am J Forensic Med Pathol 2024; 45:95. [PMID: 37669084 DOI: 10.1097/paf.0000000000000881] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [MESH Headings] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Indexed: 09/06/2023]
Affiliation(s)
- Sathish Ayyappan
- Department of Forensic Medicine and Toxicology, All India Institute of Medical Sciences, Jodhpur, Rajasthan, India
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17
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Atique S, Asim M, El-Menyar A, Mathradikkal S, Hammo AA, Baykuziyev T, Siddiqui T, Hakim S, Abeid A, Consunji R, Rizoli S, Al-Thani H. Motorcycle-related crashes before and during the COVID-19 pandemic: A comparative retrospective observational study from the Middle East. Injury 2024; 55:111343. [PMID: 38309084 DOI: 10.1016/j.injury.2024.111343] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Journal Information] [Submit a Manuscript] [Subscribe] [Scholar Register] [Received: 11/05/2023] [Revised: 01/03/2024] [Accepted: 01/14/2024] [Indexed: 02/05/2024]
Abstract
BACKGROUND During the COVID-19 pandemic, there was a boom in the delivery sector, with a significant increase in the demand and number of motorcycle delivery drivers in Qatar, which made them vulnerable to injury. We aimed to evaluate the incidence, pattern, and outcome of patients injured by motorcycle-related crashes (MCC) before and during the pandemic. METHODS A retrospective observational study included all adult patients admitted with motorcycle-related injuries before the pandemic (March 2018 to February 2020) and during the pandemic (March 2020 to March 2022). Comparative analyses were performed based on (work versus non-work related MCCs) and (pre- versus during the pandemic injuries). RESULTS 510 patients with MCC were identified, of which 172 (33.7 %) were admitted in the pre-pandemic and 338 (66.3 %) during the pandemic. The mean age of patients was 29.2±7.8 years; 56 % were aged 20-29 years, and 99.4 % were males. Work-related MCCs were more frequent among the younger age group (60.9 % vs. 52.1 %; p=0.001) during the early evening, i.e., 6:00 to 9:00 p.m. (21.9 % vs. 13.9 %; p=0.004). However, non-work related MCC occurred more frequently between midnight and 3:00 am (20.2 % vs. 10.9 %; p=0.004), and such patients were more likely non-compliant for protective devices use (19.3 % vs. 6.1 %; p=0.001) and ride under the influence of alcohol (13.2 % vs. 7.4 %; p=0.03). During the pandemic, the proportion of alcohol consumers (13 % vs. 5.8 %; p=0.01) and work-related MCC (50.9 % vs. 22.7 %; p=0.001) increased significantly compared to the pre-pandemic period. CONCLUSION The overall burden of MCC increased during the pandemic, and the frequency of MCC involving commercial drivers surged significantly during the pandemic period as opposed to the non-work MCC, which predominated in the pre-pandemic period. Work-related MCCs were more frequent among younger age groups, mainly involving South Asians with frequent accidents in the evening time. However, recreation-related MCCs occurred more frequently at midnight, and victims were non-compliant with the protective gear. Furthermore, there is a need for prospective studies to examine the broader scope of risk factors that are associated with the work-related MCC, especially involving food deliveries, and for focused safety programs for motorcycle delivery drivers and recreational motorcyclists.
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Affiliation(s)
- Sajid Atique
- Department of Surgery, Trauma Surgery, Hamad General Hospital, Doha, Qatar
| | - Mohammad Asim
- Department of Surgery, Clinical Research, Trauma & Vascular Surgery, Hamad General Hospital, Doha, Qatar
| | - Ayman El-Menyar
- Department of Surgery, Clinical Research, Trauma & Vascular Surgery, Hamad General Hospital, Doha, Qatar; Department of Clinical Medicine, Weill Cornell Medical College, Doha, Qatar.
| | - Saji Mathradikkal
- Department of Surgery, Trauma Surgery, Hamad General Hospital, Doha, Qatar
| | - Abdel-Aziz Hammo
- Department of Surgery, Trauma Surgery, Hamad General Hospital, Doha, Qatar
| | - Temur Baykuziyev
- Department of Surgery, Trauma Surgery, Hamad General Hospital, Doha, Qatar
| | - Tariq Siddiqui
- Department of Surgery, Trauma Surgery, Hamad General Hospital, Doha, Qatar
| | - Suhail Hakim
- Department of Surgery, Trauma Surgery, Hamad General Hospital, Doha, Qatar
| | - Aisha Abeid
- Department of Surgery, Injury Prevention Program, Hamad General Hospital, Doha, Qatar
| | - Rafael Consunji
- Department of Surgery, Injury Prevention Program, Hamad General Hospital, Doha, Qatar
| | - Sandro Rizoli
- Department of Surgery, Trauma Surgery, Hamad General Hospital, Doha, Qatar
| | - Hassan Al-Thani
- Department of Surgery, Trauma Surgery, Hamad General Hospital, Doha, Qatar
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Navratil G, Giannopoulos I. Classifying Motorcyclist Behaviour with XGBoost Based on IMU Data. Sensors (Basel) 2024; 24:1042. [PMID: 38339759 PMCID: PMC10857319 DOI: 10.3390/s24031042] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 12/18/2023] [Revised: 01/31/2024] [Accepted: 02/01/2024] [Indexed: 02/12/2024]
Abstract
Human behaviour detection is relevant in many fields. During navigational tasks it is an indicator for environmental conditions. Therefore, monitoring people while they move along the street network provides insights on the environment. This is especially true for motorcyclists, who have to observe aspects such as road surface conditions or traffic very careful. We thus performed an experiment to check whether IMU data is sufficient to classify motorcyclist behaviour as a data source for later spatial and temporal analysis. The classification was done using XGBoost and proved successful for four out of originally five different types of behaviour. A classification accuracy of approximately 80% was achieved. Only overtake manoeuvrers were not identified reliably.
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Affiliation(s)
- Gerhard Navratil
- Department for Geodesy and Geoinformation, TU Wien, Wiedner Hauptstr. 8-10, 1040 Vienna, Austria;
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19
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Flint RD, Flint RM. Characteristics of motorcycle involved crashes in the United States: 2011-2021. Acad Emerg Med 2024; 31:183-184. [PMID: 37522266 DOI: 10.1111/acem.14784] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [MESH Headings] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 06/24/2023] [Revised: 07/17/2023] [Accepted: 07/28/2023] [Indexed: 08/01/2023]
Affiliation(s)
- Robert D Flint
- Department of Emergency Medicine, University of Maryland School of Medicine, Baltimore, Maryland, USA
| | - Ryan M Flint
- College of Behavioral and Social Sciences, University of Maryland, College Park, College Park, Maryland, USA
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Demir N, Sayar S, Dokur M, Sezer HB, Koc S, Topkarci YB, Türk MF. Analysis of increased motorcycle accidents during the COVID-19 pandemic: a single-center study from Türkiye. ULUS TRAVMA ACIL CER 2024; 30:114-122. [PMID: 38305652 DOI: 10.14744/tjtes.2024.08791] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [MESH Headings] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Indexed: 02/03/2024]
Abstract
BACKGROUND The Coronavirus Disease 2019 (COVID-19) pandemic has led to a unique set of circumstances, straining health-care systems and affecting the way of life in societies around the world. Measures such as social isolation, travel restrictions, and workplace closures have led to an increase in motorcycle use. Consequently, motorcycle accidents have become a significant problem during this period. This study presents detailed research conducted to examine motorcycle accidents during the COVID-19 pandemic and to understand the causes and consequences of the increase in these accidents. METHODS This research evaluated records from a single health examination and used various models to analyze motorcycle acci-dents within a specified time period. Additionally, retrospective analyses were conducted to examine associations between motorcycle use and crashes in our country before and after the pandemic. The records of 386 patients who were injured in motorcycle accidents and followed up, received treatment, and were recorded at Biruni University Hospital between November 2015 and April 2023 were retrospectively examined. Noted details included the victims' age, gender, injury mechanism, injury site, injury severity, helmet use, presence and location of fractures, time distribution of the accident, and the severity of other important tissue injuries. The relationship between the injury site, fractures, and accident details, and the "Injury Severity Score" (ISS) was also investigated. RESULTS Among the 386 injured victims in motorcycle accidents, 333 were male and 53 were female. Of these, 168 (43.5%) were motorcycle drivers, 137 (35.5%) were motorcycle couriers, and 81 (21%) were pedestrians. A total of 186 (48%) injuries occurred before the pandemic (November 2015-March 2020), while 200 (52%) were sustained during the pandemic. The study indicates a noticeable increase in motorcycle injuries, particularly among motor couriers, especially during the pandemic quarantine periods. Post hoc analysis revealed that motor couriers had significantly lower ISS compared to other professions (p=0.009 and p=0.045, respectively). Motorcyclists who wore helmets were found to have significantly lower ISS than those who did not wear helmets (p<0.05). Furthermore, it was found that the ISS was positively correlated with the number of bone fractures, total soft tissue injury, and significant clinical characteristics (r=0.758, r=0.756, and p<0.001, respectively). CONCLUSION This clinical study's findings demonstrate that the measures implemented during the pandemic to limit society's mobility have led to an increase in motorcycle accidents. Notably, there has been a significant rise in the number of accidents, particularly involving individual motorcycle use and motorcycle courier services.
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Affiliation(s)
- Necdet Demir
- Department of Orthopaedics and Traumatology, Biruni University Faculty of Medicine, İstanbul-Türkiye
| | - Safak Sayar
- Department of Orthopaedics and Traumatology, Biruni University Faculty of Medicine, İstanbul-Türkiye
| | - Mehmet Dokur
- Department of Emergency Medicine, Biruni University Faculty of Medicine, İstanbul-Türkiye
| | | | - Suna Koc
- Department of Anesthesiology and Reanimation, Biruni University Faculty of Medicine, İstanbul-Türkiye
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Wang H, Cui P, Song D, Chen Y, Yang Y, Zhi D, Wang C, Zhu L, Yang X. Alternative approaches to modeling heterogeneity to analyze injury severity sustained by motorcyclists in two-vehicle crashes. Accid Anal Prev 2024; 195:107417. [PMID: 38061290 DOI: 10.1016/j.aap.2023.107417] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 04/07/2023] [Revised: 11/27/2023] [Accepted: 11/28/2023] [Indexed: 12/30/2023]
Abstract
The presence of unobserved factors in the motorcycle involved two-vehicle crashes (MV) data could lead to heterogenous associations between observed factors and injury severity sustained by motorcyclists. Capturing such heterogeneities necessitates distinct methodological approaches, of which random and scale heterogeneity models are paramount. Herein, we undertake an empirical evaluation of random and scale heterogeneity models, exploring their efficacy in delineating the influence of external determinants on the degree of injury severity in crashes. Within the effects of scale heterogeneity, this study delves into two dominant models: the scaled multinomial logit model (S-MNL) and its generalized counterpart, the G-MNL, which encompasses both the S-MNL and the random parameters multinomial logit model (RPL). While the random heterogeneity domain is represented by the random parameters multinomial logit and an upgraded variant - the random parameters multinomial logit model with heterogeneity in means and variances (RPLHMV). Motorcycle involved two-vehicle crashes data were extracted from the UK STATS19 dataset from 2016 to 2020. Likelihood ratio tests are computed to assess the temporal variability of the significant factors. The test result demonstrates the temporal variations over a five-year study period. Some very important differences started to show up across the years based on the model estimation results: that the RPLHMV model statistically outperforms the G-MNL model in the 2016, 2018, and 2019 models, while the S-MNL model is statistically superior in the 2017 and 2020 years. These important findings suggest that the origin of heterogeneity in explaining factor weights can be captured by scale effects, not just random heterogeneity. In addition, the model results further show that motorcyclists' injury severities are significantly affected by motorcycle-related characteristics; there is the added factor of external influences, such as non-motorcycle drivers (males, young drivers, and elderly drivers) and vehicles (the moving status, age, and types of vehicles) that collide with motorcycles. The results of this paper are anticipated to help policymakers develop effective strategies to mitigate motorcycle involved two-vehicle crashes by implementing appropriate measures.
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Affiliation(s)
- Huanhuan Wang
- School of Economics and Management, Beijing Jiaotong University, Beijing 100044, PR China
| | - Pengfei Cui
- School of Systems Science, Beijing Jiaotong University, Beijing 100044, PR China.
| | - Dongdong Song
- School of Systems Science, Beijing Jiaotong University, Beijing 100044, PR China.
| | - Yan Chen
- School of Traffic and Transportation, Beijing Jiaotong University, Beijing 100044, PR China
| | - Yitao Yang
- School of Systems Science, Beijing Jiaotong University, Beijing 100044, PR China
| | - Danyue Zhi
- School of Systems Science, Beijing Jiaotong University, Beijing 100044, PR China; TUM School of Engineering and Design, Technical University of Munich, Munich 80333, Germany
| | - Chenzhu Wang
- School of Transportation, Southeast University. 2 Sipailou, Nanjing, Jiangsu 210096, PR China
| | - Leipeng Zhu
- Beijing Key Laboratory of Traffic Engineering, College of Metropolitan Transportation, Beijing University of Technology, Beijing 100124, PR China
| | - Xiaobao Yang
- School of Systems Science, Beijing Jiaotong University, Beijing 100044, PR China.
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Marina M, Torrado P, Duchateau J, Baudry S. Neural Adjustments during Repeated Braking and Throttle Actions on a Motorcycle Setup. Int J Sports Med 2024; 45:125-133. [PMID: 38096909 DOI: 10.1055/a-2197-0967] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [MESH Headings] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Indexed: 02/03/2024]
Abstract
The aim of the study was to assess neuromuscular changes during an intermittent fatiguing task designed to replicate fundamental actions and ergonomics of road race motorcycling. Twenty-eight participants repeated a sequence of submaximal brake-pulling and gas throttle actions, interspaced by one maximal brake-pulling, until failure. During the submaximal brake-pulling actions performed at 30% MVC, force fluctuations, surface EMG, maximal M-wave (Mmax) and H-reflex were measured in the flexor digitorum superficialis. At the end of the task, the MVC force and associated EMG activity decreased (P<0.001) by 46% and 26%, respectively. During the task, force fluctuation and EMG activity increased gradually (106% and 61%, respectively) with respect to the pre-fatigue state (P≤0.029). The Mmax first phase did not change (P≥0.524), whereas the H-reflex amplitude, normalized to Mmax, increased (149%; P≤0.039). Noteworthy, the relative increase in H-reflex amplitude was correlated with the increase in EMG activity during the task (r=0.63; P<0.001). During the 10-min recovery, MVC force and EMG activity remained depressed (P≤0.05) whereas H-reflex amplitude and force fluctuation returned to pre-fatigue values. In conclusion, contrarily to other studies, our results bring forward that when mimicking motorcycling brake-pulling and gas throttle actions, supraspinal neural mechanisms primarily limit the duration of the performance.
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Affiliation(s)
- Michel Marina
- Research Group in Physical Activity and Health (GRAFAiS), Institut Nacional d'Educació Física de Catalunya (INEFC) - Universitat de Barcelona (UB), Barcelona, Spain
| | - Priscila Torrado
- Research Group in Physical Activity and Health (GRAFAiS), Institut Nacional d'Educació Física de Catalunya (INEFC) - Universitat de Barcelona (UB), Barcelona, Spain
| | - Jacques Duchateau
- Laboratory of Applied Biology, Research Unit in Applied Neurophysiology (LABNeuro), ULB Université Libre de Bruxelles, Bruxelles, Belgium
| | - Stephane Baudry
- Laboratory of Applied Biology, Research Unit in Applied Neurophysiology (LABNeuro), ULB Université Libre de Bruxelles, Bruxelles, Belgium
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Kuo PF, Sulistyah UD, Putra IGB, Lord D. Exploring the spatial relationship of e-bike and motorcycle crashes: Implications for risk reduction. J Safety Res 2024; 88:199-216. [PMID: 38485363 DOI: 10.1016/j.jsr.2023.11.007] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 03/24/2023] [Revised: 08/02/2023] [Accepted: 11/09/2023] [Indexed: 03/19/2024]
Abstract
INTRODUCTION Electric bicycles, or e-bikes, have become very popular over the past decade. In order to reduce the risk of crashes, it is necessary to understand the contributing factors. While several researchers have examined these elements, few have considered the spatial heterogeneity between crashes and environmental variables, such as Points of Interest (POI). In addition, there is a scarcity of studies comparing the crash-related factors of e-bikes and motorcycles. Despite their differing speed and range capabilities, different POIs also tend to impact area/bandwidths differently because e-bikes cannot cover the same range that motorcycles can. METHOD In this study, we compared e-bike and motorcycle crashes at 11 different types of POIs in Taipei from 2016 to 2020. Since crashes are sparse events and easily affected by the Modifiable Areal Unit Problem (MAUP), Kernel Density Estimation (KDE) was employed to transform crash points (count data) to crash risk surfaces (continuous data). Additionally, an advanced variant of Geographical Weighted Regression (GWR), Multiscale Geographically Weighted Regression (MGWR) utilized to predict crash risk because each predictor is allowed to have a different bandwidth. RESULTS The results showed: (a) For e-bike crashes, the MGWR model outperformed the GWR and OLS models in terms of AIC values, while the MGWR and GWR performed similarly with regard to motorcycle crashes; (b) The analysis revealed e-bike and motorcycle crash risk to be associated with various types of POIs. E-bike crashes tended to occur more frequently in areas with more schools, supermarkets, intersections, and elderly people. Meanwhile, motorcycle crashes were more likely to occur in areas with a high number of restaurants and intersections. The search bandwidths of e-bikes are inconsistent and narrower than those of motorcycles.
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Affiliation(s)
- Pei-Fen Kuo
- Department of Geomatics, National Cheng Kung University, Taiwan
| | | | | | - Dominique Lord
- Zachry Department of Civil and Environmental Engineering, Texas A&M University, USA
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24
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Zahid M, Habib MF, Ijaz M, Ameer I, Ullah I, Ahmed T, He Z. Factors affecting injury severity in motorcycle crashes: Different age groups analysis using Catboost and SHAP techniques. Traffic Inj Prev 2024; 25:472-481. [PMID: 38261528 DOI: 10.1080/15389588.2023.2297168] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 01/02/2023] [Accepted: 12/16/2023] [Indexed: 01/25/2024]
Abstract
OBJECTIVE Motorcycle crashes often result in severe injuries on roads that affect people's lives physically, financially, and psychologically. These injuries could be notably harmful to drivers of all age groups. The main objective of this study is to investigate the risk factors contributing to the severity of crash injuries in different age groups. METHODS This Objective is achieved by developing accurate machine learning (ML) based prediction models. This research examines the relationship between potential risk factors of motorcycle-associated crashes using (ML) and Shapley Additive explanations (SHAP) technique. The SHAP technique further helped interpreting ML methods for traffic injury severity prediction. It indicates the significant non-linear interactions between dependent and independent variables. The data for this study was collected from the Provincial Emergency Response Service RESCUE 1122 for the Rawalpindi region (Pakistan) over three years (from 2017 to 2020). The Synthetic Minority Oversampling Technique (SMOTE) is employed to balance injury severity classes in the pre-processing phase. RESULTS The results demonstrate that age, gender, posted speed limit, the number of lanes, and month of the year are positively associated with severe and fatal injuries. This research also assesses how the modeling framework varies between the ML and classical statistical methods. The predictive performance of proposed ML models was assessed using several evaluation metrics, and it is found that Catboost outperformed the XGBoost, Random Forest (RF) and Multinomial Logit (MNL) model. CONCLUSION The findings of this study will assist road users, road safety authorities, stakeholders, policymakers, and decision-makers in obtaining substantial and essential guidance for reducing the severity of crash injuries in Pakistan and other countries with prevailing conditions.
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Affiliation(s)
- Muhammad Zahid
- Department of Civil, Geological and Mining Engineering, École Polytechnique de Montréal, Montréal, Canada
| | - Muhammad Faisal Habib
- Upper Great Plains Transportation Institute (UGPTI), North Dakota State University (NDSU), Fargo, ND, USA
| | - Muhammad Ijaz
- School of Transportation and Logistics, Southwest Jiaotong University, Chengdu, China
| | - Iqra Ameer
- Division of Science and Engineering, Penn State University at Abington Pennsylvania, Pennsylvania, PA, USA
| | - Irfan Ullah
- Transportation Engineering College, Dalian Maritime University, Dalian, China
- Department of Business and Administration, ILMA University, Karachi, Pakistan
| | - Tufail Ahmed
- Transportation Research Institute (IMOB), Hasselt University, Hasselt, Belgium
| | - Zhengbing He
- Senseable City Lab, Massachusetts Institute of Technology (MIT), Cambridge, MA, USA
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25
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Sarabia J, Marcano M, Díaz S, Zubizarreta A, Pérez J. Lateral Evasive Maneuver with Shared Control Algorithm: A Simulator Study. Sensors (Basel) 2024; 24:562. [PMID: 38257655 DOI: 10.3390/s24020562] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Grants] [Track Full Text] [Subscribe] [Scholar Register] [Received: 09/30/2023] [Revised: 12/04/2023] [Accepted: 01/09/2024] [Indexed: 01/24/2024]
Abstract
Shared control algorithms have emerged as a promising approach for enabling real-time driver automated system cooperation in automated vehicles. These algorithms allow human drivers to actively participate in the driving process while receiving continuous assistance from the automated system in specific scenarios. However, despite the theoretical benefits being analyzed in various works, further demonstrations of the effectiveness and user acceptance of these approaches in real-world scenarios are required due to the involvement of the human driver in the control loop. Given this perspective, this paper presents and analyzes the results of a simulator-based study conducted to evaluate a shared control algorithm for a critical lateral maneuver. The maneuver involves the automated system helping to avoid an oncoming motorcycle that enters the vehicle's lane. The study's goal is to assess the algorithm's performance, safety, and user acceptance within this specific scenario. For this purpose, objective measures, such as collision avoidance and lane departure prevention, as well as subjective measures related to the driver's sense of safety and comfort are studied. In addition, three levels of assistance (gentle, intermediate, and aggressive) are tested in two driver state conditions (focused and distracted). The findings have important implications for the development and execution of shared control algorithms, paving the way for their incorporation into actual vehicles.
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Affiliation(s)
- Joseba Sarabia
- TECNALIA, Basque Research and Technology Alliance (BRTA), Astondoa Bidea, Edificio 700, 48160 Derio, Spain
- Bilbao School of Engineering, University of the Basque Country UPV/EHU, 48013 Bilbao, Spain
| | - Mauricio Marcano
- TECNALIA, Basque Research and Technology Alliance (BRTA), Astondoa Bidea, Edificio 700, 48160 Derio, Spain
| | - Sergio Díaz
- TECNALIA, Basque Research and Technology Alliance (BRTA), Astondoa Bidea, Edificio 700, 48160 Derio, Spain
| | - Asier Zubizarreta
- Bilbao School of Engineering, University of the Basque Country UPV/EHU, 48013 Bilbao, Spain
| | - Joshué Pérez
- TECNALIA, Basque Research and Technology Alliance (BRTA), Astondoa Bidea, Edificio 700, 48160 Derio, Spain
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Wei T, Zhu T, Lin M, Liu H. Predicting and factor analysis of rider injury severity in two-wheeled motorcycle and vehicle crash accidents based on an interpretable machine learning framework. Traffic Inj Prev 2024; 25:194-201. [PMID: 38019553 DOI: 10.1080/15389588.2023.2284111] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Grants] [Track Full Text] [Subscribe] [Scholar Register] [Received: 05/21/2022] [Accepted: 11/13/2023] [Indexed: 11/30/2023]
Abstract
OBJECTIVE As one of the vulnerable road users in accidents, how to improve the two-wheeled motorcyclist's driving safety and reduce accident injury is a public health issue. Accurate identification of the factors influencing the severity of accidents is an important prerequisite for mitigating injury from crashes. METHODS Based on a vehicle and a two-wheeled motorcycle crash accident data from the China in-depth accident study database (CIDAS), this study uses the performance evaluation indicators of accuracy, precision, recall, F1-score, AUC, and the ROC curve. The classification and prediction performances of the six machine learning methods on the dataset are compared, and the LightGBM algorithm with the best performance is selected to model the accident injury severity of the motorcyclists. The SHAP method is used to extend the interpretability of the LightGBM model results. Based on the SHAP method, the importance, main effect, and the interaction effect of factors under each accident injury severity are quantitatively analyzed. RESULTS The model prediction accuracy is 92.6%, the F1-Score is 92.8%, and the AUC value is 0.986. The importance of factors varies with the accident injury severity of motorcyclists. The kilometers traveled per year by the driver, the throwing distance of the motorcyclist, and the road speed limit are the three most important factors. The motorcyclist is more likely to suffer fatal injuries when the throwing distance is >1,000 cm. CONCLUSIONS The prediction model of driver injury severity based on LightGBM algorithm has a good prediction performance. It can be used to analyze the influence factors of injury severity in two-wheeled motorcyclist accident by combining the model with SHAP method. These results could help the traffic management department to take measures to reduce accident injury of motorcyclists.
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Affiliation(s)
- Tianzheng Wei
- School of Transportation and Logistics Engineering, Shandong Jiaotong University, Jinan, China
| | - Tong Zhu
- College of Transportation Engineering, Chang'an University, Xi'an, China
| | - Miao Lin
- China Automotive Technology and Research Center Co., Ltd., Tianjin, China
| | - Haoxue Liu
- School of Automobile, Chang'an University, Xi'an, China
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Cerev G, Sarıipek DB, Elçi E. Life satisfaction and occupational safety relationship: Research on motorcycle couriers in Turkey. Traffic Inj Prev 2024; 25:156-164. [PMID: 37910010 DOI: 10.1080/15389588.2023.2272007] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 11/11/2022] [Accepted: 10/13/2023] [Indexed: 11/03/2023]
Abstract
OBJECTIVES Rising e-commerce trend with Covid-19 pandemic has significantly increased the need for motorcycle-couriers. The aim of this research was to investigate the relationship between job satisfaction and occupational safety and health (OSH) of motorcycle-couriers and to evaluate the opinions of OSH specialists about the importance of motorcycle-couriers' life satisfaction and OSH perception levels. METHODS The relationship between life satisfaction and perception of OSH of 750 motorcycle-couriers was addressed using quantitative research methods through two different scales (Life Satisfaction Scale and Occupational Safety Perception Scale). The views of 20 OSH specialists about the importance of motorcycle-couriers' perception of life satisfaction and OSH levels were addressed using qualitative research methods. RESULTS There was a negative linear relationship between perception of OSH and life satisfaction levels of motorcycle-couriers. All OSH specialists evaluated the level of life satisfaction as an important factor in OSH practice of motorcycle-couriers and all were of the opinion that the job was quite risky and adequate OSH measures were not sufficiently guaranteed. CONCLUSIONS The findings suggest that there is a need for some legal regulation of this occupation and ensuring necessary occupational standards are applied. This could include increased responsibility of companies/employers and could provide training programs to improve OSH.
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Affiliation(s)
- Gökçe Cerev
- Labour Economics and Industrial Relations, Kocaeli University, Kocaeli, Turkey
| | - Doğa Başar Sarıipek
- Labour Economics and Industrial Relations, Kocaeli University, Kocaeli, Turkey
| | - Ebru Elçi
- Social Services, Beykent University, İstanbul, Turkey
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Alam MZ, Sheoti IH. Spike of Motorbike Accidents in Bangladesh: An Emerging Public Health Concern. Asia Pac J Public Health 2024; 36:133-135. [PMID: 37960874 DOI: 10.1177/10105395231211979] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Indexed: 11/15/2023]
Abstract
The on-road traffic accident is a significant public health concern for Bangladesh, impeding the country's way to building safe, resilient, and sustainable cities and human settlements. On-road accidents and causalities doubled in the country between 2011 and 2020, and it increased by 30% in 2021, a shifting pattern of traffic accidents with an increasing number of motorbike accidents. The fatalities by motorcycle traffic accidents were only 4% in 1995 and rose substantially to 35% in 2021, and the situation has been more alarming during the festivals, especially Eid in Bangladesh.
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Affiliation(s)
- Md Zakiul Alam
- Department of Population Sciences, University of Dhaka, Dhaka, Bangladesh
| | - Isna Haque Sheoti
- Department of Population Sciences, University of Dhaka, Dhaka, Bangladesh
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29
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Wu Y, Kihara K, Takeda Y. Following car reduces motorcycles' size-arrival effect: A study using online experiments. Appl Ergon 2024; 114:104153. [PMID: 37875057 DOI: 10.1016/j.apergo.2023.104153] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 03/28/2023] [Revised: 08/01/2023] [Accepted: 10/12/2023] [Indexed: 10/26/2023]
Abstract
Many fatal motorcycle accidents occur because car drivers infringe on motorcycle riders' right-of-way. The size-arrival effect refers to observers' tendency to judge larger objects as arriving sooner than smaller objects when estimating an approaching object's arrival time, which is one cause of right-of-way motorcycle accidents. Previous research has focused on a single vehicle that approaches the driver. However, it is also possible that a motorcycle approaches a driver along with other vehicles driving on multiple-lane roads. This paper presents the results of two online experiments; Experiment 1 validated the size-arrival effect when either a car or a motorcycle approached a driver waiting to turn across an intersection; and Experiment 2 investigated the size-arrival effect when a motorcycle and a parallelly driven car simultaneously approached the driver. Participants (n = 1723) in Experiment 1 and (n = 986) in Experiment 2 took part in the study. The results (1) validated the size-arrival effect; drivers accepted a smaller gap for approaching motorcycles than cars; (2) in the present settings drivers made turn decisions based on the distance gap rather than the time-to-arrival gap; (3) driver's acceptance of the gap when facing a motorcycle and a car was comparable to when facing only the car and significantly larger than facing only a motorcycle. These findings indicate that a car driving parallelly or behind a motorcycle reduces the size-arrival effect. These findings provide implications to suggest a safe riding strategy for motorcycle riders. We also suggest that such online experiments would facilitate studying large samples with less effort.
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Affiliation(s)
- Yanbin Wu
- Digital Architecture Research Center, National Institute of Advanced Industrial Science and Technology (AIST), Japan.
| | - Ken Kihara
- Human-centered Mobility Research Center, National Institute of Advanced Industrial Science and Technology (AIST), Japan
| | - Yuji Takeda
- Human-centered Mobility Research Center, National Institute of Advanced Industrial Science and Technology (AIST), Japan
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30
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Kar P, Kumar S, Samalla S, Chunchu M, Ravi Shankar KVR. Exploratory analysis of evasion actions of powered two-wheeler conflicts at unsignalized intersection. Accid Anal Prev 2024; 194:107363. [PMID: 37918091 DOI: 10.1016/j.aap.2023.107363] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 06/19/2023] [Revised: 10/15/2023] [Accepted: 10/22/2023] [Indexed: 11/04/2023]
Abstract
The study investigates the braking and steering evasions of powered two-wheelers (PTWs) during severe conflicts observed at an unsignalized intersection. Traffic conflicts were detected using a surrogate safety indicator called anticipated collision time (ACT). Then the peak-over-threshold approach was used to identify the severe conflicts and the evasive actions. Conflicts between right-turning PTWs and through-moving vehicles, through-moving PTWs crossing through-moving vehicles, and merging/diverging PTWs were analyzed using the minimum ACT (ACTmin), maximum deceleration rate (DRmax), maximum yaw rate (YRmax), and time of evasive action (TEA). The evasive actions were classified into five categories: driver/rider error, no-evasion, braking-only, steering-only, and both braking and steering. Analysis reveals that right-turning PTWs experience higher crash risk (0.7 %) than the other movements. PTW riders primarily employ extreme steering maneuvers (greater than 13 degrees/s) to evade conflicts, whereas braking rates lie in the normal ranges (less than 1.5 m/s2). The time of evasive action varies between 2.04 and 2.44 s, with the right-turning PTW riders responding early. Through-moving riders commit errors while evading severe conflicts and perform fewer evasive actions than right-turning and merging/diverging riders. Right-turning riders perform more steering-only evasions than braking-only, whereas the riders involved in the other two conflicts execute more braking-only evasions. These findings suggest that conflict type influences riders' braking and steering responses. Hence, future applications in advanced driver/rider assistance systems and training programs should consider appropriate evasive action strategies for different conflict types.
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Affiliation(s)
- Pranab Kar
- Indian Institute of Technology Guwahati, India.
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31
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Van-Huy V, Hoang-Tung N, Kubota H. Effects of risky bus driving behaviors on motorcyclists' and car drivers' traffic safety perceptions in mixed traffic flow. Traffic Inj Prev 2023; 25:425-433. [PMID: 38117530 DOI: 10.1080/15389588.2023.2292974] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 08/25/2023] [Accepted: 12/06/2023] [Indexed: 12/21/2023]
Abstract
OBJECTIVE This study investigates traffic safety perceptions of motorcyclists and car drivers toward risky bus driving behaviors (RBDBs) in mixed traffic flow (MTF). METHODS The study identified 10 RBDBs and employed images in a unique questionnaire survey. Further, permutation tests were employed to compare perceptions of motorcyclists in scenarios involving bus-motorcycle-car flow and bus-motorcycle flow and to compare their perceptions to those of car drivers'. Moreover, heteroskedastic generalized ordered logit regression models were utilized to predict traffic safety perceptions of motorcyclists and car drivers toward RBDBs. RESULTS High-speed bus driving is perceived as the most dangerous situation, while continuous flashing of lights at vehicles in front is perceived as the least dangerous. The permutation test revealed that motorcyclists tend to perceive RBDBs as less dangerous in bus-motorcycle flow than in mixed flow with cars, while car drivers consider them safer than motorcyclists. The regression model revealed that among the RBDBs, bus moving at high speeds, abruptly overtaking, abruptly changing lanes, and suddenly pulling over at bus stops are perceived as the most dangerous by motorcyclists and car drivers. The study also discusses the relationships between the socio-demographic characteristics of motorcyclists/car drivers and their safety perception toward RBDBs. CONCLUSIONS These findings could inform the development of interventions to reduce RBDBs and improve traffic safety for motorcyclists and car drivers.
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Affiliation(s)
- Vu Van-Huy
- Graduate School of Science and Engineering, Saitama University, Saitama, Japan
| | - Nguyen Hoang-Tung
- Faculty of Construction Management, University of Transport and Communications, Hanoi, Vietnam
| | - Hisashi Kubota
- Graduate School of Science and Engineering, Saitama University, Saitama, Japan
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Atusingwize E, Rohlman D, Hoffman P, Wafula ST, Musoke D, Buregyeya E, Mugambe RK, Ndejjo R, Ssempebwa JC, Anderson KA. Chemical contaminant exposures assessed using silicone wristbands among fuel station attendants, taxi drivers and commercial motorcycle riders in Kampala, Uganda. Arch Environ Occup Health 2023; 78:401-411. [PMID: 37916578 DOI: 10.1080/19338244.2023.2275144] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 06/20/2022] [Accepted: 10/17/2023] [Indexed: 11/03/2023]
Abstract
There are concerns over traffic-related air pollution in Uganda's capital, Kampala. Individuals in the transportation sector are hypothesized to be at greater risk for exposure to volatile organic compounds, given their proximity to vehicle exhaust. Silicone wristbands are a wearable technology that passively sample individuals' chemical exposures. We conducted a pilot cross sectional study to measure personal exposures to volatile organic compounds among 14 transportation workers who wore a wristband for five days. We analyzed for 75 volatile organic compounds; 33 chemicals (35%) were detected and quantified in at least 50% of the samples and 15 (16%) chemicals were detected and quantified across all the samples. Specific chemicals were associated with participants' occupation. The findings can guide future large studies to inform policy and practice to reduce exposure to chemicals in the environment in Kampala.
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Affiliation(s)
- Edwinah Atusingwize
- Department of Disease Control and Environmental Health, Makerere University School of Public Health, Kampala, Uganda
| | - Diana Rohlman
- College of Public Health and Human Sciences, Oregon State University, Corvallis, OR, USA
| | - Peter Hoffman
- Food Safety and Environmental Stewardship Program, Oregon State University, Corvallis, OR, USA
| | - Solomon Tsebeni Wafula
- Department of Disease Control and Environmental Health, Makerere University School of Public Health, Kampala, Uganda
| | - David Musoke
- Department of Disease Control and Environmental Health, Makerere University School of Public Health, Kampala, Uganda
| | - Esther Buregyeya
- Department of Disease Control and Environmental Health, Makerere University School of Public Health, Kampala, Uganda
| | - Richard K Mugambe
- Department of Disease Control and Environmental Health, Makerere University School of Public Health, Kampala, Uganda
| | - Rawlance Ndejjo
- Department of Disease Control and Environmental Health, Makerere University School of Public Health, Kampala, Uganda
| | - John C Ssempebwa
- Department of Disease Control and Environmental Health, Makerere University School of Public Health, Kampala, Uganda
| | - Kim A Anderson
- Environmental and Molecular Toxicology, Oregon State University, Corvallis, OR, USA
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Stomeo N, Ghio FE, Pallavicini P, Bonizzato S, Serini C, Perera Molligoda Arachchige AS, Carenzo L. Role of emergency teleradiology in a mass motorcycle event: the experience of the 2021 International Six Days of Enduro (ISDE). Emerg Radiol 2023; 30:725-731. [PMID: 37946090 DOI: 10.1007/s10140-023-02183-0] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 10/02/2023] [Accepted: 11/01/2023] [Indexed: 11/12/2023]
Abstract
PURPOSE Provision of healthcare support at mass gathering sporting events is of paramount importance for the success of the event. Many of such events, like motorsports, have been increasingly taking place in remote and austere environments. In these settings, the use of first-line diagnostic tools, such as point of care ultrasound and portable X-ray, could aid in definitive care on the field for patients with minor trauma while also ensuring fast access to the appropriate level of care for patients requiring hospitalization. METHODS As part of the ISDE 2021 medical response plan, a field hospital equipped with portable digital X-ray and telemedicine was established. Data on patient admission, triage, treatments, diagnostics, and outcomes were collected for analysis. RESULTS During the 6-day competition, 79 patients sought medical care at the field hospital, with traumatic injuries accounting for 77% of cases. Of these, 47 were athletes and 32 were non-athletes. The majority (91%) arrived spontaneously, while 9% were transported directly. Upon admission, 68 patients were triaged as non-urgent (code 3) and 11 as urgent (code 2). Of those admitted, 69 received treatment and were discharged at the field hospital, while 10 were transferred elsewhere. Notably, four patients had major trauma, two had isolated fractures, and one needed a CT scan after losing consciousness. Overall, 29 missions were conducted on the race field, including 13 primary transports to local hospitals and 6 to the field hospital. Primary transport was primarily due to major trauma. Among 31 patients who had radiological exams, 11 (35.5%) had traumatic injuries. Of these, 5 were treated with braces and casts and discharged without hospitalization, 3 were advised for post-event care, and 3 were hospitalized. In contrast, patients with negative X-rays received on-site treatment, with 7 able to continue competing. CONCLUSIONS In summary, the successful implementation of portable X-ray machines and teleradiology at remote and austere high-risk sporting events holds great promise for enhancing on-site medical capabilities, allowing clinicians informed decisions, avoiding unnecessary hospitalization, and allowing athletes to continue with their competition. Provided that challenges related to cost, safety, connectivity, and power supply are effectively addressed.
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Affiliation(s)
- Niccolò Stomeo
- Department of Biomedical Sciences, Humanitas University, Via Rita Levi Montalcini 4, Pieve Emanuele, Milan, Italy.
| | | | - Paolo Pallavicini
- Faculty of Medicine, Vita-Salute San Raffaele University, Milan, Italy
| | - Sara Bonizzato
- Critical Care Team, I-HELP, Grezzago, Italy
- Sport Medicine and Sport Cardiology Unit, MEDITEL, Saronno, Italy
| | - Carlo Serini
- Department of Anesthesia and Intensive Care, IRCCS San Raffaele Scientific Institute, Milan, Italy
| | | | - Luca Carenzo
- Department of Anesthesia and Intensive Care Medicine, IRCCS Humanitas Research Hospital, Rozzano, Milan, Italy
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Siebert FW, Riis C, Janstrup KH, Lin H, Hüttel FB. Computer vision-based helmet use registration for e-scooter riders - The impact of the mandatory helmet law in Copenhagen. J Safety Res 2023; 87:257-265. [PMID: 38081699 DOI: 10.1016/j.jsr.2023.09.021] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 02/15/2023] [Revised: 08/13/2023] [Accepted: 09/21/2023] [Indexed: 12/18/2023]
Abstract
PROBLEM E-scooters are a new form of mobility used more frequently in urban environments worldwide. As there is evidence of an increased risk of head injuries, helmets are recommended and (less frequently) legislated. Denmark has enacted mandatory e-scooter helmet use legislation from January 1, 2022. So far, it is unclear how this newly implemented law influenced helmet use of e-scooter riders in Denmark immediately after its implementation. METHOD In this observational study, we register and compare e-scooter helmet use before the mandatory helmet use legislation (December 2021) and after (February 2022). As observational survey data collection in the field can be highly time-consuming, we conducted a video-based observation survey. We trained and applied a computer vision algorithm to automatically register e-scooter helmet use in the video data. RESULTS The trained algorithm produces accurate helmet use data, which does not differ significantly from human-registered helmet use. In applying the algorithm to video data collected in December 2021 and February 2022, we register an overall e-scooter helmet use of 4.4% in n = 1054 riders. Splitting the observation between the time before and after the implementation of the helmet use law reveals a significant increase in helmet use from 1.80% to 5.56%. DISCUSSION In this study, we successfully train and apply an object detection algorithm to register accurate helmet use data in videos collected in Copenhagen, Denmark. Using this algorithm, we find a significant impact of a new mandatory e-scooter helmet use law on e-scooter riders' helmet use behavior. Limitations of the study as well as future research needs, are discussed. PRACTICAL APPLICATIONS Computer vision algorithms can be used for accurate e-scooter helmet assessments. Implementing a mandatory helmet use law can increase helmet use of e-scooters at specific observation sites.
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Affiliation(s)
- Felix Wilhelm Siebert
- DTU Management, Technical University of Denmark, Bygningstorvet 116, Kgs. Lyngby 2800, Denmark.
| | - Christoffer Riis
- DTU Management, Technical University of Denmark, Bygningstorvet 116, Kgs. Lyngby 2800, Denmark
| | - Kira Hyldekær Janstrup
- DTU Management, Technical University of Denmark, Bygningstorvet 116, Kgs. Lyngby 2800, Denmark
| | - Hanhe Lin
- School of Science and Engineering, University of Dundee, Nethergate, Dundee DD1 4HN, Scotland, United Kingdom
| | - Frederik Boe Hüttel
- DTU Management, Technical University of Denmark, Bygningstorvet 116, Kgs. Lyngby 2800, Denmark
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Kim EJ, Ganga A, Kim LA. The forgotten protection factor: A nationwide score-based assessment of motorcycle eye protection legislation. J Safety Res 2023; 87:407-415. [PMID: 38081713 DOI: 10.1016/j.jsr.2023.08.012] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 09/09/2022] [Revised: 05/20/2023] [Accepted: 08/15/2023] [Indexed: 12/18/2023]
Abstract
INTRODUCTION Motorcycle accidents cause millions of deaths and injuries globally. It is estimated that billions of dollars would be saved in the United States alone if safety equipment, such as helmets and eye protection, was ubiquitously worn. Legislation concerning eye protection specifically is understudied and poorly characterized. METHOD We reviewed all motorcycle-related safety equipment laws in all 50 states of the United States for information regarding eye protection. We graded the rigor of each statute using our six-category Eye Safety Metric and performed a comparative analysis of statutes across all jurisdictions. RESULTS Fourteen states did not have any statutes regarding eye protection. Among states that did, 23 states had weak statutes (0-2 points), 20 states had moderately stringent statutes (3-4 points), and 7 states had strong statutes (5-6 points). States in western United States tended to have less strict eye protection laws. Twenty-six states had eye protection exemptions for windshields, which are a poor form of eye protection. Six states that had universal helmet laws had no laws requiring eye protection. CONCLUSIONS We characterized eye protection legislation across the country and found great diversity in the stringency of laws across all jurisdictions. Despite only two states lacking helmet laws, we found that 14 states lacked eye protection laws. These findings from our Eye Safety Metric can be used as a springboard for future research, which can be used to determine the need for and significance of eye safety legislation for motorcyclists and to inform legislative decision-making. PRACTICAL APPLICATIONS With this research, we hope to further the understanding of legislation regarding eye protection for motorcyclists and help policymakers identify states that need improved eye safety standards.
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Affiliation(s)
- Eric J Kim
- Warren Alpert School of Medicine, Brown University, Providence, RI 02903, USA; Schepens Eye Research Institute of Mass Eye and Ear and the Department of Ophthalmology at Harvard Medical School, Boston, MA 02114, USA
| | - Arjun Ganga
- Warren Alpert School of Medicine, Brown University, Providence, RI 02903, USA
| | - Leo A Kim
- Schepens Eye Research Institute of Mass Eye and Ear and the Department of Ophthalmology at Harvard Medical School, Boston, MA 02114, USA.
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Rivera-Lara L, Videtta W, Calvillo E, Mejia-Mantilla J, March K, Ortega-Gutierrez S, Obrego GC, Paranhos JE, Suarez JI. Reducing the incidence and mortality of traumatic brain injury in Latin America. Eur J Trauma Emerg Surg 2023; 49:2381-2388. [PMID: 36637481 DOI: 10.1007/s00068-022-02214-4] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 03/25/2021] [Accepted: 12/26/2022] [Indexed: 01/14/2023]
Abstract
Traumatic brain injury (TBI) represents a considerable portion of the global injury burden. The incidence of TBI will continue to increase in view of an increase in population density, an aging population, and the increased use of motor vehicles, motorcycles, and bicycles. The most common causes of TBI are falls and road traffic injuries. Deaths related to road traffic injury are three times higher in low-and middle-income countries (LMIC) than in high-income countries (HIC). The Latin American Caribbean region has the highest incidence of TBI worldwide, primarily caused by road traffic injuries. Data from HIC indicates that road traffic injuries can be successfully prevented through concerted efforts at the national level, with coordinated and multisector responses to the problem. Such actions require implementation of proven measures to address the safety of road users and the vehicles themselves, road infrastructure, and post-crash care. In this review, we focus on the epidemiology of TBI in Latin America and the implementation of solutions and preventive measures to decrease mortality and long-term disability.
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Affiliation(s)
- Lucia Rivera-Lara
- Department of Neurology, School of Medicine, Center for Academic Medicine, Stanford University, 453 Quarry Road, Palo Alto, CA, 94304, USA.
| | - Walter Videtta
- Department of National Hospital, Alejandro Posadas, Buenos Aires, Argentina
| | - Eusebia Calvillo
- Departments of Anesthesiology & Critical Care Medicine, Johns Hopkins School of Medicine, Baltimore, MD, 21287, USA
| | | | - Karen March
- Clinical Development at Integra Life Sciences, Seattle, WA, USA
| | | | | | - Jorge E Paranhos
- Santa Casa da Misericordia de São João del Rey, Minas Gerais, Brazil
| | - Jose I Suarez
- Departments of Anesthesiology & Critical Care Medicine, Johns Hopkins School of Medicine, Baltimore, MD, 21287, USA
- Departments of Neurology, Johns Hopkins School of Medicine, Baltimore, MD, 21287, USA
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Liasidis P, Benjamin E, Jakob D, Lewis M, Demetriades D. Injury patterns and outcomes in motorcycle passengers. Eur J Trauma Emerg Surg 2023; 49:2447-2457. [PMID: 37367970 DOI: 10.1007/s00068-023-02296-8] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 11/15/2022] [Accepted: 05/29/2023] [Indexed: 06/28/2023]
Abstract
INTRODUCTION Contemporary trauma literature on injuries to motorcycle passengers is scarce. The aim of this study was to examine the injury patterns and outcomes of motorcycle passengers with regard to helmet use. We hypothesized that helmet utilization affects both injury type and outcomes. METHODS The National Trauma Data Bank was queried for all motorcycle passengers who were injured in traffic accidents. Participants were stratified according to helmet utilization into helmeted (HM) and nonhelmeted (NHM) groups. Univariate and multivariate analyses were performed to compare the injury patterns and outcomes between the groups. RESULTS A total of 22,855 patients were included for analysis, of which 57.1% (13,049) used helmet. The median age was 41 years (IQR 26-51), 81% were female, and 16% of patients required urgent operation. NHM had higher risk of major trauma (ISS > 15: 26.8% vs 31.6%, p < 0.001). The most frequently injured body region in NHM was the head (34.6% vs 56.9%, p < 0.001), whereas in HM patients was the lower extremities (65.3% vs 56.7%, p < 0.001). NHM patients were more likely to require admission to the ICU, mechanical ventilation, and had significantly higher mortality rate (3.0% vs 6.3%, p < 0.001). The strongest predictors of mortality were GCS < 9 on admission, hypotension on admission, and severe head injury. Helmet utilization was associated with decreased odds of death (OR 0.636; 95% CI 0.531-0.762; p < 0.001). CONCLUSION Motorcycle collisions can lead to significant injury burden and high mortality in motorcycle passengers. Middle-age females are disproportionally affected. Traumatic brain injury is the leading cause of death. Helmet use is associated with decreased risk of head injury and death.
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Affiliation(s)
- Panagiotis Liasidis
- Division of Trauma and Surgical Critical Care, Department of Surgery, Los Angeles County and University of Southern California Medical Center, University of Southern California, Los Angeles, CA, USA
| | - Elizabeth Benjamin
- Division of Trauma and Surgical Critical Care, Department of Surgery, Los Angeles County and University of Southern California Medical Center, University of Southern California, Los Angeles, CA, USA.
- Department of Surgery, Emory University, Grady Memorial Hospital, Glenn Memorial Building, 3rd Flr, 69 Jesse Hills Jr Dr SE, Atlanta, GA, 30303, USA.
| | - Dominik Jakob
- Division of Trauma and Surgical Critical Care, Department of Surgery, Los Angeles County and University of Southern California Medical Center, University of Southern California, Los Angeles, CA, USA
| | - Meghan Lewis
- Division of Trauma and Surgical Critical Care, Department of Surgery, Los Angeles County and University of Southern California Medical Center, University of Southern California, Los Angeles, CA, USA
| | - Demetrios Demetriades
- Division of Trauma and Surgical Critical Care, Department of Surgery, Los Angeles County and University of Southern California Medical Center, University of Southern California, Los Angeles, CA, USA
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Allen B, McDermott R, Clark J, Daubs G, Vashon T, Elliott I, Daubs M, Maitra S. Traumatic spinal injury patterns of on vs. off-road motorcycle crashes. Traffic Inj Prev 2023; 25:85-90. [PMID: 37768949 DOI: 10.1080/15389588.2023.2259530] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Grants] [Track Full Text] [Subscribe] [Scholar Register] [Received: 12/06/2022] [Accepted: 09/12/2023] [Indexed: 09/30/2023]
Abstract
OBJECTIVE Two wheel motorized vehicles used in both street transportation and recreation are a common cause of severe injury in the United States (US). To date, there has been limited data describing the spinal injury patterns among these motorcycle injury patients in the US. The goal of this study is to characterize and compare differences in specific injury patterns of patients sustaining traumatic spinal injuries after motocross (off-road) and street bike (on-road) collisions in the southwestern US at a Level I Trauma Center. METHODS Trauma registry data was queried for patients sustaining a spinal injury after motorcycle collision from 2010 to 2019 at a single Level I Trauma Center. Computed tomography (CT) scan and magnetic imaging resonance imaging (MRI) reports from initial trauma evaluation were reviewed and data was manually obtained regarding injury morphology and location. RESULTS A total of 1798 injuries were identified in 549 patients who sustained a motorcycle collision, specifically 67 off-road and 482 on-road motorcycle patients. Off-road motorcycle patients were found to be significantly younger (34.75 vs. 42.66, p = 0.00015). A total of 46.2% of the off-road injuries were determined to be from compression mechanisms, compared to 32.9% in the on-road cohort (p = 0.0027). The on-road cohort was more likely to have an injury classified as insignificant, such as transverse and spinous process fractures (60.1% vs. 42.5%, p = 00.25). There was no significant difference in regards to junctional, mobile, and semirigid spine segments between the two cohorts. CONCLUSIONS Different fracture patterns were seen between the off-road and on-road motorcycle cohorts. Off road motorcyclists experienced significantly more compression and translational injuries, while on road motorcyclists experienced more frequent insignificant injury patterns. Data on the different fracture patterns may help professionals develop safety equipment for motorcyclists.
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Affiliation(s)
- Brett Allen
- Department of Orthopaedics, Kirk Kerkorian School of Medicine at UNLV, Las Vegas, Nevada
| | - Ryland McDermott
- Department of Orthopaedics, Kirk Kerkorian School of Medicine at UNLV, Las Vegas, Nevada
| | - James Clark
- Department of Orthopaedics, Kirk Kerkorian School of Medicine at UNLV, Las Vegas, Nevada
| | - Gregory Daubs
- Department of Orthopaedics, Kirk Kerkorian School of Medicine at UNLV, Las Vegas, Nevada
| | - Toure Vashon
- Department of Orthopaedics, Kirk Kerkorian School of Medicine at UNLV, Las Vegas, Nevada
| | - Iain Elliott
- Department of Orthopaedics, Kirk Kerkorian School of Medicine at UNLV, Las Vegas, Nevada
| | - Michael Daubs
- Department of Orthopaedics, Kirk Kerkorian School of Medicine at UNLV, Las Vegas, Nevada
| | - Sukanta Maitra
- Department of Orthopaedics, Kirk Kerkorian School of Medicine at UNLV, Las Vegas, Nevada
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Öztan G, Atak M, Boylu FB, İşsever T, İşsever H. Perceived levels of corporate support, colleague support and anxiety in motor courier employees. Traffic Inj Prev 2023; 25:41-48. [PMID: 37782291 DOI: 10.1080/15389588.2023.2260912] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 03/20/2023] [Accepted: 09/15/2023] [Indexed: 10/03/2023]
Abstract
OBJECTIVE The use of motorcycles in commercial transportation is increasing due to its comfortable use in congested traffic conditions and the ease of parking on narrow streets. Motorcycle couriers are among the important members of the delivery industry. The race against time and delivering on time bring along many problems. This study aims to examine the relationships between perceived organizational support, colleague value and stress in motor courier employees. METHOD Within the scope of the study, 151 motorcycle couriers working in the delivery sector were selected. The study was carried out in the period of June-November 2022. In addition to 15 questions including demographic characteristics with the one-to-one interview method, Spielberger's State and Trait Anxiety Scale, The Perceived Organizational Support Scale and The Coworker Support Scale were applied with the one-to-one interview method. RESULTS The average age of the 151 couriers included in the study was 29.10 ± 7.01; the working year was 3.26 ± 3.39; the average number of daily trips was 36.47 ± 17.37; the average delivery time was 16.54 ± 10.10 in minutes (median 15); and the average weight of the cargo was 4.94 ± 5.51 (kg) (median: 3.50). The prevalence of occupational accidents in the last year has been 43.3% (n = 61). Examining the causes of the prevalence of accident among the study population, it was found that motorcycle overturning was 20 (32.8%); vehicle hitting the motorcycle was 26 (42.6%); motorcycle hitting the vehicle was 15 (24.6%). When the factors affecting the perceived organizational support were examined, it was found that those with a colleague social support score above 18 were more likely to have an organizational perception score above 80 (95% CI 1.001-4.843) with a rate of [OR] = 2.20 times higher, and those with a status anxiety score above 40 were more likely to have an organizational perception score over 80 with a rate of [OR] = 2.49 times higher (95% CI: 1.156-5.364). In addition, it was seen that the probability of having an organizational perception score above 80 was [OR] = 0.42 times higher (95%CI: 0.200-0.889) in participants who had a work accident. CONCLUSIONS The intense pace of work and the pressure of fast delivery increase couriers' state and trait concerns. Developing policies to improve the psychosocial working environment for a more decent and healthier working environment that improves the mental health and well-being of couriers is recommended. Commercial food ordering platforms must treat driver safety as important when determining delivery times.
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Affiliation(s)
- Gözde Öztan
- Faculty of Medicine, Department of Medical Biology, Istanbul University, Istanbul, Türkiye
| | - Muhammed Atak
- Faculty of Medicine, Department of Public Health, Istanbul University, Istanbul, Türkiye
| | - Fatma Betül Boylu
- Faculty of Medicine, Department of Public Health, Istanbul University, Istanbul, Türkiye
| | - Tuğçe İşsever
- Department of Project Management, TUSEB- Health Institute of Türkiye, Istanbul, Türkiye
| | - Halim İşsever
- Faculty of Medicine, Department of Public Health, Istanbul University, Istanbul, Türkiye
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Hu L, Song Y, Wang F, Lin M. Exploring the differences in rider injury severity in vehicle-two-wheelers accidents with dissimilar fault parties. Traffic Inj Prev 2023; 25:78-84. [PMID: 37722821 DOI: 10.1080/15389588.2023.2255332] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Grants] [Track Full Text] [Subscribe] [Scholar Register] [Received: 12/02/2022] [Accepted: 08/31/2023] [Indexed: 09/20/2023]
Abstract
Objective: The division of responsibility in vehicle-two-wheelers accidents reflects the extent to which different fault parties contributed to the occurrence of the accident, with significant differences in the injuries sustained by the riders in accidents where diverse parties were primarily responsible. We want to explore the difference in the severity of injury of riders in different fault parties of accidents so that we can make targeted protection improvements.Methods: In this study, three generalized ordered logit models were established for the total sample (n = 1204), the sample with drivers as the primary fault party (n = 607), and the sample with riders as the primary fault party (n = 597), respectively, to explore the differential impact factors on rider injury severity in vehicle-two-wheelers accidents involving different fault parties. Inter-group difference tests were conducted on the mean rider injury severity caused by differential factors in different accidents. Combining the impact effect trends and mean differences in the model, the differences in rider injury severity in accidents involving different fault parties were analyzed from the standpoints of human, vehicle, and road factors.Results: It was found that the effects of curve on injury severity was sheerly opposite in accidents with different fault parties and that factors, such as visual obstruction, road surface condition, gender, and helmet wearing differed in their effects on rider injury severity under different fault parties accidents. This reveals the driving tendencies and states of both parties in different environments.Conclusion: Based on the differential impact factor analysis and rider injury characteristics in accidents involving different fault parties, suggestions for improvement were made from the perspectives of road facilities, and safety awareness of drivers and riders, which are beneficial for improving rider safety and providing a theoretical reference for future regulations on liability allocation.
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Affiliation(s)
- Lin Hu
- School of Automotive and Mechanical Engineering, Changsha University of Science and Technology, Changsha, China
- Hunan Province Key Laboratory of Safety Design and Reliability Technology for Engineering Vehicle, Changsha University of Science and Technology, Changsha, China
| | - Yahao Song
- School of Automotive and Mechanical Engineering, Changsha University of Science and Technology, Changsha, China
- Hunan Province Key Laboratory of Safety Design and Reliability Technology for Engineering Vehicle, Changsha University of Science and Technology, Changsha, China
| | - Fang Wang
- School of Automotive and Mechanical Engineering, Changsha University of Science and Technology, Changsha, China
- Hunan Province Key Laboratory of Safety Design and Reliability Technology for Engineering Vehicle, Changsha University of Science and Technology, Changsha, China
| | - Miao Lin
- Traffic Accident Research, Institute of Vehicle Safety and Identification Technology, China Automobile Technology Research Center, Beijing, China
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Ferretti P, Fusari E, Alessandri G, Freddi M, Francia D. Stress-Based Lattice Structure Design for a Motorbike Application. F1000Res 2023; 11:1162. [PMID: 38249119 PMCID: PMC10799230 DOI: 10.12688/f1000research.125184.2] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Figures] [Journal Information] [Submit a Manuscript] [Subscribe] [Scholar Register] [Accepted: 11/16/2023] [Indexed: 01/23/2024] Open
Abstract
Background The "drive by wire" mechanism for managing the throttle is not applied to every modern motorcycle, but it is often managed through a steel wire. Here, there is a cam on the throttle control. Its shape allows the throttle opening to be faster or slower and its angle of rotation, required for full opening, to be greater or less. The maximum angle a rider's wrist can withstand depends on numerous musculoskeletal mobility factors, often limited by falls or surgery. Methods Using a Progrip knob with interchangeable cams allows the customization of a special cam profile, to ensure the best engine response to throttle rotation and ergonomics for the rider. The use of FEA software and lattice structures, allows to realize a lightweight and efficient design, targeted for fabrication with additive manufacturing technologies. Results The cam was manufactured by exploiting MSLA technology. Finally, a dimensional inspection procedure was performed before assembly. The main result is to have obtained a lighter and cheaper component than the original. Conclusions This study has allowed the design of a mechanical component consisting of innovative shape, light weight, and ergonomics. Furthermore, it demonstrates the effectiveness in the use of lattice structures to enable weight optimization of a component while minimizing the increase in its compliance.
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Affiliation(s)
- Patrich Ferretti
- Department of Industrial Engineering, University of Bologna, Bologna, Italy, 40136, Italy
| | - Elena Fusari
- Department of Industrial Engineering, University of Bologna, Bologna, Italy, 40136, Italy
| | - Giulia Alessandri
- Department of Industrial Engineering, University of Bologna, Bologna, Italy, 40136, Italy
| | - Marco Freddi
- Department of Industrial Engineering, University of Bologna, Bologna, Italy, 40136, Italy
| | - Daniela Francia
- Department of Industrial Engineering, University of Bologna, Bologna, Italy, 40136, Italy
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de Aquino ÉC, de Morais OL. Uber use after alcohol consumption among car/motorcycle drivers in ten Brazilian capitals. Rev Saude Publica 2023; 57:86. [PMID: 37971180 PMCID: PMC10631747 DOI: 10.11606/s1518-8787.2023057005147] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Journal Information] [Subscribe] [Scholar Register] [Received: 10/17/2022] [Accepted: 06/20/2023] [Indexed: 11/19/2023] Open
Abstract
OBJECTIVE This study aimed to measure the proportion of Uber use instead of drinking and driving in ten Brazilian capitals, in 2019. METHODS A cross-sectional survey was developed in ten Brazilian capitals. Data were collected in agglomeration points (AP) and sobriety checkpoints (SC). Based on responses to a standardized questionnaire, the proportion of drivers who used Uber instead of drinking and driving was measured for total sample of each methodology and stratified by municipality, age group, gender, education level, and type of vehicle. Fisher's exact test was used to make comparisons between the strata. RESULTS A total of 8,864 drivers were interviewed. The most used means of transport to replace driving after drinking alcohol was the Uber system (AP: 54.6%; 95%CI: 51.2-58.0. SC: 58.6%; 95%CI: 55.2-61.9). Most of these users were aged from 18 to 29 years, women, with at least one higher education degree. According to the AP methodology, the highest magnitude of this indicator was found in Vitória (ES) (71.0%; 95%CI: 63.5-77.5), whereas the lowest was observed in Teresina (PI) (33.1%; 95%CI: 22.7-45.5). According to the SC methodology, the highest magnitude of the indicator was also found in Vitória (ES) (78.3%; 95%CI: 68.8-85.5), whereas the lowest was observed in Boa Vista (RR) (36.6%; 95%CI: 26.8-47.7). CONCLUSION In Brazilian capitals, the study showed higher proportions of Uber use instead of drinking and driving. This type of scientific evidence on factors associated with road traffic injuries presents the potential to guide public health interventions.
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Affiliation(s)
- Érika Carvalho de Aquino
- Universidade Federal de GoiásInstituto de Patologia Tropical e Saúde PúblicaDepartamento de EpidemiologiaGoiâniaGOBrasil Universidade Federal de Goiás . Instituto de Patologia Tropical e Saúde Pública . Departamento de Epidemiologia . Goiânia , GO , Brasil
| | - Otaliba Libânio de Morais
- Universidade Federal de GoiásInstituto de Patologia Tropical e Saúde PúblicaDepartamento de EpidemiologiaGoiâniaGOBrasil Universidade Federal de Goiás . Instituto de Patologia Tropical e Saúde Pública . Departamento de Epidemiologia . Goiânia , GO , Brasil
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Muzzammil M, Minhas MS, Yaqoob U, Shah SGM, Jahanzeb S, Qadir A, Fazlani SA, Jabbar S. Introducing the Muzzammil classification for spoke wheel injuries in children to enhance injury assessment and treatment in developing countries. Sci Rep 2023; 13:19252. [PMID: 37935763 PMCID: PMC10630287 DOI: 10.1038/s41598-023-46255-0] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 08/24/2022] [Accepted: 10/30/2023] [Indexed: 11/09/2023] Open
Abstract
Motorbike spoke wheel injuries (SWIs) among children are a notable public health concern, especially in low and middle-income regions. The primary objective of this study is to comprehensively examine the patterns of motorbike spoke wheel injuries (SWIs) in children. Additionally, the study introduces a novel classification system for these injuries. The implementation of this classification system aims to streamline the management of SWIs, making it more efficient and facilitating the development of standardized treatment protocols. This prospective observational study was conducted in the Accident and Emergency Department from January 2019 to 2021. Children < 14 years of age of either gender with foot and ankle injury due to motorbike spoke wheels as passengers and presenting within 3 days were included. The motorbike SWI was assessed for its location and classified by a new classification as Class I, Soft tissue injury without skin loss; Class II, Skin loss of more than 1 cm without underlying tissue involvement; Class III, Skin loss with underlying tissue involvement, this class is further divided on basis of underlying soft-tissue involvement; Class IV: mangled foot/toe. Management plan and outcome were noted. In our study158 children suffering from SWI were registered with a mean age of 6.2 ± 5.4 years, 127 (80.37%) males and 31 (19.62%) females. Class I injury was seen in 18 (11.39%) patients, class II in 69 (43.67%), and class III in 68 (43.03%) patients. Class III injuries were further subcategorized as follows: IIIT (Tendon) injuries, which accounted for 32 cases (20.25%); IIIB (Bone) injuries, with 29 cases (18.35%); and IIINV (Neurovascular) injuries, identified in 7 cases (4.43%). Class IV injuries were observed in 3 (1.8%) children. The flap was needed in 33 (20.88%) patients. There were no complications like flap necrosis or graft rejection. In this current study, a new classification system specific for a motorbike SWI has been introduced along with its application on children presenting at tertiary care hospital's emergency department. The application of the proposed classification will enable universal management guidelines for SWIs, especially in the Ino-Pak region where SWIs are common.
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Affiliation(s)
- Muhammad Muzzammil
- Department of Orthopedics, Sindh Gov. Services Hospital, Karachi, Pakistan.
| | | | - Uzair Yaqoob
- Surgical Department, Dr Ruth K M Pfau Civil Hospital, Karachi, Pakistan
| | | | - Syed Jahanzeb
- Department of Orthopedics, Dr Ruth K M Pfau Civil Hospital, Karachi, Pakistan
| | - Abdul Qadir
- Department of Orthopedics, Dr Ruth K M Pfau Civil Hospital, Karachi, Pakistan
| | | | - Saadia Jabbar
- Jinnah Postgraduate Medical Center, Karachi, Pakistan
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Liu Y, Zhang J, Song HX, Tian QS, Liu L. Fatal motorcycle straddle injury consolidated with traumatic testicular dislocation: A case report. J Forensic Leg Med 2023; 100:102608. [PMID: 37913575 DOI: 10.1016/j.jflm.2023.102608] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 06/17/2023] [Revised: 10/05/2023] [Accepted: 10/21/2023] [Indexed: 11/03/2023]
Abstract
Straddle injuries are those to the perineum region brought on by straddling or riding over something, such as a horse, vehicle, or other object. The motorcycle fuel tank or handlebars are primarily responsible for the typical injury to the perineum area in motorcycle accidents. Motorcycle straddle injury usually manifest as abrasions to the scrotum or penis, and severe cases can cause pelvic fractures or even testicular dislocation. Because these injuries are usually closed with unclear internal damage, diagnosis presents a significant challenge and can easily lead to misdiagnosis. However, pelvic fractures and the bleeding and nerve damage associated with perineal injury are often fatal, and testicular dislocation can also have serious consequences for patients. Therefore, a clear diagnosis and timely treatment are crucial for patients with this type of injury. This article reports the case of a motorcycle rider who died 4 h after a traffic accident with only minor surface injury visible, showing only bruising in the waist and scrotum. A forensic examination revealed multiple fractures throughout the patient's body, with a slightly more severe pelvic fracture and testicular dislocation on the left side in the left inguinal area. This article analyzes the cause of death and related issues in this case, aiming to provide assistance to clinical physicians and forensic practitioners and to emphasize the importance of handling straddle injury in treatment and related investigations to avoid serious consequences.
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Affiliation(s)
- Yong Liu
- Huazhong University of Science and Technology Tongji Medical College Department of Forensic Medicine, Wuhan, Hubei, China
| | - Jie Zhang
- Huazhong University of Science and Technology Tongji Medical College Department of Forensic Medicine, Wuhan, Hubei, China
| | - Hua-Xiong Song
- Huazhong University of Science and Technology Tongji Medical College Department of Forensic Medicine, Wuhan, Hubei, China
| | - Qi-Shuo Tian
- Huazhong University of Science and Technology Tongji Medical College Department of Forensic Medicine, Wuhan, Hubei, China
| | - Liang Liu
- Huazhong University of Science and Technology Tongji Medical College Department of Forensic Medicine, Wuhan, Hubei, China.
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Ngatuvai M, Rosander A, Maka P, Beeton G, Fanfan D, Sen-Crowe B, Newsome K, Elkbuli A. Nationwide Analysis of Motorcycle-Associated Injuries and Fatalities in the United States: Insufficient Prevention Policies or Abandoned Laws? Am Surg 2023; 89:4445-4451. [PMID: 35861293 DOI: 10.1177/00031348221117033] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Indexed: 11/16/2022]
Abstract
BACKGROUND Motorcycle road traffic collisions are a major cause of mortality in the United States. We aimed to analyze the temporal and statewide trends in motorcycle collision fatalities (MCFs) nationwide and their association with state laws regarding motorcycle helmet requirements, lane splitting, speeding, intoxicating driving, and red light cameras. METHODS A retrospective review of United States MCF/capita from 2015 to 2019 was performed using the Fatality Analysis Reporting System database. MCF/capita was defined as a motorcyclist death per 100 000 motorcyclist registrations. Independent-samples t-test and ANOVA were used to determine differences, with significance defined as P < .05. Linear regression analysis and Pearson's correlation were used to further determine associations between variables. RESULTS The majority of fatalities occurred in males (n = 21 354, 91.0%), ages 25-54 (n = 13 728, 58.5%), and Caucasians (n = 19 195, 81.8%). A total of 24 states and DC exhibited positive trends in MCF/capita from 2015 to 2019. There was no significant difference in MCF/capita between states who had mandatory helmet laws for all, partial requirements, and states with no law (63.4 vs 54.3 vs 33.6, P = .360). Among fatalities involving alcohol, a significantly greater number of MCF/capita were found above the legal limit of .08 compared to the group with a blood alcohol concentration of .01-.07 (17.8 vs 4.5, P < .001). CONCLUSION Motorcyclist fatalities continue to pose a public health risk, with 24 states showing an upward trend. Additional interventions and laws are needed to decrease the number of motorcyclist deaths. Further strategy on implementation and enforcement of helmet laws and alcohol consumption may be an essential component.
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Affiliation(s)
- Micah Ngatuvai
- Kiran C. Patel College of Allopathic Medicine, NOVA Southeastern University, Fort Lauderdale, FL, USA
| | - Abigail Rosander
- Arizona College of Osteopathic Medicine, Midwestern University, Glendale, AZ, USA
| | - Piueti Maka
- John A. Burns School of Medicine, Honolulu, HI, USA
| | - George Beeton
- University of North Texas Health Science Center, Fort Worth, TX, USA
| | - Dino Fanfan
- Herbert Wertheim College of Medicine, Florida International University, Miami, FL, USA
| | - Brendon Sen-Crowe
- Kiran C. Patel College of Allopathic Medicine, NOVA Southeastern University, Fort Lauderdale, FL, USA
| | - Kevin Newsome
- Herbert Wertheim College of Medicine, Florida International University, Miami, FL, USA
| | - Adel Elkbuli
- Department of Surgery, Division of Trauma and Surgical Critical Care, Orlando Regional Medical Center, Orlando, FL, USA
- Department of Surgical Education, Orlando Regional Medical Center, Orlando, FL, USA
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Barbo M, Rodič B. Modeling the influence of safety aid market penetration on traffic safety: Case of collision warning system for powered two-wheelers. Accid Anal Prev 2023; 192:107240. [PMID: 37572423 DOI: 10.1016/j.aap.2023.107240] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 02/20/2023] [Revised: 06/10/2023] [Accepted: 07/28/2023] [Indexed: 08/14/2023]
Abstract
Every year, several thousand powered two-wheeler (PTW) i.e., motorcycle, moped and scooter drivers and passengers die in traffic accidents in the EU. Despite the much higher risk of death and injuries for PTW vs. car users, there is a three-fold lack regarding collision warning technologies for PTWs: lack of research, lack of regulation and lack of availability in the market. Many injuries occur in rear-end collisions, when PTW is struck from the rear by another vehicle. In this paper we present a hybrid, multi-method simulation model that allows simulation of various situations in which a vehicle may collide with the rear end of a PTW. We have used this model to estimate the potential impact of market penetration of a novel PTW ESS + RECAS system, named MEBWS (Motorcycle Emergency Braking Warning System), within the EU on the number of traffic accidents and their consequences, which would contribute to the EU "Vision Zero" goal: "reduce road deaths to almost zero by 2050". MEBWS has been developed at the Faculty of Information Studies in Novo mesto and patented. Simulation results using EU traffic accident data show that with 100% market penetration of the MEBWS system in the EU, the total number of PTW rear-end collisions would decrease by 29.50%. This reduction would result in fewer injuries and a decrease in economic crash costs by €43,145,172, according to the standard EU methodology. With the MEBWS system enabled, the number of traffic accidents in the standard rear-end collision emergency braking scenarios Moto, normal drive, Moto, emergency stop and Moto, not moving decreased by 33.15%, 27.76% and 28.76%, respectively. In cases where the collision could not be prevented due to slow response of the following driver or very high relative speed of the vehicles, MEBWS reduced the relative speed at impact, resulting in a reduction of injury severity by up to 11.198%, as estimated by the amount of kinetic energy released at collision.
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Affiliation(s)
- Matej Barbo
- Faculty of Information Studies in Novo mesto, Ljubljanska cesta 31a, p.p. 603, 8000 Novo mesto, Slovenia.
| | - Blaž Rodič
- Faculty of Information Studies in Novo mesto, Ljubljanska cesta 31a, p.p. 603, 8000 Novo mesto, Slovenia.
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Ospina-Mateus H, Quintana Jiménez L, López-Valdés FJ. Analyzing traffic conflicts and the behavior of motorcyclists at unsignalized three-legged and four-legged intersections in Cartagena, Colombia. Accid Anal Prev 2023; 191:107222. [PMID: 37515919 DOI: 10.1016/j.aap.2023.107222] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 03/01/2023] [Revised: 06/14/2023] [Accepted: 07/14/2023] [Indexed: 07/31/2023]
Abstract
INTRODUCTION The global motorcycle market has grown significantly, with over 770 million vehicles estimated to be in use worldwide. Motorcycle-related road traffic deaths in low and middle-income countries (LMICs) like Colombia are concerning, comprising 30% of all reported fatalities. Cartagena has an average of 70 motorcycle-related deaths annually between 2019 and 2022, making it a high-risk area for motorcyclists. OBJECTIVE The study aimed to identify factors associated with motorcyclist safety at unsignalized three-legged and four-legged intersections in Cartagena by observing the behavior of the motorcyclists and the analysis of the potential traffic conflicts. The observational analysis focused on the access of motorcyclists from a secondary road to a main road since it is the behavior offered by the most significant road interaction and the potential risk of traffic conflicts due to crossing. METHODS The observational process was consolidated at ten three-legged intersections and seven four-legged intersections. Thirty-six hours of videos were collected considering different time slots and weekdays randomly distributed during September 2019 and March 2020. The selection of the intersections included different vehicular flows and road safety conditions. The variables considered in the study were: interaction with other road users, motorcyclist behavior, vehicle handling, potential distractors, and safety elements. The study used the Swedish Traffic Conflict Technique to analyze conflict analysis, incorporating the Post Encroachment Time (PET) measurement. The analysis was developed with descriptive and inferential statistical techniques. The collected variables were analyzed individually (frequency analysis), and contrasts were conducted with the PET values. The study evaluated associations between motorcycles and other motorized road actors at intersections about behaviors and crossroads. RESULTS In the Records, 10,281 motorcycle accesses at three and four-Legged Intersections were interactions with other road users, where 2417 and 1903 resulted in potential traffic conflicts, respectively. Average potential conflicts per hour were 115 and 127 at three and four-legged intersections. At the two intersections, the average PET values in motorcycles were between 2.09 and 2.10 s, while in the other motorized road users, it averaged around 2.67 to 2.71 s. In the road conditions, it was identified that intersections with a traffic flow of<10,000 vehicles/day and poor visibility to the left of the intersection lead to more unsafe conditions for motorcyclists. Motorcycle taxi drivers were the user group most frequently involved in traffic conflicts. Actions on the part of motorcyclists, such as risky behaviors, not using helmets, not using turn signals, and not waiting patiently for access, showed a relationship with the potential for traffic conflicts. Finally, turns to the left, particularly the indirect turn to the left on the opposite road, showed a greater risk of traffic conflicts. CONCLUSIONS The study found that motorcycles exhibit more severe traffic conflicts than motorized vehicles at intersections. Infrastructure conditions significantly impact the risk of intersection conflicts. Individual behaviors such as not stopping at intersections and driving recklessly increased the risk of traffic conflicts. The study recommends improving infrastructure such as visibility and signaling and implementing separators to reduce travel speed and traffic conflicts for motorcycles.
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Affiliation(s)
- Holman Ospina-Mateus
- Universidad Tecnológica de Bolívar, Department of Industrial Engineering, Cartagena, Colombia; Pontificia Universidad Javeriana, Department of Industrial Engineering, Carrera 7 # 40-62, Bogotá, Colombia; Universidad Pontificia de Comillas, Instituto de Investigacion Tecnológica (IIT), ICAI Engineering School, c/Alberto Aguilera 25, 28250 Madrid, Spain.
| | - Leonardo Quintana Jiménez
- Pontificia Universidad Javeriana, Department of Industrial Engineering, Carrera 7 # 40-62, Bogotá, Colombia
| | - Francisco J López-Valdés
- Universidad Pontificia de Comillas, Instituto de Investigacion Tecnológica (IIT), ICAI Engineering School, c/Alberto Aguilera 25, 28250 Madrid, Spain
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Adik K, Lamb P, Moran M, Childs D, Francis A, Vinyard CJ. Trends in mandibular fractures in the USA: A 20-year retrospective analysis. Dent Traumatol 2023; 39:425-436. [PMID: 37291803 DOI: 10.1111/edt.12857] [Citation(s) in RCA: 4] [Impact Index Per Article: 4.0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 06/30/2022] [Revised: 05/10/2023] [Accepted: 05/12/2023] [Indexed: 06/10/2023]
Abstract
BACKGROUND/AIM The mandible is one of the most fractured bones in the maxillofacial region. This study analyzes trends in mandibular fracture patterns, demographics, and mechanisms since the early 2000s. MATERIAL AND METHODS Mandibular fractures were reviewed from the 2007, 2011, and 2017 National Trauma Data Bank including 13,142, 17,057, and 20,391 patients by year, respectively. This database contains hundreds of thousands of patients annually and represents the largest trauma registry in the United States. Variables included number of fractures, sex, age, injury mechanism, and fracture location. Mechanism of injury included assault, motor vehicle crash, fall, motorcycle, bicycle, pedestrian, and firearm. Anatomic locations based on ICD-9/10 codes included symphysis, ramus, condyle, condylar process, body, angle, and coronoid process. Frequencies were compared using Chi-square tests of homogeneity with effect sizes estimated using Cramer's V. RESULTS Mandibular fractures represent 2%-2.5% of all traumas reported in the database from 2001 to 2017. The proportion of patients sustaining a single reported mandibular fracture decreased from 82% in 2007 to 63% in 2017. Males consistently experienced 78%-80% of fractures. Eighteen to 54-year-olds experienced the largest percentages of fractures throughout the 21st century, while median age of fracture shifted from 28 to 32 between 2007 and 2017. The most common fracture mechanisms were assault (42% [2001-2005]-37% [2017]), motor vehicle crash (31%-22%) followed by falls (15%-20%). From 2001-2005 to 2017, a decrease was observed in assaults (-5%) and motor vehicle crash (-9%) and an increase in falls (+5%), particularly among elderly females. The mandibular body, condyle, angle, and symphysis represent approximately two-thirds of all fractures without a consistent temporal trend among them. CONCLUSIONS The temporal trends observed can be linked to shifting age demographics nationally that may aid clinicians in diagnosis and inform public safety policies aimed at reducing these injuries, particularly among the growing elderly population.
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Affiliation(s)
- Kevin Adik
- Department of Anatomy and Neurobiology, Northeast Ohio Medical University, Rootstown, Ohio, USA
| | - Patrick Lamb
- Department of Plastic Surgery, Summa Health, Akron, Ohio, USA
| | - Mary Moran
- Department of Trauma, Summa Health, Akron, Ohio, USA
| | - Dylan Childs
- Department of Plastic Surgery, Summa Health, Akron, Ohio, USA
| | - Ashish Francis
- Department of Plastic Surgery, Summa Health, Akron, Ohio, USA
| | - Christopher J Vinyard
- Department of Anatomy and Neurobiology, Northeast Ohio Medical University, Rootstown, Ohio, USA
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Ting YC, Chang PK, Hung PC, Chou CCK, Chi KH, Hsiao TC. Characterizing emission factors and oxidative potential of motorcycle emissions in a real-world tunnel environment. Environ Res 2023; 234:116601. [PMID: 37429395 DOI: 10.1016/j.envres.2023.116601] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 05/08/2023] [Revised: 07/05/2023] [Accepted: 07/07/2023] [Indexed: 07/12/2023]
Abstract
Transportation emissions significantly affect human health, air quality, and climate in urban areas. This study conducted experiments in an urban tunnel in Taipei, Taiwan, to characterize vehicle emissions under real driving conditions, providing emission factors of PM2.5, eBC, CO, and CO2. By applying multiple linear regression, it derives individual emission factors for heavy-duty vehicles (HDVs), light-duty vehicles (LDVs), and motorcycles (MCs). Additionally, the oxidative potential using dithiothreitol assay (OPDTT) was established to understand PM2.5 toxicity. Results showed HDVs dominated PM2.5 and eBC concentrations, while LDVs and MCs influenced CO and CO2 levels. The CO emission factor for transportation inside the tunnel was found to be higher than those in previous studies, likely owing to the increased fraction of MCs, which generally emit higher CO levels. Among the three vehicle types, HDVs exhibited the highest PM2.5 and eBC emission factors, while CO and CO2 levels were relatively higher for LDVs and MCs. The OPDTTm demonstrated that fresh traffic emissions were less toxic than aged aerosols, but higher OPDTTv indicated the impact on human health cannot be ignored. This study updates emission factors for various vehicle types, aiding in accurate assessment of transportation emissions' effects on air quality and human health, and providing a guideline for formulating mitigation strategies.
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Affiliation(s)
- Yu-Chieh Ting
- Graduate Institute of Environmental Engineering, National Taiwan University, Taipei, Taiwan
| | - Po-Kai Chang
- Graduate Institute of Environmental Engineering, National Taiwan University, Taipei, Taiwan
| | - Po-Chang Hung
- Graduate Institute of Environmental Engineering, National Taiwan University, Taipei, Taiwan
| | - Charles C-K Chou
- Research Centre for Environmental Changes, Academia Sinica, Taipei, Taiwan
| | - Kai-Hsien Chi
- Institute of Environmental and Occupational Health Sciences, National Yang Ming Chiao Tung University, Taipei, Taiwan; Colledge of Medicine, National Yang Ming Chiao Tung University, Hsinchu, Taiwan
| | - Ta-Chih Hsiao
- Graduate Institute of Environmental Engineering, National Taiwan University, Taipei, Taiwan; Research Centre for Environmental Changes, Academia Sinica, Taipei, Taiwan.
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Mamede Bezerra MDL, Mendonça Silva M, Machado Santos S. Forecasting of secondary lead recovery from motorcycle batteries in Brazil: a contribution to waste management. Environ Sci Pollut Res Int 2023; 30:106260-106275. [PMID: 37726624 DOI: 10.1007/s11356-023-29789-8] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 02/25/2023] [Accepted: 09/05/2023] [Indexed: 09/21/2023]
Abstract
This study aims to predict the potential for secondary lead recovery from motorcycle batteries in Brazil, since this is considered the second largest category of automobiles in the country. To achieve this objective, a forecasting model based on the ARIMA methodology was applied, with input data taken from Brazilian sectorial platforms. Furthermore, an analysis of the data, of the residuals, autocorrelation tests, as well as Kolmogorov-Smirnov and Dickey-Fuller tests, were performed. The SARIMA model (3,1,0) (2,0,0)12 presented a better adaptation to the behavior of the series. The results showed that the amount of secondary lead obtained based on the forecast model will be 89,972,842.08 million tons between 2021 and 2030 (14 million tons of lead originated only from motorcycle LABs in 2021). These results show a possible insufficiency of the installed capacity to supply the amount of lead to be processed in the country, not to mention the LABs from other vehicles (light and heavy) and other emerging battery technologies from electric vehicles. In addition, an analysis was conducted on the importance of secondary lead for the economy and the dangers of illegal recycling in Brazil. In general, this study contributes to the understanding of the importance of secondary production of lead in Brazil, an important asset for a country that does not have sufficient primary production for its domestic demand. The findings may assist in several alternatives for the proper planning and management of the collection, disposal and recycling of lead, providing the Brazilian government with directions for the development of new policies related to lead recycling.
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Affiliation(s)
| | - Maisa Mendonça Silva
- Universidade Federal de Pernambuco, Caixa Postal 5125, Recife, 52070-970, Brazil
| | - Simone Machado Santos
- Universidade Federal de Pernambuco, Centro Acadêmico do Agreste, Caruaru, 55014-900, Brazil.
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