Motorcycle accidents, rider behaviour, and psychological models

Young Motorcyclists' Behavior Analysis in Pakistan based on Modified Motorcycle Rider Behavior Questionnaire (MRBQ)

In many low- and middle-income countries, including Pakistan, young motorcyclists are overrepresented in crashes, primarily due to risky behaviors. To examine these behaviors, the Motorcycle Rider Behavior Questionnaire (MRBQ) has been modified for young motorcyclists in Pakistan to better capture the unique and culturally relevant behaviors affecting their safety. In addition, the study seeks to identify the factor structure of the MRBQ tailored for young motorcyclists in Pakistan, explore the determinants of self-reported incidents (i.e., crashes, near crashes, and violations), and provide effective policy recommendations to enhance road safety. For this purpose, data are collected from 721 young motorcyclists across Pakistan. In addition, exploratory factor analysis was conducted to determine the underlying factor structure of the adapted MRBQ, while a multivariate binary probit model was employed to assess the determinants of self-reported incidents. The findings reveal a five-factor solution comprising safety violations, speeding violations, traffic errors, stunts, and control errors, which differ from previous studies. Notably, "safety violations" emerge as the most significant factor, highlighting the prevalence of risky behaviors among young motorcyclists in Pakistan. In addition, the study indicates that young motorcyclists with lower levels of education, lack a valid riding license, or ride motorcycles with higher engine capacities and for longer durations are more likely to experience crashes, near crashes, and violations. The MRBQ factors, particularly safety violations, speeding violations, and traffic errors, substantially increase the risk of these incidents among young motorcyclists in Pakistan. These findings highlight the importance of addressing both sociodemographic and MRBQ factors in reducing risky riding behaviors among this vulnerable group. The study also offers several policy recommendations to promote safe behaviors and reduce the risk of crashes and injuries among young motorcyclists in Pakistan and other regions with similar contexts.

A study of motorcycle riders related to speeding behavior in Thailand's Industrial zones

Despite the considerable efforts to address traffic crashes, overspeeding in industrial zones remains a primary cause in Thailand. In order to effectively against this challenge (overspeeding), the deep-rooted factors influencing speeding behaviors, particularly drivers' risky behaviors, must be understood. Thus, this study employs the theory of planned behavior (TPB) and the framework comprising three basic Es (Education, Engineering, and Enforcement) and additional Es (Emergency response), i.e., the 3Es + Es framework, to examine these deep-rooted factors while considering the riders' sociodemographic data. Additionally, we performed structural equation modeling to investigate the factors influencing speeding behaviors, with key findings revealing that Engineering factors significantly account for overspeeding. Conversely, we revealed that attitude, subjective norm, and perceived behavioral control (which are essential TPB components) significantly influence riders' intentions to exhibit safe behavior, resulting in reduced speeding. Additionally, our examination of latent factors based on riders' sociodemographic data revealed that age, marital status, income, riding experience, crash history, and traffic tickets are significant factors that determine speeding habits. Specifically, we observed that single riders and those with less than five years of riding experience were less likely to exhibit safe riding behaviors. Overall, our findings would benefit Thailand's road-safety authorities, as we specifically proposed appropriate policies and empirical guidelines for Thailand's industrial zones, which are prone to high crash rates. This could effectively reduce speeding among motorcycle riders and mitigate traffic crashes.

Accustomed or Regulated: Influencing factors of two-wheeler riders' illegal Lane-Transgressing behavior when overtaking

Illegal lane-transgressing is a typical aberrant riding behavior of riders of two-wheelers, i.e., motorcycles, bicycles, and e-bikes, which is highly frequent in accident reports. However, there is insufficient attention to this behavior at present. This study aims to explore the socio-psychologic factors that influence the illegal lane-transgressing behavior of two-wheeler riders when overtaking. For this purpose, a questionnaire was first composed. The questionnaire included the behavioral intention of two-wheeler riders towards illegal overtaking behavior and five influencing factors: safety knowledge, descriptive norms, injunctive norms, perceived behavior control, and risk perception. Second, a survey was conducted on different two-wheeler riders in Xi'an. Third, various types of two-wheelers were analyzed jointly and separately by structural equation models and analyses of variance. Results show that e-bike riders were more similar to motorcycle riders in behavioral intentions, with their risk perception weaker than other riders. Descriptive norms and perceived behavior control played the most significant roles in the structural equation model. It was also found that two-wheeler riders with a car license had better traffic safety performance. Based on the above results, it is recommended that attention be paid to illegal lane-transgression in the process of law enforcement and education, and a higher level of safety training should be provided for two-wheeler riders.

Project PRIME: road markings for motorcycle casualty reduction (an overview of findings from 2020 to 2022)

Pioneering road markings for motorcyclists, designed as Perceptual Rider Information for Maximising Expertise and Enjoyment (PRIMEs) were installed on approach to demanding bends at 22 trial sites and two comparison sites across the West Highlands of Scotland. The markings provided a series of 'gateways' to encourage safer riding. With 32,213 motorcyclists observed, the following statistically significant results were observed: speed reductions at 10 trial sites; positive changes in lateral position at the final PRIME gateway marking at 15 trial sites and positive changes in lateral position at the apex of the bend at 13 trial sites; reductions in braking at nine trial sites; increases use of PRIME road markings across 18 of the 22 trial sites. No statistically significant effects were observed at the comparison sites. These findings are discussed in relation to the 'Road Safety Framework to 2030' and the 'Safe System' approach to reducing motorcycle casualties.

An Expectancy-Value approach to investigate socio-cognitive determinants of speeding among adolescent powered two-wheeled riders in Vietnam

Speeding increases the likelihood and severity of road traffic crashes, but many riders do not consider speeding as a serious safety issue. By using belief-based variables derived from the Theory of Planned Behaviour (i.e. behavioural beliefs, normative beliefs, and control beliefs), this study investigated the socio-cognitive determinants of speeding intentions among Vietnamese adolescents operating motorized/electrified two-wheelers. 189 adolescent powered two-wheeled riders in Ho Chi Minh City participated in a cross-sectional survey. The results lend clear support to the Expectancy-Value approach since belief-based product factors (e.g. outcome beliefs x outcome evaluations) significantly and independently contributed to the prediction of speeding intentions. Speeding intentions were mostly influenced by behavioural beliefs, followed by normative beliefs and control beliefs, respectively. This study not only proves the Expectancy-Value approach as an appropriate framework for the investigation of speeding intentions but also supports authorities in the formulation and execution of more effective interventions for reducing speeding among adolescent powered two-wheeled riders in Vietnam. Instead of motivation-oriented methods, there is a need for strategies that stimulate the translation of good intentions into the desirable behaviour, and encourage adolescents not to relapse in case they are exposed to risk facilitating circumstances. Yet, besides focussing on person-specific dispositions towards speeding, policy makers are advised to adopt a more broadly encompassing systemic approach with inclusion of safe roads, safe vehicles, improved post-crash care, and shared stakeholder responsibilities.

Strengthening health monitoring: Intention and adoption of Internet of Things-enabled wearable healthcare devices

Objective

Health self-monitoring technologies are gaining popularity worldwide, but they face low adoption rates in emerging countries. There is a deficiency in studies that have applied the value-belief-norm (VBN) model to understand the adoption of IoT-enabled wearable healthcare devices (WHDs). This study investigates the adoption of IoT-enabled WHDs among older adults in China, using the VBN model as a theoretical framework.

Methods

Using a convenience sampling method and a web-based cross-sectional survey method, we collected data from 476 respondents, which we analyzed using partial least squares structural equation modeling using Smart PLS version 3.3.5.

Results

The findings highlight the significance of health values and motivation in shaping personal health beliefs, which, in turn, influence personal norms and awareness of consequences. Particularly, awareness of consequences and attributions of responsibility significantly impact personal norms. Personal and social norms, in turn, strongly affect the intention to adopt IoT-enabled WHDs, ultimately driving their actual adoption.

Conclusion

This research contributes novel insights into the behavioral dynamics surrounding the adoption of IoT-enabled WHDs, providing valuable guidance for marketers and policymakers. Marketers can leverage these insights to develop tailored marketing strategies within the IoT-enabled WHD industry. Additionally, policymakers are urged to prioritize campaigns aimed at enhancing awareness and understanding of self-healthcare monitoring, with a focus on promoting the unique health benefits of IoT-enabled WHDs.

Addressing endogeneity between hazardous actions and motorcyclist injury severity by integrating generalized propensity score approach and instrumental variable model

Motorcyclist hazardous actions (e.g., particularly speed too fast or failing to stop in assured clear distance (ACD)) are commonly identified as risk factors that significantly impact the motorcyclist injury severity. However, endogenous effects resulting from motorcyclist hazardous actions have seldom been considered, which may cause the biased estimates. Specifically, two important sources of endogeneities (i.e., endogeneity arising from observed confounding factors and endogeneity caused by unobserved confounders) tend to yield a biased relationship between hazardous actions and motorcyclist injury severity. To jointly account for two sources of endogeneities and provide more robust estimates, the study tries to assess the effects of speed-too-fast and failing to stop in ACD on motorcyclist injury severity via a hybrid method by integrating the generalized propensity score approach with instrumental variable model. Specifically, we adopt a generalized propensity score matching method to reduce the endogeneity bias arising from observed confounders. Furthermore, the matched data are used to develop an instrumental variable model with random parameters to handle the endogeneity resulting from unobserved confounders and unobserved heterogeneity, which consists of random parameters binary logit models modelling the motorcyclist hazardous actions in the first stage and a random parameters logit model with heterogeneity in means modelling the motorcyclist injury severity in the second stage. The proposed approach is estimated based on Michigan motorcycle crash data from 2015 to 2018. Results suggest that alcohol use leads motorcyclists to engage in speed-too-fast, while alcohol use and signal control cause motorcyclists to be involved in failing to stop in ACD. Middle-aged and elderly motorcyclists, alcohol use, speed too fast, speed limit ≥50 mph, wet surface, and head-on/angle crashes significantly increase the injury severity of motorcyclists. Moreover, failing to stop in ACD produces a random parameter with heterogeneity in means, while intersection increases the mean effects of failing to stop in ACD on motorcyclist minor injury. These findings further provide insights for a better understanding of hazardous actions and motorcyclist injury severity via the impact analysis of various explanatory variables.

Identification of beliefs determining wrong lane riding intentions among Vietnamese adolescent two-wheeled riders: An Expectancy-Value approach

INTRODUCTION

In Vietnam, road traffic crashes are one of the leading causes of death and serious injury in adolescents, especially in the 15-19-year age group. Wrong lane riding (WLR) is seen as the most common risky behavior of adolescent two-wheeled riders. This study (a) tested the expectancy-value model held to underpin the key determinants of behavioral intention (i.e., attitude, subjective norm, perceived behavioral control) as proposed by the Theory of Planned Behavior, and (b) identified appropriate targets for road safety interventions.

METHOD

A cluster random sample of 200 adolescent two-wheeled riders in Ho Chi Minh City participated in a cross-sectional study designed to measure the variables of interest (i.e., behavioral beliefs, normative beliefs, control beliefs, and intention towards wrong lane riding).

RESULTS

The results of hierarchical multiple regression lend clear support for the expectancy-value theory as an approach to model the different belief components behind the key determinants of behavioral intention.

CONCLUSION

Road safety interventions aimed at reducing WLR among Vietnamese adolescent two-wheeled riders would best target both the cognitive and the affective components of attitude, subjective norm, and perceived behavioral control. Interestingly, the sample investigated in this study is rather negatively predisposed toward WLR.

PRACTICAL APPLICATIONS

It is recommended to further strengthen and stabilize these safety-oriented beliefs, and to develop the required implementation intentions to guarantee that the appropriate goal intentions in terms of WLR are translated into action. More research is needed to see whether the commission of WLR can also be explained in function of a reactive pathway, or is exclusively under volitional control.

Prediction of Helmet Use Behavior among Motorcyclists Based on the Theory of Planned Behavior

BACKGROUND

Road traffic injuries (RTIs) are one of the most critical factors that endanger human health. More specifically, head and neck injuries are the main causes of deaths and disabilities among motorcyclists. This study aimed to investigate the predictive factors of helmet use behavior among motorcyclists based on the theory of planned behavior (TPB).

STUDY DESIGN

This study followed the cross-sectional design.

METHODS

This study was conducted on randomly selected 730 motorcyclist employees in Qom, Iran, in 2021. The data collection tool was a self-administered researcher-made questionnaire, including items on demographic characteristics, history of RTIs, and constructs of TPB. Data were analyzed using descriptive summary statistics, analysis of variance, independent samples t test, Pearson correlation coefficient, and structural equation modeling (SEM).

RESULTS

In this study, only 9.8% of the participants reported that they always used a helmet while riding a motorcycle. About 60% reported a history of a motorcycle crash, and 11.5% had a history of head injuries. The direct effect of attitude, subjective norms, and perceived behavioral control on the intention to use a helmet were statistically significant, explaining 59% of the variation in behavioral intention (intention to use a helmet) (R2=0.59). Moreover, perceived behavioral control and behavioral intention had significant effects on helmet use behavior (R2=0.26).

CONCLUSION

The prevalence of helmet use among the studied population was very low. Moreover, TPB was useful in identifying the determinants of behavior and especially behavioral intention of helmet use among motorcyclists.

Willingness and intention to run a red light among motorcyclists

INTRODUCTION

An important issue affecting the safety of riders is running a red light. Many factors can affect this risky behavior including demographic, safety, and meteorological factors.

METHOD

Using two models, the Prototype Willingness Model (PWM) and the Theory of Planned Behavior (TPB), this study examines this behavior. In this study, 853 participants completed an online questionnaire.

RESULTS

The results indicated that older people and those who were married ran the red light less frequently compared with other riders. Additionally, people who rode motorcycles for more hours in a day had greater intentions and willingness to run the red light. People who had prior risky experiences while riding in the past reported running red lights more frequently. When comparing the two models, the PWM predicted a greater level of variance in the red-light running behavior when compared with the TPB. Among the components of the TPB model, the attitude factor was the strongest predictor. Prototype similarity was the strongest predictor of red-light running among the components of the PWM. Finally, it was observed that using a road safety educational (RSE) solution can effectively reduce the rate of red light traffic running among motorcyclists.

A Focus Group Study to Explore Risky Ridership among Young Motorcyclists in Manipal, India

Road crash injuries have emerged as a significant public health issue in many low and middle-income countries in recent years. In India, motorized two-wheelers comprise 70% of the vehicle population and are considered the most vulnerable road users. Road crash injury is common among the young-aged population leading to premature deaths. It is essential to understand risky riding behaviors to develop accurate, evidence-based risk reduction programmes that fit the target population’s characteristics and the intervention setting. The current study aims to improve the understanding of the typical characteristics of motorcycle crashes among young riders in India, primarily focusing on the prevalence and role of risky riding behaviors. Five focus group discussions with eight to ten participants in each group (N = 35) were conducted in Manipal, in the Karnataka state of Southwestern India. A thematic analysis was completed using MAXQDA software to identify, analyze, and report on themes within the data. Speeding, riding under the influence of alcohol, and the poor maintenance of motorcycles were indicated as leading causes of crashes. Furthermore, using mobile phones while riding, violations of the traffic rules, and helmet non-use were identified as other risky behaviors among young riders. Future research can be taken up in other settings for the target population. Generational awareness with the involvement of young riders, government authorities, university officials, and the Regional Transport Office can be initiated. Engaging young riders, government authorities, university officials, and the Regional Transport Office through behavioral interventions such as persuasive communication techniques, an active experimental approach (such as the use of a simulator), and regulating the licensing procedure can reduce the number of road crashes.

Risky motorcycle riding behaviour among young riders in Manipal, India

BACKGROUND

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

METHODS

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

RESULTS

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

CONCLUSION

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

A Multibody System Approach for the Systematic Development of a Closed-Chain Kinematic Model for Two-Wheeled Vehicles

In this investigation, a closed-chain kinematic model for two-wheeled vehicles is devised. The kinematic model developed in this work is general and, therefore, it is suitable for describing the complex geometry of the motion of both bicycles and motorcycles. Since the proposed kinematic model is systematically developed in the paper by employing a sound multibody system approach, which is grounded on the use of a straightforward closed-chain kinematic description, it allows for readily evaluating the effectiveness of two alternative methods to formulate the wheel-road contact constraints. The methods employed for this purpose are a technique based on the geometry of the vector cross-product and a strategy based on a simple surface parameterization of the front wheel. To this end, considering a kinematically driven vehicle system, a comparative analysis is performed to analyze the geometry of the contact between the front wheel of the vehicle and the ground, which represents a fundamental problem in the study of the motion of two-wheeled vehicles in general. Subsequently, an exhaustive and extensive numerical analysis, based on the systematic multibody approach mentioned before, is carried out in this work to study the system kinematics in detail. Furthermore, the orientation of the front assembly, which includes the frontal fork, the handlebars, and the front wheel in a seamless subsystem, is implicitly formulated through the definition of three successive rotations, and this approach is used to propose an explicit formulation of its inherent set of Euler angles. In general, the numerical results developed in the present work compare favorably with those found in the literature about vehicle kinematics and contact geometry.

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

OBJECTIVE

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

METHODS

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

RESULTS

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

CONCLUSIONS

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

Examining risky riding behavior in India using Motorcycle rider behavior questionnaire

Powered two-wheelers (PTW) constitute the most vulnerable type of road user, primarily due to their lack of protection compared to other motorized vehicles, which can lead to a severe accident in the event of crashes. A notable increase in the percentage of PTW accidents resulting in fatalities has raised a serious need for further research in understanding riding behavior. The Motorcycle rider behavior questionnaire (MRBQ) based studies have shown promising results by using MRBQ to relate riding behavior with crash risk. Despite numerous studies using the MRBQ technique and inconsistency in derived inferences across the studies highlighted the need to revise MRBQ and carry out predictive validity for capturing the correct riding behavior of Indian riders. Therefore, this research modified the previously available questionnaire by considering the focus group's opinion, consisting of twenty professional riders, two transportation experts, and two traffic police officers. Additionally, the predictive validity check of MRBQ was carried out using a sample of Indian riders consisting of 392 participants. The exploratory factor analysis of the MRBQ revealed a 32 item version of the questionnaire divided into a four-factor structure (traffic errors, control errors, speed violations, and stunts). The present research highlighted some critical dissimilarities between PTW riders of India and other countries. The low mean score (based on the Likert scale) of the items under the four-factor structure indicated overall a safe PTW rider behavior of Indian riders. Among the four factors, speed violation showed the highest mean score and stunts showed the least mean score indicating frequent and infrequent aberrant ridding behaviors, respectively. A known group construct validity check revealed that gender had a significant and age an insignificant effect on the reporting of aberrant riding behaviors. Furthermore, a negative binomial regression analysis revealed that traffic error had the highest incidence rate ratio, confirming it to be the most significant predictor of crash risk for Indian riders. Finally, the study briefly discussed counter-measure strategies targeting specific riding behavior.

Explaining Sex Differences in Motorcyclist Riding Behavior: An Application of Multi-Group Structural Equation Modeling

Road accidents are caused by humans, vehicles, and road environments. Human attitudes affect behavioral changes and can lead to unsafe riding behavior. The sex of an individual is a key factor that affects their riding behavior. We aimed to use structural equation modeling (SEM) by analyzing the multi-group SEM between men and women and applying the theory of planned behavior (TPB) and the locus of control (LC) theory. The data used in the research were collected from all over Thailand, consisting of 1516 motorcycle riders (903 men and 613 women) aged over 20 years. A self-administered questionnaire was designed for data collection of the riding behavior using the Motorcycle Rider Behavior Questionnaire (MRBQ), including traffic errors, control errors, stunt frequency, and safety equipment. We found that riding behaviors between men and women were significantly different in both theories. For men, TPB showed that the main factors that highly influenced motorcycle riding behavior (MRB) were the attitudes based on health motivation (AHM) and perceived behavior control (PC); for women, AHM produced a stronger effect than in men. However, for the subjective norms (SN) factor, we found no direct effect on MRB, but did find an indirect effect through the attitudes based on severity (ASE) in both sexes. Particularly for women, the indirect influence value of the SN factor was higher. For women, the LC showed that internal factors had more influence than external factors. The same was found for men, but the effect in women was significantly stronger. We found that sex significantly affected the MRB. Therefore, policies must be implemented that address each group specifically as their attitudes and behaviors are different.

Fifty Years of Accident Analysis & Prevention: A Bibliometric and Scientometric Overview

Accident Analysis & Prevention (AA&P) is a leading academic journal established in 1969 that serves as an important scientific communication platform for road safety studies. To celebrate its 50^th anniversary of publishing outstanding and insightful studies, a multi-dimensional statistical and visualized analysis of the AA&P publications between 1969 and 2018 was performed using the Web of Science (WoS) Core Collection database, bibliometrics and mapping-knowledge-domain (MKD) analytical methods, and scientometric tools. It was shown that the annual number of AA&P's publications has grown exponentially and that over the course of its development, AA&P has been a leader in the field of road safety, both in terms of innovation and dissemination. By determining its key source countries and organizations, core authors, highly co-cited published documents, and high burst-strength publications, we showed that AA&P's areas of focus include the "effects of hazard and risk perception on driving behavior", "crash frequency modeling analysis", "intentional driving violations and aberrant driving behavior", "epidemiology, assessment and prevention of road traffic injuries", and "crash-injury severity modeling analysis". Furthermore, the key burst papers that have played an important role in advancing research and guiding AA&P in new directions - particularly those in the fields of crash frequency and crash-injury severity modeling analyses were identified. Finally, a modified Haddon matrix in the era of intelligent, connected and autonomous transportation systems is proposed to provide new insights into the emerging generation of road safety studies.

Development of Self-Assessment Indicators for Motorcycle Riders in Thailand: Application of the Motorcycle Rider Behavior Questionnaire (MRBQ)

The purposes of this research are (1) to create a motorcycle riding behavior measurement model for a Thai population by Motorcycle Rider Behavior Questionnaire (MRBQ) modification with exploratory factor analysis (EFA); (2) to verify the measurement model by second-order confirmatory factor analysis (second-order CFA); and (3) to define the guidelines of the self-assessment report for Thai people in terms of riding motorcycles. Collected data were distributed among four areas: metro-municipalities, municipalities, district municipalities, and non-municipalities from five regions. The sample consisted of 1516 motorcycle riders who were at least 20 years old. Of these riders, 91.4% had motorcycle riding licenses, 84.4% had over five years of experience in motorcycle riding, 75.5% used a motorcycle to go to work/study, and 82.1% used a helmet sometimes. Exploratory factor analysis (EFA) and second-order confirmatory factor analysis (second-order CFA) were used for measurement model creation. The results presented 26 indicators that were confirmed to compose the motorcycle riding behavior of Thai people at a statistical significance level of α = 0.05; these were separated into four factors, namely, traffic error, control error, stunts, and safety equipment. The results of this MRBQ study can inform future study of the motorcycle riding behavior of Thai people.

Understanding motorcyclist-related accidents in Colombia

In 2016, Colombia's position regarding motorcyclist fatalities per 100,000 inhabitants was tenth worldwide and second in South America. In the seven years from 2012-2018, the proportion of deceased and injured motorcyclists among all road users was 50%. To analyse the significant aspects of the accident rate of motorcyclists in Colombia from 2016 to 2018 and estimate cost social value of motorcycle-related deaths. The global numbers of fatalities and injuries were compared to the Colombian context. Descriptive and inferential statistics were conducted to explore the association of fatal trauma and motorcycle accidents. P values and odds ratios were calculated. Bogotá, Cali, and Medellín were the cities with the most accidents. The month, day, time, age of the victims, and climatic conditions had a statistically significant association with the fatal trauma. Most victims were between the ages of 20-29 years. Motorcycles were involved in more than 60% of accidents. The social cost of a life lost in a motorcycle accident was estimated at $2,418 million Colombian pesos (725,400 USD) per year. The establishment of countermeasures for the road safety of vulnerable users should focus on associated causal factors in order to develop strategies to effectively reduce the number of accidents.

An application of the theory of planned behaviour to understand compliance with daytime running headlights law among motorcycle riders

Fatal motorcycle crashes are a persistent problem in Southeast Asia. In many respects, road safety experts have acknowledged conspicuity issue as one of the main causes of such accidents. To mitigate this deficiency, daytime running headlights (DRHs) law has been documented among the widely exercised countermeasures. The present study aimed to explore socio-psychological factors shaping intentions towards use of DRHs among Malaysian motorcyclists, because compliance level with this rule has remained constant since 1996 (80%). For this purpose, a model was constructed through the Theory of Planned Behaviour (TPB) to evaluate factors affecting motorcyclists' intentions towards compliance with DRHs law. A series of statistical analyses were performed to explain the effect of these factors and to predict degree of compliance with this rule. The model applied on a sample of university students (N = 398) demonstrated that the TPB components could significantly predict motorcycle riders' behaviours and degree of compliance with DRHs law. Moreover, it would be of assistance to policy-makers to recognize groups of motorcyclists more likely to cause an increase in traffic accidents. In general, regular educational campaigns were recommended to raise awareness regarding consequences of not using DRHs and also to nurture factors influencing motorcyclists' attitudes towards DRHs.

Smart technology for healthcare: Exploring the antecedents of adoption intention of healthcare wearable technology

Technological advancement and personalized health information has led to an increase in people using and responding to wearable technology in the last decade. These changes are often perceived to be beneficial, providing greater information and insights about health for users, organizations and healthcare and government. However, to date, understanding the antecedents of its adoption is limited. Seeking to address this gap, this cross-sectional study examined what factors influence users’ adoption intention of healthcare wearable technology. We used self-administrated online survey to explore adoption intentions of healthcare wearable devices in 171 adults residing in Hong Kong. We analyzed the data by Partial least squares – structural equation modelling (PLS-SEM). The results reveal that perceived convenience and perceived irreplaceability are key predictors of perceived usefulness, which in turn strengthens users’ adoption intention. Additionally, the results also reveal that health belief is one of the key predictors of adoption intention. This paper contributes to the extant literature by providing understanding of how to strengthen users’ intention to adopt healthcare wearable technology. This includes the strengthening of perceived convenience and perceived irreplaceability to enhance the perceived usefulness, incorporating the extensive communication in the area of healthcare messages, which is useful in strengthening consumers’ adoption intention in healthcare wearable technology.

Patterns of motorcycle helmet use - A naturalistic observation study in Myanmar

Developing countries are subject to increased motorization, particularly in the number of motorcycles. As helmet use is critical to the safety of motorcycle riders, the goal of this study was to identify observable patterns of helmet use, which allow a more accurate assessment of helmet use in developing countries. In a video based observation study, 124,784 motorcycle riders were observed at seven observation sites throughout Myanmar. Recorded videos were coded for helmet use, number of riders on the motorcycle, rider position, gender, and time of day. Generally, motorcycle helmet use in Myanmar was found to be low with only 51.5% percent of riders wearing a helmet. Helmet use was highest for drivers (68.1%) and decreased for every additional passenger. It was lowest for children standing on the floorboard of the motorcycle (11.3%). During the day, helmet use followed a unimodal distribution, with the highest use observed during the late morning and lowest use observed in the early morning and late afternoon. Helmet use varied significantly between observation sites, ranging from 74.8% in Mandalay to 26.9% in Pakokku. In Mandalay, female riders had a higher helmet use than male riders, and helmet use decreased drastically on a national holiday in the city. Helmet use of motorcycle riders in Myanmar follows distinct patterns. Knowledge of these patterns can be used to design more precise helmet use evaluations and guide traffic law policy and police enforcement measures. Video based observation proved to be an efficient tool to collect helmet use data.

The short Persian version of motorcycle riding behavior questionnaire and its interchangeability with the full version

The aim of current study was to develop a valid and reliable short motorcycle riding behavior questionnaire (SMRBQ) and assess its interchangeability with the original 48-item tool. Through a psychometric study in Bukan district of Iran in 2015, the most recent available Persian version of the motorcycle riding behavior questionnaire (MRBQ) was used as a reference to develop its short version, the SMRBQ. The preliminary version was prepared through expert reviews, and its dimension was further reduced through principal component analysis (PCA). An exploratory factor analysis (EFA) was then applied on the remaining items and the final version was developed with 23 items. The validity, consistency, agreement and interchangeability of the SMRBQ were assessed in parallel with the MRBQ using several statistical methods including Kendall’s Tau, intra-class correlation coefficient (ICC), Bland-Altman plot and receiver operating characteristics (ROC) curve analysis. All the 340 participants were males. The mean age of the participants was 30.2 (SD = 9.1). SMRBQ was developed including 23 items. The mean normalized score for the full version was 30.5 (SD = 11.2) and it was 30 (SD = 13.9) for the short version. There was a high correlation between the normalized scores of MRBQ and SMRBQ (Kendall’s Tau = 0.82). The ICC of the interchangeability of the full version and short version scales was as high as 0.92 (95% CI: 90.2–93.5). The scale had adequate internal consistency based on the calculated Cronbach’s alpha which was 0.85 for the scale. Bland-Altman and ROC curve analysis confirmed the interchangeability and criterion validity of the SMRBQ. The Persian version of SMRBQ was found to be a valid, reliable and feasible tool for assessing motorcycle riding behavior in the studied population.

Epidemiology of Traffic Fatalities among Motorcycle Users in East Azerbaijan, Iran

BACKGROUND

The aim of this study was to determine some epidemiological aspects of motorcycle user traffic fatalities including the crash mechanisms and injury patterns in East Azerbaijan, Iran (2006-2016).

METHODS

A total of 1840 motorcycle user mortal cases registered in East Azerbaijan forensic medicine database, in Iran, were analyzed over the time period between March 2006 and March 2016. The distribution and associations of both victim- and crash-related variables such as crash mechanism, types of involved vehicles, types of injuries, and demographic characteristics were investigated. Data were analyzed by Stata v.13 statistical software package.

RESULTS

Of the 9435 RTI deaths, 1840 (19.5%) were motorcycle users of whom 96.5% were male (mean age of 32.3 ± 18.5 years). The majority of accident mechanisms were motorcycle-vehicle crashes (77.8%), followed by rollover (11.8%). Cars were the leading counterpart crash vehicle comprising about 34.8% of the motorcycle user mortalities. Inner city traffic injuries were the reason for 744 (40.7%) of the motorcycle user mortalities. Head trauma was the main cause of death. About 82% of the victims were motorcycle riders and the remainder were pillion passengers. A decreasing trend of fatal traffic accidents was observed over the study period for both the motorcycle user fatalities and other traffic injuries. The percentage of motorcycle mortalities over all traffic mortalities had a decreasing trend over the past nine years from March 2007 to March 2016 reaching a figure as low as 15.2% through the last year of study.

CONCLUSIONS

Motorcycle traffic fatalities, although having a decreasing trend during the last decade with a better slope than most other traffic injuries, remain to be a major public health in north-west of Iran. There is a need for effective interventional programs to reduce the burden of motorcycle fatalities.

Predictive ability of underlying factors of motorcycle rider behavior: an application of logistic quantile regression for bounded outcomes

Background: The human factors are of great importance, especially Motorcycle Rider Behavior Questionnaire (MRBQ) and attention deficit hyperactivity disorder (ADHD) in motorbike riders in road traffic injuries. This study aimed to predict MRBQ score by ADHD score and the underlying predictors by the logistic quantile regression (LQR), as a new strategy.

Methods: In this cross-sectional study, 311 motorbike riders were randomly sampled by a clustering method in Bukan, northwest of Iran. The data were collected by MRBQ and ADHD standard surveys. To assess the relationship at all levels of MRBQ distribution, LQR in 5th, 25th, 50th, 75th and 95th quantiles of MRBQ score was utilized to assess the predictability of ADHDscore and its subscales in addition to the underlying predictors of MRBQ score. To do this, an unadjusted and as well as adjusted 4-step hierarchical modeling was used.

Results: Almost in all quantiles of MRBQ scores, direct and significant relationships were observed between MRBQ score and ADHD score and its subscales (coefficients: 0.02 to 0.10, all P < 0.05). Besides, the driving period (coefficients: -0.58 to -0.95, P < 0.05) and hour driving (coefficients: 0.42 to 0.52, P < 0.05) also came to be the significant predictors of MRBQ score.

Conclusion: ADHD score and driving parameters can be taken into the consideration when planning actions on the motorcycle rider behaviors at all levels of the MRBQ.

Technical attributes, health attribute, consumer attributes and their roles in adoption intention of healthcare wearable technology

PURPOSE

This paper aims to explore factors influencing the healthcare wearable technology adoption intention from perspectives of technical attributes (perceived convenience, perceived irreplaceability, perceived credibility and perceived usefulness), health attribute (health belief) and consumer attributes (consumer innovativeness, conspicuous consumption, informational reference group influence and gender difference).

DESIGN/METHODOLOGY/APPROACH

By integrating technology acceptance model, health belief model, snob effect and conformity and reference group theory, hypotheses and research model are proposed. The empirical investigation (N=436) collects research data through questionnaire.

FINDINGS

Results show that the adoption intention of healthcare wearable technology is influenced by technical attributes, health attribute and consumer attributes simultaneously. For technical attributes, perceived convenience and perceived credibility both positively affect perceived usefulness, and perceived usefulness influences adoption intention. The relation between perceived irreplaceability and perceived usefulness is only supported by males. For health attribute, health belief affects perceived usefulness for females. For consumer attributes, conspicuous consumption and informational reference group influence can significantly moderate the relation between perceived usefulness and adoption intention and the relation between consumer innovativeness and adoption intention respectively. What's more, consumer innovativeness significantly affects adoption intention for males.

ORIGINALITY/VALUE

This paper aims to discuss technical attributes, health attribute and consumer attributes and their roles in the adoption intention of healthcare wearable technology. Findings may provide enlightenment to differentiate product developing and marketing strategies and provide some implications for clinical medicine.

The relationship between Motorcycle Rider Behaviour Questionnaire scores and crashes for riders in Australia

Motorcycle riders are over-represented in road fatalities in Australia. While riders represent 18% of the road users killed each year, motorcycle registrations constitute only 4.5% of the registered vehicle fleet. The Motorcycle Rider Behaviour Questionnaire (MRBQ) was developed with a view toward understanding behaviours likely to be associated with crash risk. These include behaviours that are either intentional (such as violations of road and speed regulations and stunts) or unintentional (such as errors relating to traffic or control of the motorcycle), as well as protective behaviours related to use of safety equipment. The dual aims of the current study were, first, to determine the appropriate structure of a modified version of the MRBQ for use in a representative sample of riders in Australia and, second, to understand which MRBQ factors are associated with crash involvement. A stratified sampling procedure was undertaken to ensure the socio-economic status of local government area, age and gender of the sample was representative of the broader population of riders in New South Wales, Australia. The sample consisted of 470 riders (males=89%). Exploratory factor analysis revealed a 29-item, five factor structure was suitable on the Australian data encompassing traffic errors, speed violations, protective gear, control errors and stunts. Overall, riders reported relatively safe behaviours, with frequent use of protective gear and infrequent aberrant behaviours. However, even though infrequent, violations of speed and errors related to control of the motorcycle increased the odds of near-crash involvement, whilst stunt behaviours were associated with increased odds of crash involvement. Interventions and countermeasures need to target these specific behaviours.

Risk Factors for Motorcycle-related Severe Injuries in a Medium-sized City in China

BACKGROUND

Motorcycle vehicles are frequent in China, especially in the small and medium sized cities. Road traffic collisions involving motorcycles often result in severe injuries. We aimed to identify risk factors for severe injuries in inpatients sustaining motorcycle collisions.

METHODS

Patients with road traffic injuries involving motorcycles who presented to the neurosurgery and orthopedic departments of three major comprehensive hospitals in Shantou city were reviewed from October 2012 to June 2013. Data from 349 patients was investigated. Crash and injury characteristics were documented by interviewing patients, their family members, and their doctors. Binary logistic regression was used to determine risk factors for severe injuries.

RESULTS

There were 253 males (72.49%) and 96 females (27.51%), with a male to female ratio of 2.64:1. The mean age was 38.21±17.32 years. One-hundred and fifty patients were in the severe injury group with a mean injury severity score (ISS) of 15.34±9.13. The simple and multiple logistic model showed that males, lack of safeguards, morning and night hours, non-urban areas, collision of a motorcycle with a cycle, ambulance transportation to hospital, admission to a neurosurgery department, lack of traffic control, unobstructed traffic, and poor visibility were all the risk factors.

CONCLUSIONS

This research highlights some problems: less helmet wearing in motorcyclists and cyclists, rural injuries being more serious than urban ones, and head injuries being the main diagnosis in severe injuries. The result of this research is predictable. If the safety equipment is required to be used, such as helmets, and the traffic environment is improved, such as traffic flow, medical resources to injuries and deaths is seasonable, then traffic safety will be improved and accidents will be reduced.

Predicting Crashes Using Traffic Offences. A Meta-Analysis that Examines Potential Bias between Self-Report and Archival Data

Background

Traffic offences have been considered an important predictor of crash involvement, and have often been used as a proxy safety variable for crashes. However the association between crashes and offences has never been meta-analysed and the population effect size never established. Research is yet to determine the extent to which this relationship may be spuriously inflated through systematic measurement error, with obvious implications for researchers endeavouring to accurately identify salient factors predictive of crashes.

Methodology and Principal Findings

Studies yielding a correlation between crashes and traffic offences were collated and a meta-analysis of 144 effects drawn from 99 road safety studies conducted. Potential impact of factors such as age, time period, crash and offence rates, crash severity and data type, sourced from either self-report surveys or archival records, were considered and discussed. After weighting for sample size, an average correlation of r = .18 was observed over the mean time period of 3.2 years. Evidence emerged suggesting the strength of this correlation is decreasing over time. Stronger correlations between crashes and offences were generally found in studies involving younger drivers. Consistent with common method variance effects, a within country analysis found stronger effect sizes in self-reported data even controlling for crash mean.

Significance

The effectiveness of traffic offences as a proxy for crashes may be limited. Inclusion of elements such as independently validated crash and offence histories or accurate measures of exposure to the road would facilitate a better understanding of the factors that influence crash involvement.

The Driver Behaviour Questionnaire as accident predictor; A methodological re-meta-analysis

INTRODUCTION

The Manchester Driver Behaviour Questionnaire (DBQ) is the most commonly used self-report tool in traffic safety research and applied settings. It has been claimed that the violation factor of this instrument predicts accident involvement, which was supported by a previous meta-analysis. However, that analysis did not test for methodological effects, or include unpublished results.

METHOD

The present study re-analysed studies on prediction of accident involvement from DBQ factors, including lapses, and many unpublished effects. Tests of various types of dissemination bias and common method variance were undertaken.

RESULTS

Outlier analysis showed that some effects were probably not reliable data, but excluding them did not change the results. For correlations between violations and crashes, tendencies for published effects to be larger than unpublished ones and for effects to decrease over time were observed, but were not significant. Also, using the mean of accidents as proxy for effect indicated that studies where effects for violations are not reported have smaller effect sizes. These differences indicate dissemination bias. Studies using self-reported accidents as dependent variables had much larger effects than those using recorded accident data. Also, zero-order correlations were larger than partial correlations controlled for exposure. Similarly, violations/accidents effects were strong only when there was also a strong correlation between accidents and exposure. Overall, the true effect is probably very close to zero (r<.07) for violations versus traffic accident involvement, depending upon which tendencies are controlled for.

CONCLUSIONS

Methodological factors and dissemination bias have inflated the published effect sizes of the DBQ. Strong evidence of various artefactual effects is apparent.

PRACTICAL APPLICATIONS

A greater level of care should be taken if the DBQ continues to be used in traffic safety research. Also, validation of self-reports should be more comprehensive in the future, taking into account the possibility of common method variance.

A quarter of a century of the DBQ: some supplementary notes on its validity with regard to accidents

This article synthesises the latest information on the relationship between the Driver Behaviour Questionnaire (DBQ) and accidents. We show by means of computer simulation that correlations with accidents are necessarily small because accidents are rare events. An updated meta-analysis on the zero-order correlations between the DBQ and self-reported accidents yielded an overall r of .13 (fixed-effect and random-effects models) for violations (57,480 participants; 67 samples) and .09 (fixed-effect and random-effects models) for errors (66,028 participants; 56 samples). An analysis of a previously published DBQ dataset (975 participants) showed that by aggregating across four measurement occasions, the correlation coefficient with self-reported accidents increased from .14 to .24 for violations and from .11 to .19 for errors. Our meta-analysis also showed that DBQ violations (r = .24; 6353 participants; 20 samples) but not DBQ errors (r = - .08; 1086 participants; 16 samples) correlated with recorded vehicle speed. Practitioner Summary: The DBQ is probably the most widely used self-report questionnaire in driver behaviour research. This study shows that DBQ violations and errors correlate moderately with self-reported traffic accidents.

A case study analysis to examine motorcycle crashes in Bogota, Colombia

INTRODUCTION

Contributory factors to motorcycle crashes vary among populations depending on several aspects such as the users' profiles, the composition and density of traffic, and the infrastructure features. A better understanding of local motorcycle crashes can be reached in those places where a comprehensive analysis is performed. This paper presents the results obtained from a case study analysis of 400 police records of accidents involving motorcycles in Bogota.

METHOD

To achieve a deeper level of understanding of how these accidents occur, we propose a systemic approach that uses available crash data. The methodology is inspired by accident prototypical scenarios, a tool for analysis developed in France.

RESULTS

When grouping cases we identified three categories: solo motorcycle accidents, motorcyclist and pedestrian accidents, and accidents involving a motorcycle and another vehicle. Within these categories we undertook in-depth analyses of 32 groups of accidents obtaining valuable information to better comprehend motorcyclists' road crashes in a local context. Recurrent contributory factors in the groups of accidents include: inexperienced motorcyclists, wide urban roads that incite speeding and risky overtaking maneuvers, flowing urban roads that encourage high speed and increased interaction between vehicles, and lack of infrastructure maintenance.

PRACTICAL APPLICATIONS

The results obtained are a valuable asset to define measures that will be conveniently adapted to the group of accident on which we want to act. The methodology exposed in this paper is applicable to the study of road crashes that involve all types of actors, not only the motorcyclists, and in contexts different than those presented in Bogota.

Reasons underlying behaviour of motorcyclists disregarding traffic regulations in urban areas of Indonesia

Over the last decade, motorcycle use has been rapidly increasing in Indonesia as have violations of traffic rules committed by motorcyclists. This study aims to explore the impacts of motorcyclists' attitudes, habits, preferences, and travel patterns on their behaviour in disregarding traffic regulations in three cities in Indonesia. The theory of planned behaviour and structural equation modelling are employed to explore these relationships. Consistent with results from previous studies in developed countries, an individual's beliefs and attitudes, social norms and perceived behaviour control significantly influence behaviour in disregarding traffic rules. Young adults and students are found to be more likely to frequently violate traffic regulations. However, unlike previous findings from developed countries, in Indonesia, males are less likely to disregard traffic rules than females. Overall, pushing the motorcycle through a (very) narrow gap, speeding, driving recklessly, and overtaking on the wrong side are the most frequent traffic violations that make up repetitive violation behaviour among urban motorcyclists in Indonesia. The results highlight the need to revisit Indonesian National Traffic Law traffic violation classification and penalties and separate violations that are likely to cause fatal results, thus requiring tougher law enforcement, from violations that are unlikely to have fatal consequences.

Integrative smoking cessation stage model for chinese students studying in Korea

PURPOSE

The present study aimed at developing an integrative stage model of smoking cessation behavior by combining highly predictable constructs extracted from previously verified health behavior models. The fitness of the hypothetical model was also tested.

METHODS

The study participants were 214 Chinese students studying in Korea, presenting high smoking rates. Perceived severity, benefit, barrier, self-efficacy, and social support were measured using the modified Attitudes-Social Influences-Self Efficacy Questionnaire. Demographic and smoking-related characteristics were also evaluated.

RESULTS

Results showed that the hypothetical model provides a good fit. Significant psychosocial predictors of smoking cessation stage were perceived benefit (p = .050), barrier (p = .003), and social support (p = .003). Among demographic and smoking-related characteristics, gender (p = .030), duration of smoking (p = .010), and previous smoking cessation experience (p = .020) were found to influence smoking cessation stage. In addition, gender, age, number of cigarettes smoked, previous smoking cessation experience, smoking-related symptoms, and smoking cessation education needs were found to influence psychosocial constructs significantly.

CONCLUSION

The significant psychosocial predictors and demographic and smoking-related characteristics defined in the present study appear to be potent and promising predictors of smoking cessation behavior stages for a cohort of Chinese students studying in Korea.

An integrative model of workplace self-protective behavior for Korean nurses

PURPOSE

This study was conducted to develop and test a hypothetical stage model of workplace self-protective behaviors with respect to blood transmitted infections and musculoskeletal injuries for Korean nurses.

METHODS

A nonexperimental, cross-sectional study design was adopted. The study participants were 320 nurses at two Korean university hospitals. Perceived sensitivity, severity, barriers, benefits, self-efficacy, social support, and safety climate were assessed.

RESULTS

Overall, fit indicators showed a good fit for the hypothetical model of self-protective behaviors against blood transmitted infections and musculoskeletal injuries. The significant factors of self-protective behaviors against blood transmitted infections were perceived barriers and social support. The significant factors of self-protective behaviors against musculoskeletal injuries were perceived benefits, barriers, and self-efficacy.

CONCLUSION

Our findings suggest that the significant psychosocial constructs of stages of self-protective behavior are dependent on health problem type. Accordingly, we advise that characteristics of behavior and types of disease and health problem should be given priority when developing intervention programs for particular self-protective health behaviors.

A review of powered-two-wheeler behaviour and safety

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.

The use of self-report exposure measures among novice motorcyclists: appropriateness and best practice recommendations

OBJECTIVES

While self-report methods to collect exposure information have large practical advantages in many research contexts, little research has specifically investigated the reliability and validity of motorcyclists' self-reported exposure. The present study aimed to examine the reliability and validity of different self-report exposure measures and to provide recommendations on best practice self-report riding exposure questions.

METHODS

The reliability and validity of different self-report exposure measures were examined amongst novice motorcyclists through t-tests, Bland Altman plots, coefficients of variation, and correlations.

RESULTS

The most valid and reliable data was provided when riding exposure was asked for the current average week rather than earlier and longer periods, and in units of time rather than distance or number of trips. The greater reliability of riding exposure found amongst commuting and rural riders compared to recreational and metropolitan riders respectively and at the second interview compared to the first suggests that factors such as riding purposes, geographical locations, and riding experience can contribute to measurement error.

CONCLUSIONS

If self-reported odometer readings are used, questions on whether the respondents share their own bike or ride more than one bike, and a built-in process to ensure respondents report the exact odometer reading on their bike are recommended. It is recommended that self-report riding exposure questions ask about the hours of riding for the current average week, and data on riding purposes, locations, and experience are also collected.