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Moss BF, Moss CE, Dervin P, Lawrence T, Jones S, Thomas S. High Riding Prostate: Epidemiology of Genitourinary Injury in Motorcyclists from a UK Register of over 12,000 Victims. Curr Urol 2020; 14:105-112. [PMID: 32774236 PMCID: PMC7390984 DOI: 10.1159/000499251] [Citation(s) in RCA: 2] [Impact Index Per Article: 0.5] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 04/12/2019] [Accepted: 06/19/2019] [Indexed: 11/19/2022] Open
Abstract
BACKGROUND The mechanism of motorcycle accidents (high speeds, pelvis behind fuel tank) may predispose to genitourinary injury (GUI) but the epidemiology is poorly understood. Previous studies have assessed GUI patterns in cyclists, and road traffic accident victims in general, but no study has analyzed GUI patterns in a large cohort of motorcyclists. OBJECTIVES We aimed to better understand patterns of urological injuries among motorcyclists admitted to hospital. We aimed to determine any relationship between pelvic fracture and GUI patterns or severity. METHODS The Trauma Audit Research Network was reviewed to identify motorcyclists admitted between January 2012 and December 2016 (n = 12,374). Cases were divided into riders (n = 11,926) and pillion passengers (n = 448), and the data analyzed to identify urological injuries and their associations. The associations between pelvic fracture and other injury types were tested for significance by one- and two-way χ 2. RESULTS GUI was identified in 6%. Renal trauma was the most common GUI among riders (4%) and pillions (2%). There was no statistically significant relationship between grade of renal trauma and presence of pelvic fracture. Urethral injury occurred in 0.2% of riders and passengers, and bladder injury in 0.4% of riders and 0.7% of pillions. Urethral and bladder injuries were positively associated with pelvic fracture, which was present in 81 and 92%, respectively. Testicular trauma occurred in 0.4% of riders and 0.7% of pillions. Body armor was recorded in 3% of casualties with urological trauma, and 3% overall. CONCLUSIONS A significant proportion of motorcyclists brought to accident and emergency department have GUI, most commonly renal trauma. Pelvic fracture is more common in pillion passengers than riders, and associated with urethral and bladder injuries, but it does not predict severity of renal trauma. External genital injuries are rare, but we recommend examination in the tertiary survey, as consequences of missed injury are severe. Further research is needed to explore protective effects of motorcyclist clothing.
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Affiliation(s)
- Basil F Moss
- Derby Teaching Hospitals NHS Foundation Trust, Department of Urology, Derby, Trauma Audit Research Network, Manchester, UK
| | - Catherine E Moss
- University of Liverpool, Liverpool, Trauma Audit Research Network, Manchester, UK
| | - Patrick Dervin
- University of Nottingham, Nottingham, Trauma Audit Research Network, Manchester, UK
| | - Thomas Lawrence
- University of Manchester, Trauma Audit Research Network, Manchester, UK
| | - Sophie Jones
- University of Manchester, Trauma Audit Research Network, Manchester, UK
| | - Stephen Thomas
- Derby Teaching Hospitals NHS Foundation Trust, Department of Urology, Derby, Trauma Audit Research Network, Manchester, UK
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de Rome L. Could wearing motorcycle protective clothing compromise rider safety in hot weather? ACCIDENT; ANALYSIS AND PREVENTION 2019; 128:240-247. [PMID: 31071655 DOI: 10.1016/j.aap.2019.04.011] [Citation(s) in RCA: 1] [Impact Index Per Article: 0.2] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 07/24/2017] [Revised: 03/09/2019] [Accepted: 04/16/2019] [Indexed: 06/09/2023]
Abstract
UNLABELLED Motorcycle protective clothing (PPE) effectively reduces the risk of injury in crashes, however in hot conditions many motorcyclists ride unprotected. Recent work found available motorcycle PPE to be thermally inefficient in hot weather with potential to cause significant thermal strain under average Australian summer conditions. The current study investigated the potential for the cognitive and psychophysical concomitants of thermal strain to compromise reaction times, mood and fatigue with potential consequences for motorcyclists' safety. METHOD Volunteers wearing motorcycle PPE participated in a 90 min trial (cycling 30 W) in 35 °C, 40%RH with overhead radiant heaters and a fan to simulate wind speed. Heart rate, core and skin temperature were recorded continuously. Reaction time and subjective ratings of thermal sensation and comfort, workload and mood were recorded at baseline, during rest breaks at 25 min intervals and on completion of the trail. Repeated measures analysis assessed each participant's performance against their own baseline. RESULTS Core temperatures increased by 2 °C (p < .0001), skin temperatures (3 °C, (p < .0001) and heart rates (66bpm, p < .0001). Reaction times fluctuated 36 ms 8% (p < .0001) over the trial. Subjective workload increased 68% (p = 0.001) and mood deteriorated 33 points (p < .0001) including feeling less alert (p = <.0001), contented (p = 0.001) and calm (p = 0.0004). Multivariate repeated measures analysis found significant associations between core temperature and workload (p = 0.01), mood (p = 0.001) and reaction time (<.0001). Skin temperature and workload (p = 0.02), mood (p = 0.01) and reaction time (<.0001). Subjective ratings of temperature sensation and wetness discomfort were associated respectively with increased workload (p = 0.0001, p = 0.004), mood change (p < .0001, p = 0.04) and reaction time (p < .0001, p < .0001). CONCLUSIONS The physiological impact of wearing thermally inefficient motorcycle PPE in hot conditions could impair motorcyclists cognitive and psychophysical functioning and, potentially, their riding performance and safety. These outcomes indicate an urgent need for manufacturers to develop motorcycle PPE that is effective and suitable for use, in hot conditions.
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Affiliation(s)
- Liz de Rome
- Deakin University, Locked Bag 20000, 3220 Geelong, Victoria, Australia.
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A Finite Element Investigation into the Impact Performance of an Open-Face Motorcycle Helmet with Ventilation Slots. APPLIED SCIENCES-BASEL 2017. [DOI: 10.3390/app7030279] [Citation(s) in RCA: 6] [Impact Index Per Article: 0.9] [Reference Citation Analysis] [Track Full Text] [Subscribe] [Scholar Register] [Indexed: 11/17/2022]
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Bazargan-Hejazi S, Zamani-Alavijeh F, Shahri P, Yazdani R, Shafiee A. Examining motorcyclists' postcrash impressions: A qualitative study. TRAFFIC INJURY PREVENTION 2016; 17:848-854. [PMID: 27416356 DOI: 10.1080/15389588.2016.1141201] [Citation(s) in RCA: 1] [Impact Index Per Article: 0.1] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 08/17/2014] [Accepted: 01/08/2016] [Indexed: 06/06/2023]
Abstract
OBJECTIVE Motorcycle-related crashes and injuries continue to be of great concern in Iran. This study seeks to explore how motorcyclists' perspectives and impressions of a crash are shaped and influence their future riding behaviors. METHODS This was a qualitative study conducted in 3 major cities in Iran between March 2011 and February 2012. Participants included 31 male motorcyclists, of whom 22 participated in 4 focus groups and 9 in in-depth interviews. Findings were derived through the thematic method of analysis. RESULTS Six delineated themes suggest different factors that influence riders' postcrash impressions. These include (1) opposing reactions from family and peers postcrash; (2) the motorcyclist's perception of his or her ability to handle risky road situations; (3) risk-taking attributes; (4) perceived responsibility in meeting family needs; (5) the severity of the crash-related injury; and (6) elapsed time from the crash experience. CONCLUSIONS Riders' postcrash impressions were formed by the opposing reactions of their family and peers to the crash experience (i.e., the index crash); the personality of riders, including being overconfident and a risk taker; familial obligations; feeling traumatized by the crash; and passage of time. These formed their perceptions, feelings, attitudes, and thoughts about the index crash. These findings are an important step in understanding how perception and attitudes of motorcyclists are shaped and how these influence their future riding behavior. The needs for interventional studies to assess the effectiveness of road safety risk reduction programs aligned with the riders' degree of postcrash impressions are discussed.
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Affiliation(s)
- Shahrzad Bazargan-Hejazi
- a Department of Psychiatry, College of Medicine , Charles R. Drew University of Medicine and Science , Los Angeles , California
- b Department of Psychiatry and Biobehavioral Science , David Geffen School of Medicine at UCLA , Los Angeles , California
| | - Fereshteh Zamani-Alavijeh
- c Department of Public Health , Social Determinants of Health Research Center, Ahvaz Jundishapur University of Medical Sciences , Ahvaz , Iran
- d Department of Health Education , Faculty of Health, Isfahan University of Medical Sciences , Isfahan , Iran
| | - Parvin Shahri
- c Department of Public Health , Social Determinants of Health Research Center, Ahvaz Jundishapur University of Medical Sciences , Ahvaz , Iran
| | - Rezvan Yazdani
- e Shahrekord University of Medical Sciences , Shahrekord , Iran
| | - Amir Shafiee
- f Department of Industrial Engineering , Yazd University , Yazd , Iran
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Allen T, McClure R, Newstead SV, Lenné MG, Hillard P, Symmons M, Day L. Exposure factors of Victoria's active motorcycle fleet related to serious injury crash risk. TRAFFIC INJURY PREVENTION 2016; 17:870-877. [PMID: 26980668 DOI: 10.1080/15389588.2016.1159304] [Citation(s) in RCA: 5] [Impact Index Per Article: 0.6] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 11/17/2015] [Accepted: 02/23/2016] [Indexed: 06/05/2023]
Abstract
OBJECTIVE The purpose of this study was to describe the nature and extent of current powered 2-wheeler (PTW) risk exposures in order to support future efforts to improve safety for this mode of transport. METHODS A cross-sectional analysis of the control arm of a population-based case-control study was conducted. The control sample was selected from 204 sites on public roads within 150 km of the city of Melbourne that were locations of recent serious injury motorcycle crashes. Traffic observations and measurements at each site were sampled for a mean of 2 h on the same type of day (weekday, Saturday, or Sunday) and within 1 h of the crash time. Photographs of passing riders during this observation period recorded data relating to characteristics of PTWs, age of riders, travel speed of PTWs and all vehicles, time gaps between vehicles, visibility, and protective clothing use. RESULTS Motorcycles and scooters represented 0.6% of all traffic (compared with 4% of all vehicle registrations). Riders were significantly more likely to have larger time gaps in front and behind when compared to other vehicles. The average travel speed of motorcycles was not significantly different than the traffic, but a significantly greater proportion were exceeding the speed limit when compared to other vehicles (6 vs. 3%, respectively). The age of registered owners of passing motorcycles was 42 years. Over half of riders were wearing dark clothing with no fluorescent or reflective surfaces. One third of motorcyclists had maximum coverage of motorcycle-specific protective clothing. CONCLUSIONS A very low prevalence of motorcyclists combined with relatively higher rates of larger time gaps to other vehicles around motorcycles may help explain their overrepresentation in injury crashes where another vehicle fails to give way. An increased risk of injury in the event of a crash exists for a small but greater proportion of motorcyclists (compared to other vehicle types) who were exceeding the speed limit. An apparent shift toward older age of the active rider population may be reducing injury crash risk relative to exposure time. There is significant scope to improve the physical conspicuity of motorcyclists and the frequency of motorcycle specific protective clothing use. These results can be used to inform policy development and monitor progress of current and future road safety initiatives.
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Affiliation(s)
- T Allen
- a Monash University Accident Research Centre , Clayton , Victoria , Australia
| | - R McClure
- b Harvard Injury Control Research Center , Harvard School of Public Health , Boston , Massachusetts
| | - S V Newstead
- a Monash University Accident Research Centre , Clayton , Victoria , Australia
| | - M G Lenné
- a Monash University Accident Research Centre , Clayton , Victoria , Australia
| | - P Hillard
- a Monash University Accident Research Centre , Clayton , Victoria , Australia
| | - M Symmons
- c Faculty of Education , Monash University , Melbourne , Victoria , Australia
| | - L Day
- d Monash Injury Research Institute, Monash University , Melbourne , Victoria , Australia
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de Rome L, Fitzharris M, Baldock M, Fernandes R, Ma A, Brown J. The prevalence of crash risk factors in a population-based study of motorcycle riders. Injury 2016; 47:2025-33. [PMID: 27060020 DOI: 10.1016/j.injury.2016.03.033] [Citation(s) in RCA: 8] [Impact Index Per Article: 1.0] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Journal Information] [Submit a Manuscript] [Subscribe] [Scholar Register] [Received: 02/24/2016] [Accepted: 03/25/2016] [Indexed: 02/02/2023]
Abstract
INTRODUCTION Motorcyclists represent an increasing proportion of road traffic casualties but, while factors associated with crashes are readily identifiable, little is known about the prevalence of those risk factors in the motorcycling population. METHOD A stratified random-sampling frame was used to survey the population of registered motorcycles owners in New South Wales (NSW) when they attended motor registry offices. The postal codes in the State database of registered motorcycle were used to stratify the population into quartiles based on socioeconomic characteristics and to determine sample weights. RESULTS Participants (n=506) represented 47% of eligible riders approached. On average participants were aged 43, rode 7h/week and had 17 years of riding experience. Estimates based on multiple ownership rates suggest motorcycle registration numbers exceed the active riding population by approximately 15%. Less than half rode under 101km/week, 25% rode over 300km/week and just 42% rode every day. More rode frequently for leisure (70%) than for commuting (53%) and over half rarely rode in dark (52%) or wet (67%) conditions. Most wore protective clothing - helmets (100%), jackets (82%), pants (56%), boots (57%) and gloves (73%). Those with traffic infringements (32%) were mostly for driving (25%), not riding (10%) offences. In the past year, 13% had one or more motorcycle crashes including minor spills and 76% one or more near-crash experiences. The youngest riders (15-19) reported the highest rates of exposure in kilometres, hours, frequency of riding and commuting. They also reported lower crash involvement (3%) but more near-crashes (80%). CONCLUSIONS This study provides an account of the prevalence of key risk factors across age groups in a population of active motorcycle riders in NSW. Novice riders were represented in all age groups although most novices were under 40 years. These data can be used to guide the development of targeted countermeasures aimed at improving motorcycling safety for riders of different age groups.
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Affiliation(s)
- Liz de Rome
- Neuroscience Research Australia; School of Medical Sciences, University of New South Wales NeuRA, Margaret Ainsworth Building, Barker Street, Randwick, Sydney, NSW 2031, Australia.
| | - Michael Fitzharris
- Regulation and In-depth Crash Investigations, Monash University Accident Research Centre, Australia
| | - Matthew Baldock
- The Centre for Automotive Safety Research, University of Adelaide, Australia
| | | | - Alice Ma
- NSW Centre for Road Safety, Transport for NSW, Australia
| | - Julie Brown
- Neuroscience Research Australia; School of Medical Sciences, University of New South Wales, Australia
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Hughes BP, Anund A, Falkmer T. A comprehensive conceptual framework for road safety strategies. ACCIDENT; ANALYSIS AND PREVENTION 2016; 90:13-28. [PMID: 26890077 DOI: 10.1016/j.aap.2016.01.017] [Citation(s) in RCA: 11] [Impact Index Per Article: 1.4] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 11/09/2015] [Revised: 01/18/2016] [Accepted: 01/29/2016] [Indexed: 06/05/2023]
Abstract
Road safety strategies (generally called Strategic Highway Safety Plans in the USA) provide essential guidance for actions to improve road safety, but often lack a conceptual framework that is comprehensive, systems theory based, and underpinned by evidence from research and practice. This paper aims to incorporate all components, policy tools by which they are changed, and the general interactions between them. A framework of nine mutually interacting components that contribute to crashes and ten generic policy tools which can be applied to reduce the outcomes of these crashes was developed and used to assess 58 road safety strategies from 22 countries across 15 years. The work identifies the policy tools that are most and least widely applied to components, highlighting the potential for improvements to any individual road safety strategy, and the potential strengths and weaknesses of road safety strategies in general. The framework also provides guidance for the development of new road safety strategies, identifying potential consequences of policy tool based measures with regard to exposure and risk, useful for both mobility and safety objectives.
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Affiliation(s)
- B P Hughes
- School of Occupational Therapy and Social Work, Curtin University, Perth, Australia.
| | - A Anund
- Swedish Road and Transport Research Institute, 581 95 Linköping, Sweden; Rehabilitation Medicine, Department of Medicine and Health Sciences (IMH), Faculty of Health Sciences, Linköping University and Pain and Rehabilitation Centre, UHL, County Council, Linköping, Sweden
| | - T Falkmer
- School of Occupational Therapy and Social Work, Curtin University, Perth, Australia; Rehabilitation Medicine, Department of Medicine and Health Sciences (IMH), Faculty of Health Sciences, Linköping University and Pain and Rehabilitation Centre, UHL, County Council, Linköping, Sweden; School of Occupational Therapy, La Trobe University, Melbourne, Australia
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de Rome L, Taylor EA, Croft RJ, Brown J, Fitzharris M, Taylor NAS. Thermal and cardiovascular strain imposed by motorcycle protective clothing under Australian summer conditions. ERGONOMICS 2016; 59:504-513. [PMID: 26280297 DOI: 10.1080/00140139.2015.1082632] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Indexed: 06/04/2023]
Abstract
Motorcycle protective clothing can be uncomfortably hot during summer, and this experiment was designed to evaluate the physiological significance of that burden. Twelve males participated in four, 90-min trials (cycling 30 W) across three environments (25, 30, 35 °C [all 40% relative humidity]). Clothing was modified between full and minimal injury protection. Both ensembles were tested at 25 °C, with only the more protective ensemble investigated at 30 and 35 °C. At 35 °C, auditory canal temperature rose at 0.02 °C min(-1) (SD 0.005), deviating from all other trials (p < 0.05). The thresholds for moderate (>38.5 °C) and profound hyperthermia (>40.0 °C) were predicted to occur within 105 min (SD 20.6) and 180 min (SD 33.0), respectively. Profound hyperthermia might eventuate in ~10 h at 30 °C, but should not occur at 25 °C. These outcomes demonstrate a need to enhance the heat dissipation capabilities of motorcycle clothing designed for summer use in hot climates, but without compromising impact protection. Practitioner's Summary: Motorcycle protective clothing can be uncomfortably hot during summer. This experiment was designed to evaluate the physiological significance of this burden across climatic states. In the heat, moderate (>38.5 °C) and profound hyperthermia (>40.0 °C) were predicted to occur within 105 and 180 min, respectively.
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Affiliation(s)
- Liz de Rome
- a Neuroscience Research Australia , Sydney , Australia
| | - Elizabeth A Taylor
- b Centre for Human and Applied Physiology, School of Medicine , University of Wollongong , Wollongong , Australia
| | - Rodney J Croft
- c School of Psychology , University of Wollongong , Wollongong , Australia
| | - Julie Brown
- a Neuroscience Research Australia , Sydney , Australia
| | - Michael Fitzharris
- d Monash Injury Research Institute and Monash University Accident Research Centre , Monash University , Melbourne , Australia
| | - Nigel A S Taylor
- b Centre for Human and Applied Physiology, School of Medicine , University of Wollongong , Wollongong , Australia
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Tavakoli Kashani A, Rabieyan R, Besharati MM. Modeling the effect of operator and passenger characteristics on the fatality risk of motorcycle crashes. J Inj Violence Res 2015; 8:35-42. [PMID: 26420217 PMCID: PMC4729332 DOI: 10.5249/jivr.v8i1.650] [Citation(s) in RCA: 2] [Impact Index Per Article: 0.2] [Reference Citation Analysis] [Abstract] [Track Full Text] [Download PDF] [Journal Information] [Subscribe] [Scholar Register] [Received: 05/12/2014] [Accepted: 02/03/2015] [Indexed: 10/27/2022] Open
Abstract
BACKGROUND In Iran more than 25% of crash fatalities belong to motorcycle operators and passengers in the recent years, from which about 20% are related to passenger fatalities. METHODS The aim of this study was to investigate the motorcycle operator and passenger characteristics as well as other contributory factors that may affect the fatality risk of motorcyclists involved in traffic crashes. To this end, motorcycle crash data between 2009 and 2012 was extracted from Iran traffic crash database and a logistic regression analysis was performed to obtain odds ratio estimates for each of the study variables. RESULTS The fatality risk of motorcyclists has a direct relationship with the number of pillion passengers carried. Results also indicate that the amount of increase in the likelihood of having a fatality in a motorcycles crash is considerably higher when the operator is accompanied by a male passenger of the same age. Furthermore, results showed that if the crash is occurred in the darkness, on curves, in rural areas and on highways, then the crash would be more likely to be fatal. Moreover, the head-on collisions, older operators, unlicensed operators and not using a safety helmet were found to increase the likelihood of a fatality in a motorcycle crash. CONCLUSIONS Preventative measures such as, imposing stricter rules regarding safety helmet usage and confining the number of pillion passengers to one, might be implemented to reduce the fatality risk in motorcycle crashes. In addition, more appropriate infrastructures for penalizing offending motorcyclists could also reduce the frequency of law violations such as not wearing helmet or riding without motorcycle license, which in turn, would result into a reduction in the fatality risk of motorcycle crashes.
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Abstract
Powered-two-wheelers (PTWs) constitute a very vulnerable type of road users. The notable increase in their share in traffic and the high risk of severe accident occurrence raise the need for further research. However, current research on PTW safety is not as extensive as for other road users (passenger cars, etc.). Consequently, the objective of this research is to provide a critical review of research on Power-Two-Wheeler behaviour and safety with regard to data collection, methods of analysis and contributory factors, and discuss the needs for further research. Both macroscopic analyses (accident frequency, accident rates and severity) and microscopic analyses (PTW rider behaviour, interaction with other motorised traffic) are examined and discussed in this paper. The research gaps and the needs for future research are identified, discussed and put in a broad framework. When the interactions between behaviour, accident frequency/rates and severity are co-considered and co-investigated with the various contributory factors (riders, other users, road and traffic environment, vehicles), the accident and injury causes as well as the related solutions are better identified.
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Affiliation(s)
- Athanasios Theofilatos
- a Department of Transportation Planning and Engineering , National Technical University of Athens , GR-15773 , Athens , Greece
| | - George Yannis
- a Department of Transportation Planning and Engineering , National Technical University of Athens , GR-15773 , Athens , Greece
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Roles of motorcycle type and protective clothing in motorcycle crash injuries. Emerg Med Int 2013; 2013:760205. [PMID: 24349787 PMCID: PMC3855950 DOI: 10.1155/2013/760205] [Citation(s) in RCA: 5] [Impact Index Per Article: 0.5] [Reference Citation Analysis] [Abstract] [Track Full Text] [Download PDF] [Journal Information] [Subscribe] [Scholar Register] [Received: 08/02/2013] [Accepted: 10/01/2013] [Indexed: 11/28/2022] Open
Abstract
Background. The aims of this study were to identify subgroups of motorcyclists with a higher accident risk and evaluate the efficiency of protective clothing for preventing injuries. Methods. A 1-year prospective study of motorcycle crashes was conducted beginning in June 2012. Participants were patients involved in motorcycle crashes and admitted to our emergency department. Results. A total of 226 patients were included in the study. In total, 174 patients were involved in crashes with light motorcycles. Patients involved in a motorcycle accident without a helmet had a higher incidence of head and maxillofacial trauma. Motorcycle jackets were not protective for systemic injuries (P > 0.05) or upper extremity fractures (P > 0.05). Motorcycle pants (P > 0.05) and motorcycle shoes (P > 0.05) were not protective against leg and foot fractures. However, motorcycle protective clothes were protective against soft-tissue injuries (P = 0.001). Conclusion. Riders of heavy motorcycles rode more safely than riders of light motorcycles. Light motorcycle riders were the most vulnerable and comprised the largest percentage of motorcyclists. Helmets may be effective for preventing head and facial injuries. Other protective clothes were not effective against fractures or systemic injuries.
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Norris E, Myers L. Determinants of personal protective equipment (PPE) use in UK motorcyclists: exploratory research applying an extended theory of planned behaviour. ACCIDENT; ANALYSIS AND PREVENTION 2013; 60:219-30. [PMID: 24076303 DOI: 10.1016/j.aap.2013.09.002] [Citation(s) in RCA: 8] [Impact Index Per Article: 0.7] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 01/22/2013] [Revised: 08/17/2013] [Accepted: 09/01/2013] [Indexed: 05/05/2023]
Abstract
Despite evident protective value of motorcycle personal protective equipment (PPE), no research has assessed considerations behind its uptake in UK riders. A cross-sectional online questionnaire design was employed, with riders (n=268) recruited from online motorcycle forums. Principal component analysis found four PPE behavioural outcomes. Theoretical factors of intentions, attitudes, injunctive and descriptive subjective norms, risk perceptions, anticipated regret, benefits and habit were also identified for further analysis. High motorcycle jacket, trousers and boots wear, middling high-visibility wear and low non-Personal Protective Equipment wear were found. Greater intentions, anticipated regret and perceived benefits were significantly associated with increased motorcycle jacket, trousers and boots wear, with habit presence and scooter use significantly associated with increased high-visibility wear. Lower intentions, anticipated regret and risk perceptions, being female, not holding a car licence and urban riding were significantly associated with increased non-PPE wear. A need for freedom of choice and mixed attitudes towards PPE use were evident in additional comments. PPE determinants in this sample provide a preliminary basis for future uptake interventions. Larger scale and qualitative research is needed to further investigate relevant constructs.
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Affiliation(s)
- Emma Norris
- School of Social Sciences, Brunel University, UK
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Bazargan-Hejazi S, Zamani-Alavijeh F, Hindman D, Mohamadi E, Bazargan M. How do motorcyclists manage mental tensions of risky riding? BMC Public Health 2013; 13:865. [PMID: 24050539 PMCID: PMC3850570 DOI: 10.1186/1471-2458-13-865] [Citation(s) in RCA: 13] [Impact Index Per Article: 1.2] [Reference Citation Analysis] [Abstract] [MESH Headings] [Grants] [Track Full Text] [Download PDF] [Journal Information] [Subscribe] [Scholar Register] [Received: 01/07/2013] [Accepted: 09/05/2013] [Indexed: 12/03/2022] Open
Abstract
BACKGROUND Road traffic injuries, especially those involving motorcycles, are a particular concern in Iran. We aimed to identify the specific cognitive dissonances and consonances associated with risky riding among Iranian motorcyclists. METHODS This was a grounded theory qualitative study of male motorcyclists who were ≥ 18 and were living in one of the three cities of Tehran, Isfahan and Ahwaz. Thirty four (n = 34) motorcyclists participated in 19 in-depth interviews and 5 focus-groups between January 2007 and February 2008. RESULTS We identified four categories of motorcycle riders each endorsing a unique risk bias they employed to justify their risky ridings. The categories included: (1) Risk Managers who justified risky riding by doubting that it would result in negative outcomes if they are competent riders. (2) Risk Utilizers who justified risky riding as functional and practical that would enable them to handle daily chores and responsibilities more efficiently. (3) Risk Calculators who justified risky riding by believing that it will help them to avoid road crashes. (4) Risk Takers who justified risky riding by arguing that risky riding is thrilling and brings them peer recognition. CONCLUSION Our findings reveal different groups of motorcyclists according to their different rationalizations for risky riding. Road safety advocates can benefit from our findings by matching relevant and appropriate interventions and incentives to these specific groups.
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Affiliation(s)
- Shahrzad Bazargan-Hejazi
- Department of Psychiatry, Charles R. Drew University of Medicine and Science, & David Geffen School of Medicine, University of California, Los Angeles, CA, USA
| | - Fereshteh Zamani-Alavijeh
- Department of Public Health, Social Determinants of Health Research Center, Faculty of Health, Ahvaz Jundishapur University of Medical Sciences, Ahvaz, Iran
| | - David Hindman
- Department of Family Medicine, Charles R. Drew University of Medicine and Science, Los Angeles, CA 90059, USA
| | - Esa Mohamadi
- Department of Nursing, Tarbiat Modarres University, Tehran, Iran
| | - Mohsen Bazargan
- Department of Family Medicine, Charles R. Drew University of Medicine and Science, Los Angeles, CA 90059, USA
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Blackman RA, Haworth NL. Comparison of moped, scooter and motorcycle crash risk and crash severity. ACCIDENT; ANALYSIS AND PREVENTION 2013; 57:1-9. [PMID: 23631933 DOI: 10.1016/j.aap.2013.03.026] [Citation(s) in RCA: 47] [Impact Index Per Article: 4.3] [Reference Citation Analysis] [Abstract] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 10/17/2012] [Revised: 03/11/2013] [Accepted: 03/21/2013] [Indexed: 06/02/2023]
Abstract
The increased popularity of mopeds and motor scooters in Australia and elsewhere in the last decade has contributed substantially to the greater use of powered two-wheelers (PTWs) as a whole. As the exposure of mopeds and scooters has increased, so too has the number of reported crashes involving those PTW types, but there is currently little research comparing the safety of mopeds and, particularly, larger scooters with motorcycles. This study compared the crash risk and crash severity of motorcycles, mopeds and larger scooters in Queensland, Australia. Comprehensive data cleansing was undertaken to separate motorcycles, mopeds and larger scooters in police-reported crash data covering the five years to 30 June 2008. The crash rates of motorcycles (including larger scooters) and mopeds in terms of registered vehicles were similar over this period, although the moped crash rate showed a stronger downward trend. However, the crash rates in terms of distance travelled were nearly four times higher for mopeds than for motorcycles (including larger scooters). More comprehensive distance travelled data is needed to confirm these findings. The overall severity of moped and scooter crashes was significantly lower than motorcycle crashes but an ordered probit regression model showed that crash severity outcomes related to differences in crash characteristics and circumstances, rather than differences between PTW types per se. Greater motorcycle crash severity was associated with higher (>80km/h) speed zones, horizontal curves, weekend, single vehicle and nighttime crashes. Moped crashes were more severe at night and in speed zones of 90km/h or more. Larger scooter crashes were more severe in 70km/h zones (than 60km/h zones) but not in higher speed zones, and less severe on weekends than on weekdays. The findings can be used to inform potential crash and injury countermeasures tailored to users of different PTW types.
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Affiliation(s)
- Ross A Blackman
- Centre for Accident Research and Road Safety - Queensland (CARRS-Q), Queensland University of Technology, 130 Victoria Park Road, Kelvin Grove, 4059 Brisbane, Australia.
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15
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de Rome L, Ivers R, Fitzharris M, Haworth N, Heritier S, Richardson D. Effectiveness of motorcycle protective clothing: riders' health outcomes in the six months following a crash. Injury 2012; 43:2035-45. [PMID: 22192472 DOI: 10.1016/j.injury.2011.10.025] [Citation(s) in RCA: 26] [Impact Index Per Article: 2.2] [Reference Citation Analysis] [Abstract] [Track Full Text] [Journal Information] [Submit a Manuscript] [Subscribe] [Scholar Register] [Received: 04/24/2011] [Revised: 09/29/2011] [Accepted: 10/22/2011] [Indexed: 02/02/2023]
Abstract
BACKGROUND Little is known about the contribution of protective clothing worn in motorcycle crashes to subsequent health-related outcomes, impairment and quality of life. METHODS A prospective cohort of 212 adult motorcyclists were recruited following presentations to hospitals or crash repair services in a defined geographic area in Australia between June 2008 and July 2009. Data was obtained from participant interviews and medical records at baseline, then by mailed survey two and six months post-crash (n=146, 69%). The exposure factor was usage of protective clothing classified as full protection (motorcycle jacket and pants), partial protection (motorcycle jacket) and unprotected (neither). Outcomes of interest included general health status (Short Form SF-36), disability (Health Assessment Questionnaire) treatment and recovery progress, quality of life and return to work in the six months post-crash. Odds ratios (OR) were estimated for categorical outcomes using multiple logistic regression to assess differences in outcomes associated with levels of protection adjusted for potential confounders including age, sex, occupation, speed and type of impact. Non-parametric procedures were used for data that was not normally distributed. RESULTS Compared to unprotected riders, both fully and partially protected riders had fewer days in hospital and reported less pain immediately post-crash; at two months both protection groups were less likely to have disabilities or reductions in physical function. By six months there were no significant differences in disability or physical function between groups, but both protection groups were more likely to be fully recovered and returned to pre-crash work than unprotected riders. Fully protected riders achieved better outcomes than either partially or unprotected riders on most measures. There were few significant differences between the full and partial protection groups although the latter showed greater impairment in physical health two months post-crash. CONCLUSIONS We found strong associations between use of protective clothing and mitigation of the consequences of injury in terms of post-crash health and well-being. Given this evidence it seems likely that the use of protective clothing will confer significant benefits to riders in the event of a crash.
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Affiliation(s)
- L de Rome
- The George Institute for Global Health, The University of Sydney, Australia.
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16
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Vlahogianni EI, Yannis G, Golias JC. Overview of critical risk factors in Power-Two-Wheeler safety. ACCIDENT; ANALYSIS AND PREVENTION 2012; 49:12-22. [PMID: 22579296 DOI: 10.1016/j.aap.2012.04.009] [Citation(s) in RCA: 23] [Impact Index Per Article: 1.9] [Reference Citation Analysis] [Abstract] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 07/05/2011] [Revised: 01/09/2012] [Accepted: 04/12/2012] [Indexed: 05/31/2023]
Abstract
Power-Two-Wheelers (PTWs) constitute a vulnerable class of road users with increased frequency and severity of accidents. The present paper focuses of the PTW accident risk factors and reviews existing literature with regard to the PTW drivers' interactions with the automobile drivers, as well as interactions with infrastructure elements and weather conditions. Several critical risk factors are revealed with different levels of influence to PTW accident likelihood and severity. A broad classification based on the magnitude and the need for further research for each risk factor is proposed. The paper concludes by discussing the importance of dealing with accident configurations, the data quality and availability, methods implemented to model risk and exposure and risk identification which are critical for a thorough understanding of the determinants of PTW safety.
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Affiliation(s)
- Eleni I Vlahogianni
- Department of Transportation Planning and Engineering, School of Civil Engineering, National Technical University of Athens, Greece.
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Papanas N, Trypsianis G, Tiaka EK, Manolakis AC, Katsavaki D, Birka S, Natsiopoulos K, Maltezos E, Papazoglou N. Increased Cardiovascular and Renal Disease but not Reduced Life Expectancy Among Diabetic Participants in the General Northern Greek Population. Angiology 2012; 63:443-447. [DOI: 10.1177/0003319711426423] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [Abstract] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Indexed: 08/30/2023]
Abstract
We compared life expectancy and causes of death based on death certificates of 269 diabetic participants (group A) and 5659 nondiabetic participants (group B) who died from January 1, 1991 to December 31, 2010, in 3 small towns of Northern Greece. Age at death was significantly ( P = .011) higher in group A (77.2 ± 8.7 years) than in group B (75.7 ± 18.9 years). Males with diabetes lived longer with a mean difference of 4.7 (2.8-6.6) years ( P < .001), whereas females without diabetes lived longer, with a mean difference of 2.3 (1.1-5.6) years ( P = .004). Diabetic participants died more frequently of myocardial infarction ( P = .001), chronic renal failure ( P < .001), followed by pneumonia ( P = .010) and hyperosmolar non-ketotic coma ( P < .001). Nondiabetic participants died more frequently of lung cancer ( P < .001), old age ( P < .001), and car accidents ( P = .004). In conclusion, the cardiovascular and renal disease burden among diabetic participants did not reduce life expectancy, especially in men.
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Affiliation(s)
- N. Papanas
- Outpatient Clinic of Obesity, Diabetes and Metabolism, Second Department of Internal Medicine, Democritus University of Thrace, Alexandroupolis, Greece
| | - G. Trypsianis
- Department of Medical Statistics, Medical School, Democritus University of Thrace, Alexandroupolis, Greece
| | - E. K. Tiaka
- Outpatient Clinic of Obesity, Diabetes and Metabolism, Second Department of Internal Medicine, Democritus University of Thrace, Alexandroupolis, Greece
| | - A. C. Manolakis
- Department of Internal Medicine and Gastroenterology, University of Thessaly, Larissa, Greece
| | | | | | | | - E. Maltezos
- Outpatient Clinic of Obesity, Diabetes and Metabolism, Second Department of Internal Medicine, Democritus University of Thrace, Alexandroupolis, Greece
| | - N. Papazoglou
- Diabetes Centre, General Hospital “Papageorgiou,” Thessaloniki, Greece
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