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Zhang Z, Man H, Zhao J, Huang W, Huang C, Jing S, Luo Z, Zhao X, Chen D, He K, Liu H. VOC and IVOC emission features and inventory of motorcycles in China. J Hazard Mater 2024; 469:133928. [PMID: 38447368 DOI: 10.1016/j.jhazmat.2024.133928] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [Track Full Text] [Subscribe] [Scholar Register] [Received: 12/04/2023] [Revised: 02/09/2024] [Accepted: 02/28/2024] [Indexed: 03/08/2024]
Abstract
How did the motorcycle emissions evolve during the economic development in China? To address data gaps, this study firstly measured the volatile organic compound (VOC) and intermediate-volatility organic compound (IVOC) emissions from motorcycles. The results confirmed that the emission control of motorcycles, especially small-displacement motorcycles, significantly lagged behind other gasoline-powered vehicles. For the China IV motorcycles, the average VOC and IVOC emission factors (EFs) were 2.74 and 7.78 times higher than the China V-VI light-duty gasoline vehicles, respectively. The notable high IVOC emissions were attributed to a dual influence from gasoline and lubricating oil. Furthermore, based on the complete EF dataset and economy-related activity data, a county-level emission inventory was developed in China. Motorcycle VOC and IVOC emissions changed from 2536.48 Gg and 197.19 Gg in 2006 to 594.21 Gg and 12.66 Gg in 2020, respectively. The absence of motorcycle IVOC emissions in the existed vehicular inventories led to an underestimation of up to 20%. Across the 15 years, the motorcycle VOC and IVOC emission hotspots were concentrated in the undeveloped regions, with the rural emissions reaching 5.81-10.14 times those of the urban emissions. This study provides the first-hand and close-to-realistic data to support motorcycle emission management and accurate air quality simulations.
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Affiliation(s)
- Zhining Zhang
- State Key Joint Laboratory of ESPC, State Environmental Protection Key Laboratory of Sources and Control of Air Pollution Complex, School of Environment, Tsinghua University, Beijing 100084, China
| | - Hanyang Man
- Fujian Key Laboratory of Pollution Control & Resource Reuse, College of Environmental and Resource Sciences, Fujian Normal University, Fuzhou, 350007, China
| | - Junchao Zhao
- State Key Joint Laboratory of ESPC, State Environmental Protection Key Laboratory of Sources and Control of Air Pollution Complex, School of Environment, Tsinghua University, Beijing 100084, China
| | - Wendong Huang
- Shanghai Motor Vehicle Inspection Certification & Tech Innovation Center Co., Ltd, Shanghai 201805, China
| | - Cheng Huang
- State Environmental Protection Key Laboratory of Formation and Prevention of Urban Air Pollution Complex, Shanghai Academy of Environmental Sciences, Shanghai 200233, China
| | - Shengao Jing
- State Environmental Protection Key Laboratory of Formation and Prevention of Urban Air Pollution Complex, Shanghai Academy of Environmental Sciences, Shanghai 200233, China
| | - Zhenyu Luo
- State Key Joint Laboratory of ESPC, State Environmental Protection Key Laboratory of Sources and Control of Air Pollution Complex, School of Environment, Tsinghua University, Beijing 100084, China
| | - Xinyue Zhao
- State Key Joint Laboratory of ESPC, State Environmental Protection Key Laboratory of Sources and Control of Air Pollution Complex, School of Environment, Tsinghua University, Beijing 100084, China
| | - Dawei Chen
- State Environmental Protection Key Laboratory of Vehicle Emission Control and Simulation, Chinese Research Academy of Environmental Sciences, Beijing 100012, China
| | - Kebin He
- State Key Joint Laboratory of ESPC, State Environmental Protection Key Laboratory of Sources and Control of Air Pollution Complex, School of Environment, Tsinghua University, Beijing 100084, China
| | - Huan Liu
- State Key Joint Laboratory of ESPC, State Environmental Protection Key Laboratory of Sources and Control of Air Pollution Complex, School of Environment, Tsinghua University, Beijing 100084, China.
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Aiash A, Robusté F. Supervised and unsupervised techniques to analyze risk factors associated with motorcycle crash. Eur J Trauma Emerg Surg 2024:10.1007/s00068-024-02521-y. [PMID: 38703212 DOI: 10.1007/s00068-024-02521-y] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 12/09/2023] [Accepted: 03/30/2024] [Indexed: 05/06/2024]
Abstract
PURPOSE Motorcycles are one of the highly used modes of transport in Barcelona, Spain, in particular, and in many different regions, in general. This situation is compromising safety on the road and may be attributed to a potential increase in traffic crashes. Therefore, this study examines several risk factors and their consequential impacts on the level of injury that is resulted in case of a traffic crash. METHODS Two approaches are employed to analyze the risk factors, including a supervised learning technique which is a binary probit model, and an unsupervised technique which is the Kohonen clustering. RESULTS The results for both models show that alcoholism and road in poor condition can indeed increase the probability of having different levels of injuries as reasons for the crash. Elderly users are less likely to be involved in motorcycle crash injuries compared to other age categories, especially the age group that ranges from 25 to 40 years old which has the highest odds. For both techniques, the performance in analyzing the utilized data shows that both approaches can be successfully utilized for this type of dataset. CONCLUSION This study highlights the considerable danger faced by motorcyclists due to various risk factors. It stresses the critical importance of maintaining roads in optimal condition not just for efficient travel but also to enhance motorcyclists' safety. Additionally, the research underscores the significant threat posed by speeding, particularly exceeding speed limits, to motorcyclists' safety, emphasizing the urgent need for more 30 km/h speed limit zones and stricter enforcement of speed regulations. As a result, the research has identified several risk factors that increase the likelihood of severe or fatal injuries among motorcyclists in Barcelona and has suggested certain recommendations to mitigate their impact.
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Affiliation(s)
- Ahmad Aiash
- Civil Engineering School, UPC-BarcelonaTech, Jordi Girona 1-3, 08034, Barcelona, Spain.
| | - Francesc Robusté
- Civil Engineering School, UPC-BarcelonaTech, Jordi Girona 1-3, 08034, Barcelona, Spain
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Allsbrook A, To JQ, Pulido OR, Morgan ME, Perea LL, Shin H, Muller A, Ong A, Butts CA, Braverman MA. Body Mass Index Does Not Predict Injury Pattern or Outcome After Motorcycle Crash. J Surg Res 2024; 296:88-92. [PMID: 38241772 DOI: 10.1016/j.jss.2023.12.010] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 03/01/2023] [Revised: 11/11/2023] [Accepted: 12/17/2023] [Indexed: 01/21/2024]
Abstract
INTRODUCTION The obesity epidemic plagues the United States, affecting approximately 42% of the population. The relationship of obesity with injury severity and outcomes has been poorly studied among motorcycle collisions (MCC). This study aimed to compare injury severity, mortality, injury regions, and hospital and intensive care unit length of stay (LOS) between obese and normal-weight MCC patients. METHODS Trauma registries from three Pennsylvania Level 1 trauma centers were queried for adult MCC patients (January 1, 2016, and December 31, 2020). Obesity was defined as adult patients with body mass index ≥ 30 kg/m2 and normal weight was defined as body mass index < 30 kg/m2 but > 18.5 kg/m2. Demographics and injury characteristics including injury severity score (ISS), abbreviated injury score, mortality, transfusions and LOS were compared. P ≤ 0.05 was considered significant. RESULTS One thousand one hundred sixty-four patients met the inclusion criteria: 40% obese (n = 463) and 60% nonobese (n = 701). Comparison of ISS demonstrated no statistically significant difference between obese and normal-weight patients with median ISS (interquartile range) 9 (5-14) versus 9 (5-14), respectively (P = 0.29). Obese patients were older with median age 45 (32-55) y versus 38 (26-54) y, respectively (P < 0.01). Comorbidities were equally distributed among both groups except for the incidence of hypertension (30 versus 13.8%, P < 0.01) and diabetes (11 versus 4.4%, P < 0.01). There was no statistically significant difference in Trauma Injury Severity Score or abbreviated injury score. Hospital LOS, intensive care unit LOS, and 30-day mortality among both groups were similar. CONCLUSIONS Obese patients experiencing MCC had no differences in distribution of injury, mortality, or injury severity, mortality, injury regions, and hospital compared to normal-weight adults. Our study differs from current data that obese motorcycle drivers may have different injury characteristics and increased LOS.
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Affiliation(s)
- Anthony Allsbrook
- Division of Acute Care Surgical Services, Department of Surgery, St. Luke's University Health Network, Bethlehem, Pennsylvania
| | - Jennifer Q To
- Division of Acute Care Surgical Services, Department of Surgery, St. Luke's University Health Network, Bethlehem, Pennsylvania
| | - Odessa R Pulido
- Department of Surgery, Philadelphia College of Osteopathic Medicine, Philadelphia, Pennsylvania
| | - Madison E Morgan
- Philadelphia College of Osteopathic Medicine, Philadelphia, Pennsylvania
| | - Lindsey L Perea
- Division of Trauma and Acute Care Surgery, Department of Surgery, Penn Medicine Lancaster General Health, Lancaster, Pennsylvania
| | - Hannah Shin
- Department of Surgery, Philadelphia College of Osteopathic Medicine, Philadelphia, Pennsylvania
| | - Alison Muller
- Division of Trauma, Department of Surgery, Acute Care Surgery & Surgical Critical Care, Reading Hospital- Tower Health, West Reading, Pennsylvania
| | - Adrian Ong
- Division of Trauma, Department of Surgery, Acute Care Surgery & Surgical Critical Care, Reading Hospital- Tower Health, West Reading, Pennsylvania
| | - Christopher A Butts
- Division of Trauma, Department of Surgery, Acute Care Surgery & Surgical Critical Care, Reading Hospital- Tower Health, West Reading, Pennsylvania
| | - Maxwell A Braverman
- Division of Acute Care Surgical Services, Department of Surgery, St. Luke's University Health Network, Bethlehem, Pennsylvania.
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Prajongkha P, Kanitpong K. Classifying safe following distance for motorcycles to prevent rear-end collisions. Int J Inj Contr Saf Promot 2024:1-12. [PMID: 38557353 DOI: 10.1080/17457300.2024.2335485] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 09/22/2023] [Accepted: 03/23/2024] [Indexed: 04/04/2024]
Abstract
This study aims to classify motorcycle (MC) following distance based on trajectory traffic data and identify the risks associated with MC following distances to prevent rear-end collisions. A total of 8,223 events of a MC following a vehicle were investigated in Pathum Thani, Thailand, and 41 cases of MC rear-end crashes were analyzed between 2017 and 2021. Time headway (TH), safe stopping distance (SSD) and time to collision (TTC) were applied to the proposed concept to determine safe following distance (SFD). Speed and following distance for actual rear-end crashes were applied to validate SFD. Results showed that the proposed SFD model identified the causes of MC rear-end collision events as mostly due to longitudinal critical area (38 cases, 92.68%), implying insufficient MC rider reaction and decision time for evasive action. The longitudinal warning area had relatively few chances for rear-end collisions to occur, with only 3 cases recorded. VDO clip extracts from MC rear-end crashes illustrated 11 cases (26.83%) of rider fatality. The study findings revealed that the SFD concept can help to prevent MC rear-end collision events by developing reminder systems when the rider reached the following distances of both warning and critical areas.
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Affiliation(s)
- Phanuphong Prajongkha
- Transportation Engineering, School of Engineering and Technology, Asian Institute of Technology, Pathum Thani, Thailand
| | - Kunnawee Kanitpong
- Transportation Engineering, School of Engineering and Technology, Asian Institute of Technology, Pathum Thani, Thailand
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Brockhus LA, Liasidis P, Lewis M, Jakob DA, Demetriades D. Injury patterns and outcomes in motorcycle driver crashes in the United States: The effect of helmet use. Injury 2024; 55:111196. [PMID: 38030451 DOI: 10.1016/j.injury.2023.111196] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Journal Information] [Submit a Manuscript] [Subscribe] [Scholar Register] [Received: 09/28/2023] [Revised: 11/07/2023] [Accepted: 11/08/2023] [Indexed: 12/01/2023]
Abstract
BACKGROUND Motorcycle crashes pose a persistent public health problem with disproportionate rates of severe injuries and mortality. This study aims to analyze injury patterns and outcomes with regard to helmet use. We hypothesized that helmet use is associated with fewer head injuries and does not increase the risk of cervical spine injuries. METHODS The National Trauma Data Bank was queried for all motorcycle driver crashes between 2007-2017. Univariable analysis was used to compare demographics, clinical data, injury patterns using abbreviated injury scale, and outcomes between helmeted motorcycle drivers and non-helmeted motorcycle drivers who were injured in traffic crashes. Independent factors associated with mortality were determined by regression analysis after adjustment for potential confounders. RESULTS A total of 315,258 patients were included for analysis, 66 % of these patients were helmeted. The sample was 92.5 % male and the median age was 41 years. Non-helmeted motorcycle drivers were more likely to sustain severe head trauma (head abbreviated injury scale ≥ 3: 28.5 % vs. 13.3 %, p < 0.001), had higher intensive care unit-admission (38 % vs. 30.2 %, p<0.001), mechanical ventilation (20.1 % vs. 13 %, p<0.001) and overall mortality rates (6.2 % vs. 3.9 %, p<0.001). Cervical spine injuries occurred in 10.6 % of non-helmeted motorcycle drivers and in 9.5 % of helmeted motorcycle drivers (p<0.001). Helmet use was identified as an independent factor associated with lower mortality [OR 0.849 (0.809-0.891), p<0.001]. CONCLUSION Helmet use is protective for severe head injuries and associated with decreased mortality. Helmet use was not associated with increased rates of cervical spine injuries. On the contrary, fewer injuries were observed in helmeted motorcycle drivers. Public health initiatives should be aimed at enforcement of universal helmet laws within the United States and across the world.
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Affiliation(s)
- Lara A Brockhus
- Department of Emergency Medicine, Inselspital, Bern University Hospital, Bern University, Bern, Switzerland
| | - Panagiotis Liasidis
- Division of Trauma and Surgical Critical Care, Department of Surgery, Los Angeles County and University of Southern California Medical Center, University of Southern California, Los Angeles, CA, USA
| | - Meghan Lewis
- Division of Trauma and Surgical Critical Care, Department of Surgery, Los Angeles County and University of Southern California Medical Center, University of Southern California, Los Angeles, CA, USA
| | - Dominik A Jakob
- Department of Emergency Medicine, Inselspital, Bern University Hospital, Bern University, Bern, Switzerland; Division of Trauma and Surgical Critical Care, Department of Surgery, Los Angeles County and University of Southern California Medical Center, University of Southern California, Los Angeles, CA, USA.
| | - Demetrios Demetriades
- Division of Trauma and Surgical Critical Care, Department of Surgery, Los Angeles County and University of Southern California Medical Center, University of Southern California, Los Angeles, CA, USA
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Panumasvivat J, Kitro A, Samakarn Y, Pairojtanachai K, Sirikul W, Promkutkao T, Sapbamrer R. Unveiling the road to safety: Understanding the factors influencing motorcycle accidents among riders in rural Chiang Mai, Thailand. Heliyon 2024; 10:e25698. [PMID: 38352757 PMCID: PMC10862007 DOI: 10.1016/j.heliyon.2024.e25698] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [Track Full Text] [Download PDF] [Figures] [Journal Information] [Subscribe] [Scholar Register] [Received: 06/29/2023] [Revised: 01/17/2024] [Accepted: 01/31/2024] [Indexed: 02/16/2024] Open
Abstract
Background Motorcycle accidents pose a significant threat to traffic safety in Thailand, particularly in rural areas where the severity of these accidents often results in prolonged medical treatment and a reduction in the quality of life of the affected individual. Objectives To investigate the prevalence and the factors associated with motorcycle accidents among motorcycle riders in rural areas in Chiang Mai, Thailand. Method A cross-sectional study was conducted from December 2022 to March 2023 via an anonymous survey in Chiang Mai, Thailand. A total of 308 participants engaged with the survey. The data about background information, motorcycle details, personal protective equipment, risky behaviors, attitude toward riding, and history of motorcycle accidents in the prior six months were collected and analyzed by binary logistic regression. Results Of 308 participants, the mean age was 56 years old (SD = 14.2), females were 56.8 % (N = 175), 51 % had co-morbidity, and 40.6 % were active alcohol drinkers. The prevalence of individuals who experienced a motorcycle accident within the previous six months was 57.1 %. Notably, the most unsafe riding behavior was not wearing a helmet while riding, which had a prevalence of more than 80 % in both the accident and non-accident groups. The study found significant associated factors for motorcycle accidents in rural communities, including the history of alcohol consumption (aOR 1.71, 95 % CI: 1.05,2.79), changing lanes without using turn signals (aOR 1.93, 95 % CI: 1.07,3.48) and those who strongly disagree with the notion that listening to music while riding is dangerous (aOR 2.80, 95 % CI: 1.06, 7.43). Conclusion Over half of motorcycle riders have been in accidents. These findings emphasize the need to enforce drunk-driving and traffic laws. Comprehensive motorcycle rider education and safety training are needed to encourage responsible riding.
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Affiliation(s)
- Jinjuta Panumasvivat
- Department of Community Medicine, Faculty of Medicine, Chiang Mai University, Chiang Mai, 50200, Thailand
- Environmental and Occupational Medicine Excellence Center, Faculty of Medicine, Chiang Mai University, Chiang Mai, 50200, Thailand
| | - Amornphat Kitro
- Department of Community Medicine, Faculty of Medicine, Chiang Mai University, Chiang Mai, 50200, Thailand
- Environmental and Occupational Medicine Excellence Center, Faculty of Medicine, Chiang Mai University, Chiang Mai, 50200, Thailand
| | - Yanisa Samakarn
- Faculty of Medicine, Chiang Mai University, Chiang Mai Province, 50200, Thailand
| | - Kavee Pairojtanachai
- Faculty of Medicine, Chiang Mai University, Chiang Mai Province, 50200, Thailand
| | - Wachiranun Sirikul
- Department of Community Medicine, Faculty of Medicine, Chiang Mai University, Chiang Mai, 50200, Thailand
- Environmental and Occupational Medicine Excellence Center, Faculty of Medicine, Chiang Mai University, Chiang Mai, 50200, Thailand
- Center of Data Analytics and Knowledge Synthesis for Health Care, Chiang Mai University, Chiang Mai, 50200, Thailand
| | - Tharntip Promkutkao
- Department of Community Medicine, Faculty of Medicine, Chiang Mai University, Chiang Mai, 50200, Thailand
| | - Ratana Sapbamrer
- Department of Community Medicine, Faculty of Medicine, Chiang Mai University, Chiang Mai, 50200, Thailand
- Environmental and Occupational Medicine Excellence Center, Faculty of Medicine, Chiang Mai University, Chiang Mai, 50200, Thailand
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Siebert FW, Brambati F, Silva AL, Randrianarisoa J, Perego P. Gender disparities in observed motorcycle helmet use in Madagascar: female motorcyclists behave safer but have lower overall protection. Inj Prev 2024:ip-2023-044995. [PMID: 38307713 DOI: 10.1136/ip-2023-044995] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 06/20/2023] [Accepted: 01/18/2024] [Indexed: 02/04/2024]
Abstract
BACKGROUND Although motorcycle helmets can save lives in case of a crash, no helmet use data are available for many countries. When data is available, it is often only analysed as a global average, preventing targeted road safety education and legislative action. In this study, we conducted a detailed analysis of motorcycle helmet use in the capital of Madagascar. METHODS Using a cross-sectional observational field survey framework, we observed 17 230 individual motorcycles. We systematically recorded motorcycle riders' helmet use, position on the motorcycle, rider numbers and gender. RESULTS We found a general helmet use of 76.1%. Observed drivers had a significantly higher helmet use (84.6%) than passengers (47.7%), and subsequently helmet use per motorcycle decreased significantly when the number of riders per motorcycle increased. Female drivers had significantly higher helmet use than male drivers, and female passengers had significantly higher helmet use than male passengers. That is, on the same position of the motorcycle, female riders behaved safer than male riders. However, since female riders were more often passengers than drivers, their average helmet use was lower than that of male riders overall. Contrary to findings from other countries, motorcycle helmet use did not differ significantly throughout the day but was relatively constant. CONCLUSION Our results show the potential for injury and fatality prevention in Madagascar through increased passenger helmet use. This increase would also proportionally benefit female riders more than male riders. Findings regarding road safety legislation's applied impact, education, enforcement and future research needs are discussed.
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Affiliation(s)
- Felix Wilhelm Siebert
- Department of Technology, Management, and Economics, Technical University of Denmark, Kongens Lyngby, Denmark
| | | | - Ana Luísa Silva
- Centre for African and Development Studies (CEsA), Universidade de Lisboa, Lisboa, Portugal
- ONG Lalana, Antananarivo, Madagascar
| | | | - Paolo Perego
- Università Cattolica del Sacro Cuore, Milano, Italy
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Mimura T, Sunarya WA, Tsuji K, Uchio E, Fukagawa K, Inoue Y, Mizota A. Cleaning effects of eyewashes on ocular surface symptoms caused by air pollution in a single-center, two-arm, nonrandomized trial in Indonesia: first report from Jakarta study. Environ Sci Pollut Res Int 2024; 31:10967-10975. [PMID: 38212562 DOI: 10.1007/s11356-024-31982-2] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 03/13/2023] [Accepted: 01/08/2024] [Indexed: 01/13/2024]
Abstract
PURPOSE Air pollutants, such as Asian sand and particulate matter (PM) 2.5, have become a global concern for causing ocular inflammation and allergic symptoms. This study, as part of an international investigation, examined the effects of eyewashes for ocular damage caused by air pollution in Indonesia. METHODS This was a single-center, patient- and-evaluator-blinded, parallel two-arm, nonrandomized trial. In Jakarta, Indonesia, 30 eyes of 15 car commuters and 30 eyes of 15 motorcycle commuters were recruited from healthy volunteers. After commuting to work, both eyes were washed with a commercial eyewash. Before and after eyewashing, eight items of ocular surface symptoms and four items of rhinitis subjective symptoms were scored using a modified Japanese Allergic Conjunctival Disease Quality-of-Life Questionnaire. RESULTS Five of the 12 subjective symptom scores before eyewashing were higher in motorcycle commuters than in car commuters (p < 0.05). Motorcycle commuters showed improvement in the five symptom scores of "itchy eyes, foreign body sensation, eye mucus, dryness, and eye strain" after eyewashing compared to before eyewashing (p < 0.05). In all patients, sootlike particles and ocular mucus were found in the solutions collected after eyewashing. CONCLUSION These findings indicate that eyewashing for ocular symptoms caused by airborne particles may be effective in removing foreign particles from the ocular surface and relieving subjective symptoms.
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Affiliation(s)
- Tatsuya Mimura
- Department of Ophthalmology, Teikyo University School of Medicine, 2-11-1 Kaga, Itabashi-ku, Tokyo, 173-8605, Japan.
| | | | | | - Eichi Uchio
- Department of Ophthalmology, Fukuoka University School of Medicine, Jounan-ku, Fukuoka, Japan
| | - Kazumi Fukagawa
- Ryogoku Eye Clinic, Sumida-ku, Tokyo, Japan
- Department of Ophthalmology, Keio University School of Medicine, Shinjuku-ku, Tokyo, Japan
| | - Yuji Inoue
- Department of Ophthalmology, Teikyo University School of Medicine, 2-11-1 Kaga, Itabashi-ku, Tokyo, 173-8605, Japan
| | - Atsushi Mizota
- Department of Ophthalmology, Teikyo University School of Medicine, 2-11-1 Kaga, Itabashi-ku, Tokyo, 173-8605, Japan
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Adjei BN, Nakua EK, Donkor P, Gyaase D, Alhassan MM, Amissah J, Osei Bonsu E, Enuameh Y, Mock CN. Helmet utilisation and its associated factors among motorcyclists in northern Ghana: an analytical cross-sectional survey. Inj Prev 2024:ip-2023-045012. [PMID: 38302285 DOI: 10.1136/ip-2023-045012] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 06/21/2023] [Accepted: 01/18/2024] [Indexed: 02/03/2024]
Abstract
BACKGROUND Motorcycle crashes are a major source of road traffic deaths in northern Ghana. Helmet use has been low. The last time it was formally assessed (2010), helmet use was 30.0% (34.2% for riders and 1.9% for pillion riders). We sought to determine the current prevalence of helmet use and its associated factors among motorcyclists in northern Ghana. METHODS Cross-sectional observations of motorcycle helmet use were conducted among 3853 motorcycle riders and 1097 pillion riders in the Northern Region at 12 different locations near intersections, roundabouts and motorcycle bays. Modified Poisson regression was used to assess the factors associated with helmet use. RESULTS The prevalence of helmet use was 22.1% overall: 26.7% among motorcycle riders and 5.7% among pillion riders. On the multivariable regression analysis, the prevalence of helmet use among motorcycle riders was 69% higher during the day compared with the night, 58% higher at weekend compared with weekday, 46% higher among males compared with females, but it was 18% lower on local roads compared with highways, 67% lower among young riders compared with the elderly and 29% lower when riding with pillion rider(s). CONCLUSION Despite small increases in motorcycle helmet use among pillion riders, helmet use has declined overall over the past decade. Immediate actions are needed to promote helmet use among motorcyclists in northern Ghana. This calls for a multisectoral approach to address the current low helmet use, targeting young riders, female riders, pillion riders, evening riding and riding on local roads.
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Affiliation(s)
- Benjamin Noble Adjei
- Department of Epidemiology and Biostatistics, Kwame Nkrumah University of Science and Technology, Kumasi, Ghana
| | - Emmanuel Kweku Nakua
- Department of Epidemiology and Biostatistics, Kwame Nkrumah University of Science and Technology, Kumasi, Ghana
| | - Peter Donkor
- Deprtment of Surgery, Kwame Nkrumah University of Science and Technology, Kumasi, Ghana
| | - Daniel Gyaase
- Department of Epidemiology and Biostatistics, Kwame Nkrumah University of Science and Technology, Kumasi, Ghana
| | - Mohammed Muhib Alhassan
- Department of Epidemiology and Biostatistics, Kwame Nkrumah University of Science and Technology, Kumasi, Ghana
| | - John Amissah
- Department of Environmental, Occupational Health and Safety, Kwame Nkrumah University of Science and Technology, Kumasi, Ghana
| | - Emmanuel Osei Bonsu
- Department of Epidemiology and Biostatistics, Kwame Nkrumah University of Science and Technology, Kumasi, Ghana
| | - Yeetey Enuameh
- Department of Epidemiology and Biostatistics, Kwame Nkrumah University of Science and Technology, Kumasi, Ghana
| | - Charles N Mock
- Department of Surgery, University of Washington, Seattle, Washington, USA
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Terranova P, Perez MA. Developing a motorcycle injury risk model for planar collisions: Insights from the Motorcycle Crash Causation Study. Accid Anal Prev 2023; 193:107292. [PMID: 37742440 DOI: 10.1016/j.aap.2023.107292] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Key Words] [Track Full Text] [Subscribe] [Scholar Register] [Received: 07/14/2023] [Revised: 08/16/2023] [Accepted: 09/06/2023] [Indexed: 09/26/2023]
Affiliation(s)
- P Terranova
- Virginia Polytechnic Institute and State University, Blacksburg, VA 24061, USA; Virginia Tech Transportation Institute, Blacksburg, VA 24061, USA.
| | - Miguel A Perez
- Virginia Polytechnic Institute and State University, Blacksburg, VA 24061, USA; Virginia Tech Transportation Institute, Blacksburg, VA 24061, USA
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Liasidis P, Benjamin E, Jakob D, Lewis M, Demetriades D. Injury patterns and outcomes in motorcycle passengers. Eur J Trauma Emerg Surg 2023; 49:2447-2457. [PMID: 37367970 DOI: 10.1007/s00068-023-02296-8] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 11/15/2022] [Accepted: 05/29/2023] [Indexed: 06/28/2023]
Abstract
INTRODUCTION Contemporary trauma literature on injuries to motorcycle passengers is scarce. The aim of this study was to examine the injury patterns and outcomes of motorcycle passengers with regard to helmet use. We hypothesized that helmet utilization affects both injury type and outcomes. METHODS The National Trauma Data Bank was queried for all motorcycle passengers who were injured in traffic accidents. Participants were stratified according to helmet utilization into helmeted (HM) and nonhelmeted (NHM) groups. Univariate and multivariate analyses were performed to compare the injury patterns and outcomes between the groups. RESULTS A total of 22,855 patients were included for analysis, of which 57.1% (13,049) used helmet. The median age was 41 years (IQR 26-51), 81% were female, and 16% of patients required urgent operation. NHM had higher risk of major trauma (ISS > 15: 26.8% vs 31.6%, p < 0.001). The most frequently injured body region in NHM was the head (34.6% vs 56.9%, p < 0.001), whereas in HM patients was the lower extremities (65.3% vs 56.7%, p < 0.001). NHM patients were more likely to require admission to the ICU, mechanical ventilation, and had significantly higher mortality rate (3.0% vs 6.3%, p < 0.001). The strongest predictors of mortality were GCS < 9 on admission, hypotension on admission, and severe head injury. Helmet utilization was associated with decreased odds of death (OR 0.636; 95% CI 0.531-0.762; p < 0.001). CONCLUSION Motorcycle collisions can lead to significant injury burden and high mortality in motorcycle passengers. Middle-age females are disproportionally affected. Traumatic brain injury is the leading cause of death. Helmet use is associated with decreased risk of head injury and death.
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Affiliation(s)
- Panagiotis Liasidis
- Division of Trauma and Surgical Critical Care, Department of Surgery, Los Angeles County and University of Southern California Medical Center, University of Southern California, Los Angeles, CA, USA
| | - Elizabeth Benjamin
- Division of Trauma and Surgical Critical Care, Department of Surgery, Los Angeles County and University of Southern California Medical Center, University of Southern California, Los Angeles, CA, USA.
- Department of Surgery, Emory University, Grady Memorial Hospital, Glenn Memorial Building, 3rd Flr, 69 Jesse Hills Jr Dr SE, Atlanta, GA, 30303, USA.
| | - Dominik Jakob
- Division of Trauma and Surgical Critical Care, Department of Surgery, Los Angeles County and University of Southern California Medical Center, University of Southern California, Los Angeles, CA, USA
| | - Meghan Lewis
- Division of Trauma and Surgical Critical Care, Department of Surgery, Los Angeles County and University of Southern California Medical Center, University of Southern California, Los Angeles, CA, USA
| | - Demetrios Demetriades
- Division of Trauma and Surgical Critical Care, Department of Surgery, Los Angeles County and University of Southern California Medical Center, University of Southern California, Los Angeles, CA, USA
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Allen B, McDermott R, Clark J, Daubs G, Vashon T, Elliott I, Daubs M, Maitra S. Traumatic spinal injury patterns of on vs. off-road motorcycle crashes. Traffic Inj Prev 2023; 25:85-90. [PMID: 37768949 DOI: 10.1080/15389588.2023.2259530] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Grants] [Track Full Text] [Subscribe] [Scholar Register] [Received: 12/06/2022] [Accepted: 09/12/2023] [Indexed: 09/30/2023]
Abstract
OBJECTIVE Two wheel motorized vehicles used in both street transportation and recreation are a common cause of severe injury in the United States (US). To date, there has been limited data describing the spinal injury patterns among these motorcycle injury patients in the US. The goal of this study is to characterize and compare differences in specific injury patterns of patients sustaining traumatic spinal injuries after motocross (off-road) and street bike (on-road) collisions in the southwestern US at a Level I Trauma Center. METHODS Trauma registry data was queried for patients sustaining a spinal injury after motorcycle collision from 2010 to 2019 at a single Level I Trauma Center. Computed tomography (CT) scan and magnetic imaging resonance imaging (MRI) reports from initial trauma evaluation were reviewed and data was manually obtained regarding injury morphology and location. RESULTS A total of 1798 injuries were identified in 549 patients who sustained a motorcycle collision, specifically 67 off-road and 482 on-road motorcycle patients. Off-road motorcycle patients were found to be significantly younger (34.75 vs. 42.66, p = 0.00015). A total of 46.2% of the off-road injuries were determined to be from compression mechanisms, compared to 32.9% in the on-road cohort (p = 0.0027). The on-road cohort was more likely to have an injury classified as insignificant, such as transverse and spinous process fractures (60.1% vs. 42.5%, p = 00.25). There was no significant difference in regards to junctional, mobile, and semirigid spine segments between the two cohorts. CONCLUSIONS Different fracture patterns were seen between the off-road and on-road motorcycle cohorts. Off road motorcyclists experienced significantly more compression and translational injuries, while on road motorcyclists experienced more frequent insignificant injury patterns. Data on the different fracture patterns may help professionals develop safety equipment for motorcyclists.
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Affiliation(s)
- Brett Allen
- Department of Orthopaedics, Kirk Kerkorian School of Medicine at UNLV, Las Vegas, Nevada
| | - Ryland McDermott
- Department of Orthopaedics, Kirk Kerkorian School of Medicine at UNLV, Las Vegas, Nevada
| | - James Clark
- Department of Orthopaedics, Kirk Kerkorian School of Medicine at UNLV, Las Vegas, Nevada
| | - Gregory Daubs
- Department of Orthopaedics, Kirk Kerkorian School of Medicine at UNLV, Las Vegas, Nevada
| | - Toure Vashon
- Department of Orthopaedics, Kirk Kerkorian School of Medicine at UNLV, Las Vegas, Nevada
| | - Iain Elliott
- Department of Orthopaedics, Kirk Kerkorian School of Medicine at UNLV, Las Vegas, Nevada
| | - Michael Daubs
- Department of Orthopaedics, Kirk Kerkorian School of Medicine at UNLV, Las Vegas, Nevada
| | - Sukanta Maitra
- Department of Orthopaedics, Kirk Kerkorian School of Medicine at UNLV, Las Vegas, Nevada
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Das SK, Tamannur T, Nesa A, Noman AA, Dey P, Kundu SK, Sultana H, Riaz BK, Islam AS, Sharower G, Dhar BK, Rahman MM. Exploring the knowledge and practices on road safety measures among motorbikers in Dhaka, Bangladesh: a cross-sectional study. Inj Prev 2023:ip-2023-045071. [PMID: 38050086 DOI: 10.1136/ip-2023-045071] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 08/08/2023] [Accepted: 10/30/2023] [Indexed: 12/06/2023]
Abstract
INTRODUCTION Road traffic injuries (RTIs), particularly motorbike injuries, are one of the leading causes of death worldwide and have been a serious concern in low- and middle-income countries like Bangladesh. Therefore, this study aimed to assess the level of knowledge and practices on road safety measures among motorbikers in Dhaka, Bangladesh. METHODS This cross-sectional study was conducted from January 2022 to December 2022 among 350 motorbikers of Dhaka city via a series of face-to-face interviews. Motorbikers who regularly ride a motorcycle were interviewed about their road safety knowledge and practices through a two-stage cluster sampling technique. Frequency distribution, independent sample t-test and one-way analysis of variance (ANOVA) were performed in data analysis. RESULTS Out of the 350 motorbikers, only 54.6% had good knowledge and 16.9% had poor knowledge on the signs and safety regulations of roads. Moreover, only 50.6% of respondents followed good practices while 23.4% followed poor practices of road safety measures. One-way ANOVA analysis demonstrates that the average knowledge score was significantly (p<0.05) higher among higher-educated, unmarried and non-smokers. Additionally, higher education level, non-smoking status and being Muslim were significantly (p<0.05) associated with good road safety practices. CONCLUSIONS The overall good knowledge level and practices of road safety measures among the motorbikers was not satisfactory although the majority of them knew individual signs and regulations. Therefore, this study suggests that education and strict enforcement of traffic rules may increase their knowledge and practice behaviour regarding road safety which in turn would minimise traffic injuries and fatalities.
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Affiliation(s)
- Sadhan Kumar Das
- Department of Health Education, National Institute of Preventive and Social Medicine, Dhaka, Dhaka District, Bangladesh
| | - Tahazid Tamannur
- Department of Health Education, National Institute of Preventive and Social Medicine, Dhaka, Dhaka District, Bangladesh
| | - Arifatun Nesa
- Department of Public Health & Hospital Administration, National Institute of Preventive and Social Medicine, Dhaka, Dhaka District, Bangladesh
| | | | - Piue Dey
- Nursing Division, National Institute of Cancer Research and Hospital, Dhaka, Dhaka District, Bangladesh
| | - Shuvojit Kumar Kundu
- Department of Health Services, Directorate General of Health Services, Bangladesh, Dhaka, Bangladesh
| | - Hafiza Sultana
- Department of Health Education, National Institute of Preventive and Social Medicine, Dhaka, Dhaka District, Bangladesh
| | - Baizid Khoorshid Riaz
- Medical Education and Family Welfare Division, Government of the People's Republic of Bangladesh Ministry of Health and Family Welfare, Dhaka, Dhaka District, Bangladesh
| | - Anm Shamsul Islam
- Department of Public Health & Hospital Administration, National Institute of Preventive and Social Medicine, Dhaka, Dhaka District, Bangladesh
| | - Golam Sharower
- Department of Entomology, National Institute of Preventive and Social Medicine, Dhaka, Dhaka District, Bangladesh
| | - Bablu Kumar Dhar
- Business Administration Division, Mahidol University International College, Salaya, Nakhon Pathom, Thailand
| | - Mohammad Meshbahur Rahman
- Department of Biostatistics, National Institute of Preventive and Social Medicine, Dhaka, Dhaka District, Bangladesh
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Ting YC, Chang PK, Hung PC, Chou CCK, Chi KH, Hsiao TC. Characterizing emission factors and oxidative potential of motorcycle emissions in a real-world tunnel environment. Environ Res 2023; 234:116601. [PMID: 37429395 DOI: 10.1016/j.envres.2023.116601] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 05/08/2023] [Revised: 07/05/2023] [Accepted: 07/07/2023] [Indexed: 07/12/2023]
Abstract
Transportation emissions significantly affect human health, air quality, and climate in urban areas. This study conducted experiments in an urban tunnel in Taipei, Taiwan, to characterize vehicle emissions under real driving conditions, providing emission factors of PM2.5, eBC, CO, and CO2. By applying multiple linear regression, it derives individual emission factors for heavy-duty vehicles (HDVs), light-duty vehicles (LDVs), and motorcycles (MCs). Additionally, the oxidative potential using dithiothreitol assay (OPDTT) was established to understand PM2.5 toxicity. Results showed HDVs dominated PM2.5 and eBC concentrations, while LDVs and MCs influenced CO and CO2 levels. The CO emission factor for transportation inside the tunnel was found to be higher than those in previous studies, likely owing to the increased fraction of MCs, which generally emit higher CO levels. Among the three vehicle types, HDVs exhibited the highest PM2.5 and eBC emission factors, while CO and CO2 levels were relatively higher for LDVs and MCs. The OPDTTm demonstrated that fresh traffic emissions were less toxic than aged aerosols, but higher OPDTTv indicated the impact on human health cannot be ignored. This study updates emission factors for various vehicle types, aiding in accurate assessment of transportation emissions' effects on air quality and human health, and providing a guideline for formulating mitigation strategies.
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Affiliation(s)
- Yu-Chieh Ting
- Graduate Institute of Environmental Engineering, National Taiwan University, Taipei, Taiwan
| | - Po-Kai Chang
- Graduate Institute of Environmental Engineering, National Taiwan University, Taipei, Taiwan
| | - Po-Chang Hung
- Graduate Institute of Environmental Engineering, National Taiwan University, Taipei, Taiwan
| | - Charles C-K Chou
- Research Centre for Environmental Changes, Academia Sinica, Taipei, Taiwan
| | - Kai-Hsien Chi
- Institute of Environmental and Occupational Health Sciences, National Yang Ming Chiao Tung University, Taipei, Taiwan; Colledge of Medicine, National Yang Ming Chiao Tung University, Hsinchu, Taiwan
| | - Ta-Chih Hsiao
- Graduate Institute of Environmental Engineering, National Taiwan University, Taipei, Taiwan; Research Centre for Environmental Changes, Academia Sinica, Taipei, Taiwan.
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Koch DA, Hagebusch P, Lefering R, Faul P, Hoffmann R, Schweigkofler U. Changes in injury patterns, injury severity and hospital mortality in motorized vehicle accidents: a retrospective, cross-sectional, multicenter study with 19,225 cases derived from the TraumaRegister DGU ®. Eur J Trauma Emerg Surg 2023; 49:1917-1925. [PMID: 36890307 PMCID: PMC9994772 DOI: 10.1007/s00068-023-02257-1] [Citation(s) in RCA: 2] [Impact Index Per Article: 2.0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 10/13/2022] [Accepted: 02/24/2023] [Indexed: 03/10/2023]
Abstract
PURPOSE In the last 20 years, the number of fatalities due to road traffic accidents (RTA) in Germany has steadily decreased from 7503 to 2724 per year. Due to legal regulations, educational measures and the continuous development of safety technology the number of severe traumatic injuries and injury patterns are most likely to change. The aim of the study was to analyse severely injured motorcyclists (MC) and car occupants (CO) that were involved in RTAs in the last 15 years and investigate the development and changes of injury patterns, injury severity and hospital mortality. METHODS We retrospectively evaluated data from the TraumaRegister DGU® (TR-DGU) considering all RTA-related injured MCs and COs (n = 19,225) that were registered in the TR-DGU from 2006 to 2020 with a primary admission to a trauma center with continuous participation (14 of 15 years) in the TR-DGU, an Injury Severity Score (ISS) ≥ 16 and aged between 16 and 79 years. The observation period was divided into three 5-year interval subgroups for further analysis. RESULTS The mean age increased by 6.9 years and the ratio of severely injured MCs to COs changed from 1:1.92 to 1:1.45. COs were in 65.8% male and more often severely injured in the age groups under 30, while the majority of severely injured MCs were in the age group around 50 years and in 90.1% male. The ISS (- 3.1 points) as well as the mortality of both groups (CO: 14.4% vs. 11.8%; MC: 13.2% vs. 10.2%) steadily decreased over time. Nevertheless, the standardized mortality ratio (SMR) hardly changed and stayed < 1. Regarding the injury patterns, the greatest decline of injuries with AIS 3 + were to the head (CO: - 11.3%; MC: - 7.1%), in addition, a decrease of injuries to extremities (CO: - 1.5%; MC: - 3.3%), to the abdomen (CO: - 2.6%; MC: - 3.6%), to the pelvis in COs (- 4.7%) and to the spine (CO: + 0.1%; MC: - 2.4%) were observed. Thoracic injuries increased in both groups (CO: + 1.6%; MC: + 3.2%) and, furthermore, pelvic injuries in MCs (+ 1.7%). Another finding was the increase of the utilization of whole body CTs from 76.6 to 95.15%. CONCLUSION The severity of injuries and their incidence, especially head injuries, have decreased over the years and seem to contribute to a decreasing hospital mortality of polytraumatized MCs and COs injured in traffic accidents. Young drivers and an increasing number of seniors are the age groups at risk and require special attention and treatment.
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Affiliation(s)
- Daniel Anthony Koch
- Department of Trauma and Orthopedic Surgery, BG Unfallklinik Frankfurt am Main, Friedberger Landstr. 430, 60389 Frankfurt am Main, Germany
| | - Paul Hagebusch
- Department of Trauma and Orthopedic Surgery, BG Unfallklinik Frankfurt am Main, Friedberger Landstr. 430, 60389 Frankfurt am Main, Germany
| | - Rolf Lefering
- Institute for Research in Operative Medicine (IFOM), University Witten/Herdecke, Ostmerheimer Straße 200, 51109 Cologne, Germany
| | - Philipp Faul
- Department of Trauma and Orthopedic Surgery, BG Unfallklinik Frankfurt am Main, Friedberger Landstr. 430, 60389 Frankfurt am Main, Germany
| | - Reinhard Hoffmann
- Department of Trauma and Orthopedic Surgery, BG Unfallklinik Frankfurt am Main, Friedberger Landstr. 430, 60389 Frankfurt am Main, Germany
| | - Uwe Schweigkofler
- Department of Trauma and Orthopedic Surgery, BG Unfallklinik Frankfurt am Main, Friedberger Landstr. 430, 60389 Frankfurt am Main, Germany
| | - TraumaRegister DGU
- Department of Trauma and Orthopedic Surgery, BG Unfallklinik Frankfurt am Main, Friedberger Landstr. 430, 60389 Frankfurt am Main, Germany
- Institute for Research in Operative Medicine (IFOM), University Witten/Herdecke, Ostmerheimer Straße 200, 51109 Cologne, Germany
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16
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Meng S, Ivarsson P, Lubbe N. Evaluation of full-face, open-face, and airbag-equipped helmets for facial impact protection. Accid Anal Prev 2023; 191:107181. [PMID: 37418868 DOI: 10.1016/j.aap.2023.107181] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [Track Full Text] [Subscribe] [Scholar Register] [Received: 03/01/2023] [Revised: 05/21/2023] [Accepted: 06/17/2023] [Indexed: 07/09/2023]
Abstract
OBJECTIVE Two-wheeler riders frequently sustain injuries to the head and face in real-world crashes, including traumatic brain injury, basilar skull fracture, and facial fracture. Different types of helmets exist today, which are recognized as preventing head injuries in general; however, their efficacy and limitations in facial impact protection are underexplored. Biofidelic surrogate test devices and assessment criteria are lacking in current helmet standards. This study addresses these gaps by applying a new, more biofidelic test method to evaluate conventional full-face helmets and a novel airbag-equipped helmet design. Ultimately, this study aims to contribute to better helmet design and testing standards. METHODS Facial impact tests at two locations, mid-face and lower face, were conducted with a complete THOR dummy. Forces applied to the face and at the junction of the head and neck were measured. Brain strain was predicted by a finite element head model taking both linear and rotational head kinematics as input. Four helmet types were evaluated: full-face motorcycle and bike helmets, a novel design called a face airbag (an inflatable structure integrated into an open-face motorcycle helmet), and an open-face motorcycle helmet. The unpaired, two-sided student's t-test was performed between the open-face helmet and the others, which featured face-protective designs. RESULTS A substantial reduction in brain strain and facial forces was found with the full-face motorcycle helmet and face airbag. Upper neck tensile forces increased slightly with both full-face motorcycle (14.4%, p >.05) and bike helmets (21.7%, p =.039). The full-face bike helmet reduced the brain strain and facial forces for lower-face impacts, but not for mid-face impacts. The motorcycle helmet reduced mid-face impact forces while slightly increasing forces in the lower face. SIGNIFICANCE OF RESULTS The chin guards of full-face helmets and the face airbag protect by reducing facial load and brain strain for lower face impact; however, the full-face helmets' influence on neck tension and increased risk for basilar skull fracture need further investigation. The motorcycle helmet's visor re-directed mid-face impact forces to the forehead and lower face via the helmet's upper rim and chin guard: a thus-far undescribed protective mechanism. Given the significance of the visor for facial protection, an impact test procedure should be included in helmet standards, and the use of helmet visors promoted. A simplified, yet biofidelic, facial impact test method should be included in future helmet standards to ensure a minimum level of protection performance.
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Affiliation(s)
- Shiyang Meng
- Autoliv Research, Wallentinsvägen 22, 447 37 Vårgårda, Sweden.
| | | | - Nils Lubbe
- Autoliv Research, Wallentinsvägen 22, 447 37 Vårgårda, Sweden; Department of Mechanics and Maritime Sciences, Chalmers University of Technology, 412 96 Gothenburg, Sweden
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Cholo W, Odero W, Ogendi J. Epidemiological characteristics of crashes and pattern of motorcycle injuries presenting to hospitals in Kisumu City, Kenya: a cross-sectional study. Pan Afr Med J 2023; 45:75. [PMID: 37663625 PMCID: PMC10474813 DOI: 10.11604/pamj.2023.45.75.39658] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 03/14/2023] [Accepted: 04/07/2023] [Indexed: 09/05/2023] Open
Abstract
Introduction motorcycle injuries comprise considerable morbidity, disability and mortality of road traffic casualties. The study aimed to assess the pattern and characteristics of motorcycle crash injuries that sought care at the Emergency Departments in Tier III hospitals in Kisumu City during a six-month period from May to November 2019. Methods this was a cross-sectional study of all motorcycle injury patients presenting to three tier III public and private hospitals in Kisumu City. Using a structured questionnaire, data were collected on human and injury characteristics. Multiple logistic regression model was used to determine the predictors of fatality. Statistical significance was set at p<0.05. Results a total of 1073 of motorcycle crash injury patients sought and obtained care at the hospitals. The majority (73.6%) were males. Seventy-three cases resulted in death (case-fatality rate of 6.80%. The age range was 2-84 years, with a mean of 29.6 years (± SD 12.19). Majority, (43.3%) were aged 21-30 years. Most of the crashes occurred during the daytime (79.1%). Of all motorcycle riders and pillion passengers 30.6% wore helmets at the time of the crash. Head injuries (43.6%) were the most common. Injury seventy scores (ISS) ranged from 1 to 51. Glasgow comma scale <3, un-helmeted patients and major trauma (ISS > 16), significantly influenced mortality (P< 0.001). Conclusion these findings confirmed and strengthened the documented substantial morbidity, mortality that motorcycle crashes place on individuals and society, contribute to the body of literature on motorcycle injuries and potentially assist in policy decisions on motorcycle transport safety.
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Affiliation(s)
- Wilberforce Cholo
- Department of Public Health, Maseno University, Kisumu, City Kenya and
- Department of Public Health, Masinde Muliro University of Science and Technology, Kakamega, Kenya
| | - Wilson Odero
- School of Medicine, Maseno University, Kisumu City, Kenya
| | - Japheths Ogendi
- Department of Public Health, Maseno University, Kisumu, City Kenya and
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Abhinandan Patel KN, Sneha TR, Reddy KR, Girish G, Nikhila G. Changing Trends in the Pattern of Maxillofacial Injuries in Helmeted Motorcycle Accident Patients when Compared to Non-helmeted Motorcycle Accident Patients. J Maxillofac Oral Surg 2023; 22:18-24. [PMID: 36703678 PMCID: PMC9871138 DOI: 10.1007/s12663-021-01650-w] [Citation(s) in RCA: 1] [Impact Index Per Article: 1.0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 09/20/2020] [Accepted: 09/23/2021] [Indexed: 01/29/2023] Open
Abstract
Aim Motorcycle accidents are the most predominant type of road traffic injuries in India. This prospective study aimed to evaluate the patterns of maxillofacial injuries in the three types of helmeted and non-helmeted individuals. Materials and Methods All the patients reporting to the maxillofacial trauma unit of Sanjay Gandhi hospital with maxillofacial injuries were considered. The patients were analyzed for helmet wearing status, type of helmet worn-full-face, open-face and half-helmet, strap and visor fixation status, fit of the helmet, ownership of the helmet, helmet standardization, obeying traffic rules, alcohol consumption status, speed of the vehicle, volume of the engine, licensure of the driver, hard- and soft-tissue maxillofacial injuries were recorded. Results A total of 741 patients participated in the study for a period of 10 months, majority being males and of a mean age of 31 years. Most common injuries to the face in the open- and half-helmet group were lacerations of the chin and mandibular fractures. Patients who wore ISI standard full-face helmets with strap and visor fixed experienced least injuries to the face. Conclusion This study concluded that out of the three commonly used helmets, half-helmets provided the least protection against maxillofacial injuries during a crash, followed by the open-face helmets. The highest protection was provided by the full-face helmets with ISI standardization when secured properly with strap and visor.
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Affiliation(s)
- K. N. Abhinandan Patel
- Department of Faciomaxillary Surgery, Sanjay Gandhi Institute of Trauma and Orthopedics, Bengaluru, India
| | - T. R. Sneha
- Department of Faciomaxillary Surgery, Sanjay Gandhi Institute of Trauma and Orthopedics, Bengaluru, India
| | - Kora Ramya Reddy
- Department of Faciomaxillary Surgery, Sanjay Gandhi Institute of Trauma and Orthopedics, Bengaluru, India
| | - G. Girish
- Department of Faciomaxillary Surgery, Sanjay Gandhi Institute of Trauma and Orthopedics, Bengaluru, India
| | - G. Nikhila
- Department of Faciomaxillary Surgery, Sanjay Gandhi Institute of Trauma and Orthopedics, Bengaluru, India
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Baffour Appiah A, Akweongo P, Sackey SO, Morna MT, Kenu E, Buunaaim ADBI, Debrah SAY, Ojo TK, Donkor P, Mock CN. Effect of different helmet types in head injuries: a case-control study in northern Ghana. Inj Prev 2023; 29:50-55. [PMID: 36198481 DOI: 10.1136/ip-2022-044683] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 06/14/2022] [Accepted: 09/10/2022] [Indexed: 01/28/2023]
Abstract
BACKGROUND Motorcycle helmet use is low in Ghana and many helmets are non-standard. There are limited data on the effectiveness of the different helmet types in use in the real-world circumstances of low-income and middle-income countries. This study assessed the effect of different helmet types on risk of head injury among motorcycle crash victims in northern Ghana. METHODS A prospective unmatched case-control study was conducted at the Tamale Teaching Hospital (TTH). All persons who had injuries from a motorcycle crash within 2 weeks of presentation to TTH were consecutively sampled. A total of 349 cases, persons who sustained minor to severe head injury, and 363 controls, persons without head injury, were enrolled. A semistructured questionnaire was used to interview patients and review their medical records. Multivariable logistic regression was used to estimate odds for head injury. RESULTS After adjusting for confounders, the odds of head injuries were 93% less in motorcyclists with full-face helmet (FFH) (adjusted OR, AOR 0.07, 95% CI 0.04 to 0.15) or open-face helmet (OFH) (AOR 0.07, 95% CI 0.04, 0.13), compared with unhelmeted motorcyclists. Half-coverage helmets (HCH) were less effective (AOR 0.41, 95% CI 0.18 to 0.92). With exception of HCH, the AORs of head injury for the different types of helmets were lower in riders (FFH=0.06, OFH=0.05 and HCH=0.47) than in pillion riders (FFH=0.11, OFH=0.12 and HCH=0.35). CONCLUSION Even in this environment where there is a high proportion of non-standard helmets, the available helmets provided significant protection against head injury, but with considerably less protection provided by HCHs.
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Affiliation(s)
- Anthony Baffour Appiah
- Ghana Field Epidemiology and Laboratory Training Programme, School of Public Health, University of Ghana, Legon, Ghana .,Injury Epidemiology and Prevention Unit, Heidelberg Institute of Global Health, University of Heidelberg, Heidelberg, Germany
| | - Patricia Akweongo
- Department of Health Policy, Planning, and Management, University of Ghana, Legon, Ghana
| | - Samuel Oko Sackey
- Ghana Field Epidemiology and Laboratory Training Programme, School of Public Health, University of Ghana, Legon, Ghana
| | - Martin Tangnaa Morna
- Department of Surgery, School of Medical Sciences, University of Cape Coast, Cape Coast, Ghana
| | - Ernest Kenu
- Ghana Field Epidemiology and Laboratory Training Programme, School of Public Health, University of Ghana, Legon, Ghana.,Department of Applied Epidemiology and Disease Control, School of Public Health, University of Ghana, Legon, Ghana
| | | | | | - Thomas K Ojo
- Department of Geography and Regional Planning, University of Cape Coast College of Humanities and Legal Studies, Cape Coast, Ghana
| | - Peter Donkor
- Department of Surgery, School of Medical Science, Kwame Nkrumah University of Science and Technology, Kumasi, Ghana
| | - Charles N Mock
- Harborview Injury Prevention & Research Center, Seattle, Washington, USA
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Chang YH, Hou WH, Wu KF, Li CY, Hsu IL. Risk of motorcycle collisions among patients with type 2 diabetes: a population-based cohort study with age and sex stratifications in Taiwan. Acta Diabetol 2022; 59:1625-1634. [PMID: 36103089 DOI: 10.1007/s00592-022-01967-z] [Citation(s) in RCA: 3] [Impact Index Per Article: 1.5] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Journal Information] [Submit a Manuscript] [Subscribe] [Scholar Register] [Received: 06/28/2022] [Accepted: 08/29/2022] [Indexed: 11/01/2022]
Abstract
AIMS To investigate the overall and sex-age-specific absolute and relative risks of motorcycle collisions at road traffic accidents among patients with type 2 diabetes. METHODS A cohort study in Taiwan was conducted by following 989,495 patients with type 2 diabetes and the same number of matched controls recruited between 2010 and 2012 to the end of 2016. Collision events by motorcycle driver victims were identified from the Police-reported Traffic Accident Registry. Overall and sex-age-specific incidence rates of collision involving motorcycle driver victims were estimated under Poisson assumption. The Cox proportional hazard regression models were performed to estimate the hazard ratios (HRs) and 95% confidence intervals (CIs) of collision in association with type 2 diabetes. RESULTS Over an up to 7 years of follow-up, patients with type 2 diabetes had a higher incidence rate of motorcycle collision than controls at 1.16 and 0.89 per 100 person-years, respectively, which represented a significantly elevated HR of 1.28 (95% CI 1.27-1.30) after adjusting for potential confounders including various diabetic complications. The elevated HR was similarly seen in both men and women patients, and was significantly decreasing with increasing age regardless of sex. Little evidence supported the dose-response relationship between duration of type 2 diabetes and motorcycle collision risk. CONCLUSIONS After adjustment for common diabetic complications and comorbidities that could impair driving performance, patients with type 2 diabetes still suffered from increased risk of motorcycle collisions, regardless of sex, but was more evident in younger than in older patients.
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Affiliation(s)
- Ya-Hui Chang
- Department of Public Health, College of Medicine, National Cheng Kung University, Tainan, Taiwan
| | - Wen-Hsuan Hou
- College of Medicine, National Cheng Kung University, Tainan, Taiwan
- School of Gerontology and Long-Term Care, College of Nursing, Taipei Medical University, Taipei, Taiwan
- Department of Physical Medicine and Rehabilitation, Taipei Medical University Hospital, Taipei, Taiwan
- Department of Geriatrics and Gerontology, National Cheng Kung University Hospital, College of Medicine, National Cheng Kung University, Tainan, Taiwan
| | - Ke-Fei Wu
- Department of Accounting Information, Chihlee University of Technology, New Taipei, Taiwan
- Department of Business Management, National Taichung University of Science and Technology, Taichung, Taiwan
| | - Chung-Yi Li
- Department of Public Health, College of Medicine, National Cheng Kung University, Tainan, Taiwan
- Department of Public Health, College of Public Health, China Medical University, Taichung, Taiwan
- Department of Healthcare Administration, College of Medical and Health Science, Asia University, Taichung, Taiwan
| | - I-Lin Hsu
- Department of Surgery, National Cheng Kung University Hospital, College of Medicine, National Cheng Kung University, Tainan, Taiwan.
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21
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Rusli R, Mohammad MZ, Azreena Kamaluddin N, Bakar H, Hafzi Md Isa M. A comparison of characteristics between food delivery riders with and without traffic crash experience during delivery in Malaysia. Case Stud Transp Policy 2022; 10:2244-2250. [PMID: 36268008 PMCID: PMC9561398 DOI: 10.1016/j.cstp.2022.10.006] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [Track Full Text] [Figures] [Subscribe] [Scholar Register] [Received: 04/28/2022] [Revised: 10/05/2022] [Accepted: 10/10/2022] [Indexed: 06/16/2023]
Abstract
The rapid development of e-commerce and the spread of the COVID-19 virus created many new jobs opportunity including food delivery riders known as P-Hailing riders. The number of food delivery riders has increased drastically, especially in Malaysia. Consequently, the number of food delivery riders involved in traffic crashes also increased. This study aimed to examine the characteristics of food delivery riders involved in traffic crashes during delivery and to compare with the characteristics of food delivery riders without any traffic crash history. This paper explores and compares general characteristics, previous experience of working and receiving traffic tickets, and knowledge of road safety. Due to unavailable official records about the number of active food delivery riders in Malaysia, this study focuses on riders who registered as members of the Malaysian P-Hailing Association, PENGHANTAR. A total of 225 food delivery riders participated in the online survey conducted through Google Form. Categorical data analysis techniques were used to examine the different characteristics of food delivery riders with and without traffic crash experiences. Results show that the odds ratio of young and full-time riders are respectively about 2.05 times and 1.79 times higher than being involved in traffic crashes. Other factors that increase the odds of being involved in traffic crashes include having more than two years of experience in delivery, an average distance travelled of>100 km a day, working previously in the food and grocery sector, and without working experience. The findings from this study will help related agencies to design and develop awareness programs targeting this group of riders.
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Affiliation(s)
- Rusdi Rusli
- School of Civil Engineering, College of Engineering, Universiti Teknologi MARA, 40450 Shah Alam, Selangor, Malaysia
| | - Mazlina Zaira Mohammad
- School of Civil Engineering, College of Engineering, Universiti Teknologi MARA, 40450 Shah Alam, Selangor, Malaysia
| | - Noor Azreena Kamaluddin
- School of Civil Engineering, College of Engineering, Universiti Teknologi MARA, 40450 Shah Alam, Selangor, Malaysia
| | - Harun Bakar
- Prevention, Medical and Rehabilitation Division, Social Security Organization (SOCSO), Ministry of Human Resources, Menara PERKESO, 281, Jalan Ampang, 50538 Kuala Lumpur, Malaysia
| | - Mohd Hafzi Md Isa
- Prevention, Medical and Rehabilitation Division, Social Security Organization (SOCSO), Ministry of Human Resources, Menara PERKESO, 281, Jalan Ampang, 50538 Kuala Lumpur, Malaysia
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22
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Appiah AB, Akweongo P, Sackey S, Morna MT, Kenu E, Buunaaim ADBI, Debrah SAY, Ojo TK, Donkor P, Mock C. Factors associated with head injury among survivors of motorcycle crashes: a case-control study in northern Ghana. Pan Afr Med J 2022; 43:73. [PMID: 36591000 PMCID: PMC9789779 DOI: 10.11604/pamj.2022.43.73.35900] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [Track Full Text] [Figures] [Journal Information] [Subscribe] [Scholar Register] [Received: 06/13/2022] [Accepted: 09/23/2022] [Indexed: 01/03/2023] Open
Abstract
Introduction the increasing use of motorcycles in northern Ghana is associated with a high incidence of motorcycle crashes and resultant head injuries. This study sought to determine factors associated with head injuries among survivors of motorcycle crashes in northern Ghana. Methods a prospective unmatched case-control study was conducted at the Tamale Teaching Hospital (TTH). A total of 326 cases (victims who suffered a head injury with or without other injuries) and 294 controls (persons who suffered various injuries except for head injury) from motorcycle crashes were consecutively sampled at TTH from December 15, 2019, to May 15, 2020. A semi-structured questionnaire was used to interview patients in addition to medical records review. Factors associated with head injury were examined using multivariable logistic regression at p<0.05 and a 95% confidence interval. Results the prevalence of head injury was 53.03% among of 660 survivors of motorcycle crashes. The majority of the patients were young males aged 15-44 years. The rate of helmet use was lower in cases (12.88%) than in controls (57.82%) (p<0.001). Factors associated with head injury were not wearing helmet (AOR= 9.80, 95% CI: 6.22, 15.43), male (AOR=1.75, 95% CI: 1.07, 2.85), student (AOR=0.38, 95% CI: 0.16, 0.91), and alcohol use within 24 hours (AOR=0.17, 95% CI: 0.04, 0.70). Conclusion non-use of helmet and male gender significantly increased the risk of head injury risk in this study. Alcohol use and being a student were associated with lower odds of head injuries. Motorcycle safety efforts in the study area should emphasize helmet promotion.
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Affiliation(s)
- Anthony Baffour Appiah
- Ghana Field Epidemiology and Laboratory Training Programme, School of Public Health, University of Ghana, Legon, Accra, Ghana,,Corresponding author: Anthony Baffour Appiah, Ghana Field Epidemiology and Laboratory Training Pogramme, School of Public Health, University of Ghana, Legon, Accra, Ghana.
| | - Patricia Akweongo
- Department of Health Policy, Planning and Management, School of Public Health, University of Ghana, Legon, Accra, Ghana
| | - Samuel Sackey
- Ghana Field Epidemiology and Laboratory Training Programme, School of Public Health, University of Ghana, Legon, Accra, Ghana
| | - Martin Tangnaa Morna
- Department of Surgery, School of Medical Science, University of Cape Coast, Cape Coast, Ghana
| | - Ernest Kenu
- Ghana Field Epidemiology and Laboratory Training Programme, School of Public Health, University of Ghana, Legon, Accra, Ghana
| | | | | | - Thomas Kolawole Ojo
- Department of Geography and Regional Planning, Faculty of Social Sciences, College of Humanities and Legal Studies, University of Cape Coast, Cape Coast, Ghana
| | - Peter Donkor
- Department of Surgery, School of Medical Science, Kwame Nkrumah University of Science and Technology, Kumasi, Ghana
| | - Charles Mock
- Harborview Injury Prevention and Research Center, Harborview Medical Center, Seattle, USA
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Piantini S, Aathresh VN, Savino G, Pierini M. Assessment of the effect of motorcycle autonomous emergency braking (MAEB) based on real-world crashes. Traffic Inj Prev 2022; 23:S174-S180. [PMID: 36200698 DOI: 10.1080/15389588.2022.2117983] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 03/04/2022] [Revised: 08/24/2022] [Accepted: 08/24/2022] [Indexed: 06/16/2023]
Abstract
Objective: Vehicles are increasingly being equipped with Autonomous Emergency Braking (AEB) and literature highlights the utility to fit a similar active safety system in Powered Two-Wheelers (PTWs). This research attempts to analyze the efficacy of PTW Autonomous Emergency Braking (MAEB) when functioning solely, and in the case where both the PTW and Opponent Vehicle (OV) have AEB installed.Methods: 23 crashes involving motorcyclists that occurred in metropolitan areas of Italy between 2009 and 2017 were selected. The "In-depth Study of road Accidents in FlorencE (InSAFE)" provides data for the study. Each crash was reconstructed in PC-Crash 12.1 software. The obtained simulation of the crash dynamics was then used to create the dataset of cases fitted with AEB and MAEB systems. A custom MAEB system was implemented with specifications based on literature.Results: The majority of crashes occurred on urban roads, at intersections, on dry asphalt, with clear visibility, and in daylight. The passenger vehicle was the most frequent opponent vehicle (70%). Almost half the sample involved the PTW rider traveling beyond the speed limit permitted on urban roads. MAEB was found to be applicable in 19 out of 23 real-world crashes allowing the avoidance of two crashes with the progressive triggering criteria (Time to Collision (TTC) - 1.0 s) and one crash in the case where both the PTW and OV have AEB installed with more conservative setups. MAEB simulations show important trends in the reduction of the PTW impact speed (ISR) from the conservative (TTC-0.6s) to standard (TTC-0.8s) to progressive (TTC-1.0s) triggering criteria. The mean impact speed reduction (ISR) becomes 8.6 km/h, 13.8 km/h, 19.1 km/h, respectively.Conclusions: The results suggested that MAEB may be extremely effective in the PTW impact speed reduction and that an earlier MAEB intervention is beneficial in achieving higher reductions in the PTW impact speed. Further, the effect of opponent vehicles also possessing AEB was studied, and it was found that this increased the likelihood of crash avoidance and greater reduction in crash severity in unavoidable circumstances.
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Affiliation(s)
- Simone Piantini
- Department of Industrial Engineering, University of Florence, Florence, Italy
| | | | - Giovanni Savino
- Department of Industrial Engineering, University of Florence, Florence, Italy
- Monash University Accident Research Centre, Monash University, Victoria, Australia
| | - Marco Pierini
- Department of Industrial Engineering, University of Florence, Florence, Italy
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24
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Lucci C, Allen T, Baldanzini N, Savino G. Motorcycle curve assist: A novel approach based on active speed control for crash injury reduction. Traffic Inj Prev 2022; 23:S56-S61. [PMID: 36026461 DOI: 10.1080/15389588.2022.2106370] [Citation(s) in RCA: 1] [Impact Index Per Article: 0.5] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 03/04/2022] [Revised: 07/21/2022] [Accepted: 07/21/2022] [Indexed: 06/15/2023]
Abstract
OBJECTIVE Safely negotiating curves with a powered-two-wheeler (PTW) requires a high level of skill, and a significant proportion of PTW crashes have a curve involvement. This study aimed to estimate the applicability, potential benefits and feasibility of novel Motorcycle Curve Assist (MCA). The system is designed to operate an emergency control of the speed of a motorcycle approaching a bend at an inappropriate speed. METHODS First, the MCA system intervention was defined. Second, the applicability of the system and an estimate of its potential benefits was performed based on a PTW crash database. Motorcyclists' injury risk estimates, MCA working parameters and timing of intervention were employed to estimate the potential injury reduction of applicable crash types. Third, a field test campaign involving 29 common riders as participants was conducted to investigate the real-world applicability and acceptability among end-users of the system deployment in one relevant riding condition adopting a range of parameters of intervention. RESULTS In the crash database, 23% of cases had curve involvement and after detailed analysis, 14% resulted to be suitable for MCA (60% of cases with curve involvement). The potential relative injury risk reduction considering only the benefits due to crash speed reduction ranged from 3-9% for MAIS2+ to 9-27% for MAIS3+ injuries. Field tests were performed in corners approached at an average speed of 28.7 km/h and an average lean angle of 20°. The system provided a mean deceleration of 0.33 g reached with a fade-in jerk of 1.73 g/s, for an average total duration of 0.59 s. For the field test component, participants reported good controllability of the system, with no incipient loss of control recorded nor reported by participants. CONCLUSIONS The proposed approach for MCA implementation showed considerable potential benefits in terms of injury reduction. The intervention with the defined working parameters was considered feasible by a sample of end-users. When integrated with an intervention logic capable of predicting emergency situations while approaching curves, MCA will be a technology capable of assisting PTW riders in conditions where other available active safety systems do not.
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Affiliation(s)
- Cosimo Lucci
- Department of Industrial Engineering, University of Florence, Florence, Italy
| | - Trevor Allen
- Monash University Accident Research Centre, Monash University, Clayton, Victoria, Australia
| | - Niccolò Baldanzini
- Department of Industrial Engineering, University of Florence, Florence, Italy
| | - Giovanni Savino
- Department of Industrial Engineering, University of Florence, Florence, Italy
- Monash University Accident Research Centre, Monash University, Clayton, Victoria, Australia
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25
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Lusetti A, Dagoli S, Banchini A, Gentile M, Lezzi P, Cecchi R. Over 30-year retrospective analyses of moped- motorcycle fatal road accidents in the northern area of the Italian region of Emilia Romagna and review of the literature: Aiming for further preventive measures in the future. Leg Med (Tokyo) 2022; 59:102139. [PMID: 36055135 DOI: 10.1016/j.legalmed.2022.102139] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 05/31/2022] [Revised: 07/25/2022] [Accepted: 08/17/2022] [Indexed: 11/30/2022]
Abstract
Road traffic injuries are a major cause of morbidity and mortality worldwide, with pedestrians and riders of two-wheeled motor vehicles being the most vulnerable. The present study aims to determine the epidemiological characteristics of fatal motorcycle crashes in a portion of the Italian region of Emilia Romagna, and to compare them with the data available in literature. Data were retrieved from autopsy reports on 350 subjects who died following road accidents involving moped or motorcycle in the cities of Parma, Piacenza, and Reggio Emilia. Two types of data were extrapolated: circumstantial and traumatological. The population was divided into subgroups according to gender, crash time, alcohol positivity, presence or absence of the helmet, and the period elapsed between the accident and death. Most of the considered road accidents occurred during the day and on weekends. 25.5 % of the victims tested positive for alcohol. As far as traumas are concerned, the limbs resulted to be the most affected body segment, followed by the head (87.4 %), the thorax (85.7 %), the abdomen (65.7 %), and lastly the neck (50.3 %). According to similar studies, the sample victim of a moped/ motorcycle accident is a young male subject. The results obtained allow us to demonstrate that the mandatory use of the helmet has reduced skull and brain injury over the years. At present, no law regulates the use of protections for other body parts. Regulatory interventions in this sense would be desirable given the ever more rapid technical evolutions in the field of motorcycles.
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Affiliation(s)
- Andrea Lusetti
- Legal Medicine, Department of Medicine and Surgery, University of Parma, Viale Gramsci 14, 43126 Parma, Italy
| | - Sara Dagoli
- Legal Medicine, Department of Medicine and Surgery, University of Parma, Viale Gramsci 14, 43126 Parma, Italy
| | - Antonio Banchini
- Legal Medicine, Department of Medicine and Surgery, University of Parma, Viale Gramsci 14, 43126 Parma, Italy
| | - Martino Gentile
- Legal Medicine, Department of Medicine and Surgery, University of Parma, Viale Gramsci 14, 43126 Parma, Italy
| | - Pancrazio Lezzi
- Legal Medicine, Department of Medicine and Surgery, University of Parma, Viale Gramsci 14, 43126 Parma, Italy
| | - Rossana Cecchi
- Legal Medicine, Department of Medicine and Surgery, University of Parma, Viale Gramsci 14, 43126 Parma, Italy.
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26
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Merali HS, Campbell SC, Inada H, Vecino-Ortiz AI, Bachani AM. 10 city analysis of child passenger helmet use. Injury 2022; 53:2478-2484. [PMID: 35400488 DOI: 10.1016/j.injury.2022.03.038] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [Track Full Text] [Journal Information] [Submit a Manuscript] [Subscribe] [Scholar Register] [Received: 11/01/2021] [Revised: 03/08/2022] [Accepted: 03/22/2022] [Indexed: 02/02/2023]
Abstract
INTRODUCTION Road traffic injuries are the leading cause of death in children over age five. Most of these deaths occur in low- and middle-income countries. Vulnerable road users, such as motorcyclists and their passengers, are at higher risk. Helmets have significantly decreased morbidity and mortality for motorcyclists; however, they are often unused. The second phase of the Bloomberg Philanthropies Initiative for Global Road Safety was launched in 2015 to improve road safety in 10 cities. This study focuses on child passenger helmet use data from that study to understand the prevalence of helmet use and factors that are associated with helmet use. METHODS The 10 cities selected were Accra, Addis Ababa, Bandung, Bangkok, Bogota, Fortaleza, Ho Chi Minh City, Mumbai, Sao Paulo, and Shanghai. Eight rounds of roadside observational data were collected from February 2015 to April 2019. Observers noted correct child motorcycle passenger helmet use and other site observations including weather patterns, traffic volume, and road surface conditions. A multivariable Poisson regression model was used to examine correct helmet use trends over time. A multivariable logistic regression model was fitted for correct child passenger helmet use in all cities controlling for weather, observation time, number of passengers, and driver's correct helmet use. RESULTS This dataset contained 99,846 motorcycle child passenger observations across the 10 cities. The highest prevalence of correct child passenger helmet use was in Sao Paulo at 97.33%. Six cities had under 25% correct helmet use for child passengers. Examining helmet use over time, only five cities had a significant increase, four cities had no change, and Ho Chi Minh City demonstrated a decrease. In the multivariable regression model, child passengers had higher odds of wearing helmets in adverse weather conditions, early mornings, if the driver wore a helmet, and if there were fewer passengers. CONCLUSIONS The prevalence of correct child passenger helmet utilization shows large variation globally and is concerningly low overall. Enhanced enforcement in combination with media campaigns may have contributed to increasing helmet use prevalence over time. Further research is needed to understand reasons for low child passenger helmet use in most cities.
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Affiliation(s)
- Hasan S Merali
- Department of Pediatrics, McMaster Children's Hospital, Master University, 1280 Main St W., Hamilton, ON, Canada L8S 4K1; Johns Hopkins International Injury Research Unit, Health Systems Program, Department of International Health, Johns Hopkins Bloomberg School of Public Health, 615 North Wolfe Street, Suite E8132, Baltimore, MD 21205, United States.
| | - Sachalee C Campbell
- Johns Hopkins International Injury Research Unit, Health Systems Program, Department of International Health, Johns Hopkins Bloomberg School of Public Health, 615 North Wolfe Street, Suite E8132, Baltimore, MD 21205, United States.
| | - Haruhiko Inada
- Johns Hopkins International Injury Research Unit, Health Systems Program, Department of International Health, Johns Hopkins Bloomberg School of Public Health, 615 North Wolfe Street, Suite E8132, Baltimore, MD 21205, United States.
| | - Andres I Vecino-Ortiz
- Johns Hopkins International Injury Research Unit, Health Systems Program, Department of International Health, Johns Hopkins Bloomberg School of Public Health, 615 North Wolfe Street, Suite E8132, Baltimore, MD 21205, United States
| | - Abdulgafoor M Bachani
- Johns Hopkins International Injury Research Unit, Health Systems Program, Department of International Health, Johns Hopkins Bloomberg School of Public Health, 615 North Wolfe Street, Suite E8132, Baltimore, MD 21205, United States.
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27
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Yasin YJ, Eid HO, Alao DO, Grivna M, Abu-Zidan FM. Reduction of motorcycle-related deaths over 15 years in a developing country. World J Emerg Surg 2022; 17:21. [PMID: 35488275 PMCID: PMC9051744 DOI: 10.1186/s13017-022-00426-y] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [Track Full Text] [Download PDF] [Figures] [Journal Information] [Subscribe] [Scholar Register] [Received: 01/30/2022] [Accepted: 04/22/2022] [Indexed: 11/10/2022] Open
Abstract
BACKGROUND There have been major improvements in the trauma system and injury prevention in Al-Ain City. We aimed to study the impact of these changes on the incidence, pattern, injury severity, and outcome of hospitalized motorcycle-related injured patients in Al-Ain City, United Arab Emirates. METHODS This is a retrospective analysis of two separate periods of prospectively collected data which were retrieved from Al-Ain Hospital Trauma Registry (March 2003 to March 2006 compared with January 2014 to December 2017). All motorcycle-injured patients who were admitted to Al-Ain Hospital for more than 24 h or died in the Emergency Department or after hospitalization were studied. RESULTS The incidence of motorcycle injuries dropped by 37.1% over the studied period. The location of injury was significantly different between the two periods (p = 0.02, Fisher's exact test), with fewer injuries occurring at streets/highways in the second period (69.1% compared with 85.3%). The anatomical injury severity of the head significantly increased over time (p = 0.03), while GCS on arrival significantly improved (p < 0.0001), indicating improvements in both prehospital and in-hospital trauma care. The mortality of the patients significantly decreased (0% compared with 6%, p = 0.002, Fisher's exact test). CONCLUSIONS The incidence of motorcycle injuries in our city dropped by almost 40% over the last 15 years. There was a significant reduction in the mortality of hospitalized motorcycle-injured patients despite increased anatomical severity of the head injuries. This is attributed to improvements in the trauma care system, including injury prevention, and both prehospital and in-hospital trauma care.
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Affiliation(s)
- Yasin J Yasin
- Institute of Public Health, College of Medicine and Health Sciences, United Arab Emirates University, Al-Ain, United Arab Emirates.,Department of Environmental Health and Behavioral Sciences, School of Public Health, College of Health Sciences, Mekelle University, Mekelle, Ethiopia
| | - Hani O Eid
- Rescue and Air Ambulance, Abu Dhabi Police Aviation, Abu Dhabi, United Arab Emirates
| | - David O Alao
- Department of Internal Medicine, College of Medicine and Health Sciences, United Arab Emirates University, Al-Ain, United Arab Emirates.,Emergency Department, Al-Ain Hospital, Al-Ain, United Arab Emirates
| | - Michal Grivna
- Institute of Public Health, College of Medicine and Health Sciences, United Arab Emirates University, Al-Ain, United Arab Emirates.,Department of Public Health and Preventive Medicine, Second Faculty of Medicine, Charles University, Prague, Czech Republic
| | - Fikri M Abu-Zidan
- Department of Surgery, College of Medicine and Health Sciences, United Arab Emirates University, Al-Ain, United Arab Emirates.
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28
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Abdi N, Robertson T, Petrucka P, Crizzle AM. Do motorcycle helmets reduce road traffic injuries, hospitalizations and mortalities in low and lower-middle income countries in Africa? A systematic review and meta-analysis. BMC Public Health 2022; 22:824. [PMID: 35468751 PMCID: PMC9036710 DOI: 10.1186/s12889-022-13138-4] [Citation(s) in RCA: 1] [Impact Index Per Article: 0.5] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [Track Full Text] [Download PDF] [Figures] [Journal Information] [Subscribe] [Scholar Register] [Received: 12/08/2020] [Accepted: 04/01/2022] [Indexed: 11/12/2022] Open
Abstract
Background Studies in Africa have examined the association between helmet use and injury prevention, however, there has been no systematic review to synthesize the literature within an African context nor has there been any meta-analysis examining the effect of helmet use on injury prevention. Methods The review was performed in accordance with the Joanna Briggs Institute for Systematic Reviews. Articles were searched using several databases (e.g. CINAHL, OVID Medline) and select gray literature (e.g. TRID) sources. Articles were included if they were quantitative studies published in English between 2000 and 2019 and examined the association between motorcycle helmet use with head injuries, hospitalizations, and deaths in low- and lower-middle income countries in Africa with comprehensive motorcycle helmet laws. A meta-analysis was performed using pooled effect sizes assessing the impact of helmet use on reducing head injuries. Results After screening 491 articles, eight studies met the inclusion criteria. Helmet use ranged from 0 to 43%. The mean age of being involved in a crash was 30 years with males being two times more likely to be involved in motorcycle crashes than females. Drivers (riders) were more likely to be involved in a crash, followed by passengers and then pedestrians. Helmet use reduced injury severity and provided an 88% reduction in serious head injuries (OR 0.118, 95% CI: 0.014–0.968, p = 0.049). Conclusions In our study, helmet usage significantly reduced the likelihood of fatal head injuries. African countries with no helmet laws should consider adopting helmet use policies to reduce severe head related injuries from motorcycle crashes. Supplementary Information The online version contains supplementary material available at 10.1186/s12889-022-13138-4.
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Affiliation(s)
- Nadifa Abdi
- School of Public Health, University of Saskatchewan, Saskatoon, Canada
| | - Tara Robertson
- School of Public Health, University of Saskatchewan, Saskatoon, Canada
| | - Pammla Petrucka
- College of Nursing, University of Saskatchewan, Saskatoon, Canada
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29
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Mbugua LW, Mitra S, Neki K, Gutierrez H, Balasubramaniyan R, Winer M, Roberts J, Vos T, Hamilton E, Naghavi M, Harrison JE, Job S, Bhalla K. Estimates of road traffic deaths in Tanzania. Inj Prev 2022; 28:422-428. [PMID: 35459744 DOI: 10.1136/injuryprev-2022-044555] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 02/15/2022] [Accepted: 03/26/2022] [Indexed: 11/05/2022]
Abstract
INTRODUCTION There is considerable uncertainty in estimates of traffic deaths in many sub-Saharan African countries, with the Global Burden of Disease (GBD) and the Global Status Report on Road Safety (GSRRS) reporting widely differing estimates. As a case study, we reviewed and compared estimates for Tanzania. METHODS We estimated the incidence of traffic deaths and vehicle ownership in Tanzania from nationally representative surveys. We compared findings with GBD and GSRRS estimates. RESULTS Traffic death estimates based on the 2012 census (9382 deaths; 95% CI: 7565 to 11 199) and the 2011-2014 Sample Vital Registration with Verbal Autopsy (8778; 95% CI: 7631 to 9925) were consistent with each other and were about halfway between GBD (5 608; 95% UI: 4506 to 7014) and WHO (16 252; 95% CI: 13 130 to 19 374) estimates and more than twice official statistics (3885 deaths in 2013). Surveys and vehicle registrations data show that motorcycles have increased rapidly since 2007 and now comprise 66% of vehicles. However, these trends are not reflected in GBD estimates of motorcycles in the country, likely resulting in an underestimation of motorcyclist deaths. CONCLUSION Reducing discrepancies between GBD and GSRRS estimates and demonstrating consistency with local epidemiological data will increase the legitimacy of such estimates among national stakeholders. GBD, which is the only project that models the road-user distribution of traffic deaths in all countries, likely severely underestimates motorcycle deaths in countries where there has been a recent increase in motorcycles. Addressing police under-reporting and strengthening surveillance capacity in Tanzania will allow a better understanding of the road safety problem and better targeting of interventions.
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Affiliation(s)
| | - Sudeshna Mitra
- Global Road Safety Facility, World Bank, Washington, DC, USA
| | - Kazuyuki Neki
- Global Road Safety Facility, World Bank, Washington, DC, USA
| | - Hialy Gutierrez
- Public Health Sciences, University of Chicago, Chicago, Illinois, USA
| | | | - Mercer Winer
- Public Health Sciences, University of Chicago, Chicago, Illinois, USA
| | - Jaeda Roberts
- Public Health Sciences, University of Chicago, Chicago, Illinois, USA
| | - Theo Vos
- Institute for Health Metrics and Evaluation, University of Washington, Seattle, Washington, USA
| | - Erin Hamilton
- Institute for Health Metrics and Evaluation, University of Washington, Seattle, Washington, USA
| | - Mohsen Naghavi
- Institute for Health Metrics and Evaluation, University of Washington, Seattle, Washington, USA
| | | | - Soames Job
- Global Road Safety Facility, World Bank, Washington, DC, USA
| | - Kavi Bhalla
- Public Health Sciences, University of Chicago, Chicago, Illinois, USA
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Konlan KD, Hayford L. Factors associated with motorcycle-related road traffic crashes in Africa, a Scoping review from 2016 to 2022. BMC Public Health 2022; 22:649. [PMID: 35382791 PMCID: PMC8981755 DOI: 10.1186/s12889-022-13075-2] [Citation(s) in RCA: 6] [Impact Index Per Article: 3.0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [Track Full Text] [Download PDF] [Figures] [Journal Information] [Subscribe] [Scholar Register] [Received: 08/19/2021] [Accepted: 03/10/2022] [Indexed: 11/10/2022] Open
Abstract
Background The toll associated with road traffic crashes (RTC) is high, and the burden of injury is disproportionately borne by pedestrians and motor riders, particularly in developing countries. This study synthesized the factors associated with motorcycle-related RTC in Africa. Methods The PICO framework and the PRISMA guidelines for conducting reviews were incorporated in searching, screening, and reporting the findings. Advanced search in five electronic databases (Google Scholar, PubMed Central, Scopus, CINAHL, and Embase) yielded 2552 titles and 22 from manual search, filtered for 2016 to 2022 (to generate 1699) and then further for primary studies (854). Through the title, abstract and full-text screening, 22 were appropriate for this review. Data extraction was done by the two researchers independently, and the results were compared. Convergent synthesis was adopted to integrate results, transformed into a narrative, and analyzed using thematic synthesis. Results The four main themes identified were the rider-related, non-rider-related factors, prevalence and severity of injuries from RTC, and the measures to reduce RTC. The behavioral factors associated with RTC were alcohol use, smoking, use of illicit drugs, tiredness of rider, poor knowledge on traffic regulations, more than one pillow rider, lack of rider license, non-observance of traffic regulations, and non-use of personal protective equipment. Road traffic crashes were common among younger age and male gender. Other factors identified included poor road network, unplanned stoppage by police, unlawful vehicular packing, increased urbanization, and slippery floors. Conclusion There is the need to institute multi-sectoral measures that target riders’ behavior change. Coordinated efforts should target governments, enforcement authorities, and regulatory bodies to enforce enactment that ensures safe use of roads.
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Affiliation(s)
- Kennedy Diema Konlan
- Department of Public Health Nursing, School of Nursing and Midwifery, University of Health and Allied Sciences, Ho, Volta region, Ghana. .,College of Nursing, Yonsei University, 50-1, Yonsei-ro, Seodaemun-gu, Seoul, 03722, South Korea.
| | - Linda Hayford
- Department of Medicine, St Anthony Hospital, Dzordze, Volta Region, Ghana
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Chang PK, Griffith SM, Chuang HC, Chuang KJ, Wang YH, Chang KE, Hsiao TC. Particulate matter in a motorcycle-dominated urban area: Source apportionment and cancer risk of lung deposited surface area (LDSA) concentrations. J Hazard Mater 2022; 427:128188. [PMID: 35007803 DOI: 10.1016/j.jhazmat.2021.128188] [Citation(s) in RCA: 5] [Impact Index Per Article: 2.5] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 10/07/2021] [Revised: 12/24/2021] [Accepted: 12/28/2021] [Indexed: 06/14/2023]
Abstract
Source-apportioned particle concentrations are necessary to properly evaluate the health impacts of air pollution. In this study, a measurement station was established at an urban roadside in northern Taiwan to the investigate lung deposited surface area (LDSA) concentration, a relevant metric for the adverse health effects of aerosol exposure, along with PM1 and equivalent black carbon (eBC) concentrations, particle number concentration (PNC), and particle size distribution (PSD). Through positive matrix factorization and multi-linear regression analysis, we attributed 57% of LDSA to traffic emissions over the entire study. During rush hour, the motorcycle fraction increased to 0.83 and LDSA (77.6 ± 9.9 µm2/cm3) and PNC (14,000 ± 2400 particles/cm3) values peaked, while 74% of LDSA was attributed to traffic. The LDSA ratio, defined as the ratio of measured LDSA to that estimated from the particle size distribution with a spherical assumption, also increased, highlighting the greater degree of fractal morphology during rush hour. The relationship between LDSA emitted by traffic and PNC yielded a higher r2 (0.92) than the r2 between traffic LDSA and eBC (0.82). Finally, the excess lifetime cancer risk linked with traffic emission was 1.56 × 10-4 (i.e. 15.6 excess cancer cases for a population of 100,000 people) based on the LDSA apportionment results.
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Affiliation(s)
- Po-Kai Chang
- Graduate Institute of Environmental Engineering, National Taiwan University, 71 Chou-Shan Rd., Taipei 10617, Taiwan
| | - Stephen M Griffith
- Department of Atmospheric Sciences, National Central University, Taoyuan, Taiwan
| | - Hsiao-Chi Chuang
- School of Respiratory Therapy, College of Medicine, Taipei Medical University, Taipei, Taiwan
| | - Kai-Jen Chuang
- Department of Public Health, School of Medicine, College of Medicine, Taipei Medical University, Taipei, Taiwan
| | - Yu-Hui Wang
- Graduate Institute of Environmental Engineering, National Taiwan University, 71 Chou-Shan Rd., Taipei 10617, Taiwan
| | - Kuo-En Chang
- Graduate Institute of Environmental Engineering, National Taiwan University, 71 Chou-Shan Rd., Taipei 10617, Taiwan
| | - Ta-Chih Hsiao
- Graduate Institute of Environmental Engineering, National Taiwan University, 71 Chou-Shan Rd., Taipei 10617, Taiwan.
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Tamakloe R, Das S, Nimako Aidoo E, Park D. Factors affecting motorcycle crash casualty severity at signalized and non-signalized intersections in Ghana: Insights from a data mining and binary logit regression approach. Accid Anal Prev 2022; 165:106517. [PMID: 34896907 DOI: 10.1016/j.aap.2021.106517] [Citation(s) in RCA: 14] [Impact Index Per Article: 7.0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 08/13/2021] [Revised: 11/27/2021] [Accepted: 11/29/2021] [Indexed: 06/14/2023]
Abstract
Despite the countless benefits derived from motorcycle usage, it has become a significant public health concern, particularly in developing countries, due to the plateauing number of fatal/serious injuries associated with them. Although it has been well documented that the frequency and fatality rates of intersection-related motorcycle crashes are high, little research efforts have been made to explore the contributory factors influencing motorcycle-involved crashes at these locations. Interestingly, no study has investigated the latent patterns and chains of factors that simultaneously contribute to the injury severity sustained by motorcycle crash casualties at intersections under different traffic control conditions in developing countries. Since motorcycles are mostly used as taxis in developing countries, it is imperative to consider the injury severity sustained by all crash casualties in the motorcycle safety analysis. This study bridges the research gap by employing a plausible data mining tool to explore hidden rules associated with motorcycle crash casualty injury severity outcomes at both signalized and non-signalized intersections in Ghana's most densely populated region, Accra, using three-year crash data spanning 2016-2018. Besides, a binary logit regression model was also employed to explore the impact of crash factors on casualty severity outcomes using the same dataset. The results from both analysis techniques were consistent; however, the data mining technique provided chains of factors which provided additional insights into the groups of factors that collectively influence the casualty injury severity outcomes. From the rule discovery results, while full license status, daytime/daylight, and shoulder presence increased the risk of fatal injuries at signalized intersections, factors such as inattentiveness, good road surface, nighttime, shoulder absence, and young rider were highly likely to increase casualty fatalities at non-signalized intersections. By controlling all or some of these risk factors, the level of injury severity on the roadways could be reduced. Based on the findings, we provide enforcement, education, and engineering-based recommendations to help improve motorcycle safety.
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Affiliation(s)
- Reuben Tamakloe
- Department of Transportation Engineering, The University of Seoul, 163 Seoulsiripdae-ro Dongdaemun-gu, Seoul 02504, South Korea.
| | - Subasish Das
- Texas A&M Transportation Institute, College Station, TX 77843, USA.
| | - Eric Nimako Aidoo
- Department of Statistics and Actuarial Science, Kwame Nkrumah University of Science and Technology, Kumasi, Ghana.
| | - Dongjoo Park
- Department of Transportation Engineering & Department of Urban Big Data Convergence, The University of Seoul, 163 Seoulsiripdae-ro Dongdaemun-gu, Seoul 02504, South Korea.
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Yasin YJ, Grivna M, Abu-Zidan FM. Motorized 2-3 wheelers death rates over a decade: a global study. World J Emerg Surg 2022; 17:7. [PMID: 35081985 DOI: 10.1186/s13017-022-00412-4] [Citation(s) in RCA: 3] [Impact Index Per Article: 1.5] [Reference Citation Analysis] [What about the content of this article? (0)] [Abstract] [Key Words] [Track Full Text] [Download PDF] [Figures] [Journal Information] [Subscribe] [Scholar Register] [Received: 11/25/2021] [Accepted: 01/20/2022] [Indexed: 11/10/2022] Open
Abstract
BACKGROUND Motorized 2-3-wheelers-related death is high due to the exposed body of the driver/passenger and the high speed. The United Nation (UN) Decade of Action for road safety aimed to reduce road traffic deaths by 50% by the year 2020. We aimed to study the factors affecting the death rates of motorized 2-3 wheelers injured victims and whether the reduction in the death rates has met the UN target. METHODS Data were retrieved from the WHO Global Status Reports on Road Safety published over 2009 to 2018 which covered the years of 2007 to 2016. Studied variables included motorized 2-3 wheelers death rates, percentage of helmet-wearing rate, helmet law enforcement, speed law enforcement, gross national income per capita, vehicles/person ratio, and motorized 2-3 wheelers/person ratio. A mixed linear model was used to define factors affecting the change of motorized 2-3 wheelers death rates over time. RESULTS The global mean motorized 2-3 wheelers death rates increased from 2.37/100,000 population to 3.23/100,000 population over the studied decade (a relative ratio of 1.36) which was not statistically significant. Factors that affected mortality included GNI (p = 0.025), motorized 2-3 wheelers per person ratio (p < 0.0001), percentage of helmet wearing rate (p = 0.046), and the interaction between vehicle/person ratio and motorized 2-3 wheelers/person ratio (p = 0.016). There was a significant increase in the death rates over time in the low-income countries (a relative ratio of 2.52, p = 0.019, Friedman test), and middle-income countries (a relative ratio of 1.46, p < 0.0001, Friedman test), compared with a significant decrease in the high-income countries (a relative ratio of 0.72, p < 0.0001, Friedman test). CONCLUSIONS Global mortality of motorized 2-3 wheelers has increased by a relative ratio of 1.36 over a recent decade. The UN target of reducing death was not met. The increase was related to the increase in motorized 2-3 wheelers per person ratio and economic inequity which has to be addressed globally. The economic global gap significantly impacts the mortality rates of motorized 2-3 wheelers.
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Yang J, Guo X, Xu M, Wang L, Lord D. Alcohol-impaired motorcyclists versus car drivers: A comparison of crash involvement and legal consequence from adjudication data. J Safety Res 2021; 79:292-303. [PMID: 34848010 DOI: 10.1016/j.jsr.2021.09.011] [Citation(s) in RCA: 2] [Impact Index Per Article: 0.7] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 10/07/2020] [Revised: 04/08/2021] [Accepted: 09/23/2021] [Indexed: 06/13/2023]
Abstract
INTRODUCTION Driving under the influence (DUI) increases the probability of motor-vehicle collisions, especially for motorcycles with less protections. This study aimed to identify commonalities and differences between criminally DUI offenses (i.e., with a blood alcohol concentration (BAC) of 80 mg/dL or higher) committed by motorcyclists and car drivers. METHODS A total of 10,457 motorcycle DUIs and 8,402 car DUIs were compared using a series of logistic regression models, using data extracted from the documents of adjudication decisions by the courts of Jiangsu, China. RESULTS The results revealed that offenders from the high-BAC group (i.e., 200 mg/dL or higher) accounted for more than 20% of the total DUI offenses, and were more likely to be involved in a crash and punished with a longer detention. Motorcyclists had a higher likelihood of crash involvement, and were also more likely to be responsible for single-vehicle crashes associated with higher odds of injury sustained, compared to alcohol-impaired car drivers. In the verdict, motorcycle offenders were more likely to receive a less severe penalty. CONCLUSIONS Interventions are clearly required to focus on reducing in the high-BAC group of offenders. For alcohol-impaired motorcyclists, their risks of crash and injury against BAC climb more steeply than the risks for car drivers. The factors including frequent occurrences, uncertainty of detection, and short-term sentences may weaken the deterrence effect of the criminalization of motorcycle DUI. Practical Applications: The traffic-related adjudication data support traffic safety analysis. Strategies such as combating motorcycle violations (e.g., unlicensed operators or driving unsafe vehicles), undertaking education and awareness campaigns, are expected for DUI prevention.
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Affiliation(s)
- Jie Yang
- Development Research Institute of Transportation Governed by Law, School of Law, Southeast University, Nanjing 210096, China.
| | - Xiaoyu Guo
- Zachry Department of Civil and Environmental Engineering, Texas A&M University, College Station, TX 77843-3136, USA
| | - Minchuan Xu
- Judicial Big Data Research Center, School of Law, Southeast University, Nanjing 210096, China
| | - Lusheng Wang
- Judicial Big Data Research Center, School of Law, Southeast University, Nanjing 210096, China
| | - Dominique Lord
- Zachry Department of Civil and Environmental Engineering, Texas A&M University, College Station, TX 77843-3136, USA
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Yu S, Tsai WD. The effects of road safety education on the occurrence of motorcycle violations and accidents for novice riders: An analysis of population-based data. Accid Anal Prev 2021; 163:106457. [PMID: 34735886 DOI: 10.1016/j.aap.2021.106457] [Citation(s) in RCA: 1] [Impact Index Per Article: 0.3] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 01/14/2021] [Revised: 08/11/2021] [Accepted: 10/14/2021] [Indexed: 06/13/2023]
Abstract
The prevalence of motorcycle riding among novice riders in most Southeast Asia countries presents an alarming rate of traffic violations and fatal accidents. Since 2013, Taiwan's government has gradually required a road safety class (RSC) for the rider's licensing process. The RSC consisted of watching videotapes of motorcycle-involved crashes followed by lectures on safety measures. Our study tried to see whether a compulsory RSC could lower the likelihood and frequency of road accidents and traffic violations among novice riders. To avoid self-selection bias, we selected 480,114 novice riders aged 18-20 years, licensed one year before starting the trial period and one year after full implementation of RSC. Using the 2012-2018 data from the Taiwan Ministry of Transportation and Communication (MOTC), we applied the logistic model to evaluate RSC effects on the risk of violations and accidents. Then, we used the negative binomial regression to model their frequency in response to RSC exposure. Following the novice drivers 1-3 years after licensing, our results showed that the RSC has a short-term effect in lowering their traffic violations' likelihood by 12%∼17% and their frequency by 11%; however, the RSC effects only last two years in reducing the counts of motorcycle-involved offenses and accidents. The RSC reduction effect was lower for the tendency of accidents than the violations, probably because committing traffic violations was self-determined; in contrast, the collision occurrence was more or less related to the riders' own or other road users' carelessness. The RSC could be more effective if a certification test for road safety education were required or if a penalty is imposed on distracted learners during the training.
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Affiliation(s)
- Suchuan Yu
- Department of Economics, National Dong Hwa University, Hualien, Taiwan
| | - Wei-Der Tsai
- Graduate Institute of Industrial Economics, National Central University, Taoyuan, Taiwan.
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Sharwood LN, Kifley A, Craig A, Gopinath B, Jagnoor J, Cameron ID. Comparison of physical and psychological health outcomes for motorcyclists and other road users after land transport crashes: an inception cohort study. BMC Public Health 2021; 21:1983. [PMID: 34727891 PMCID: PMC8565041 DOI: 10.1186/s12889-021-12003-0] [Citation(s) in RCA: 1] [Impact Index Per Article: 0.3] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [Track Full Text] [Download PDF] [Journal Information] [Subscribe] [Scholar Register] [Received: 03/20/2021] [Accepted: 10/14/2021] [Indexed: 11/10/2022] Open
Abstract
BACKGROUND Serious injuries and fatalities among vulnerable road users on two wheeled motorised vehicles have increased across Australia and internationally in the past decade yet fallen for motor vehicle occupants. Almost half of all reported motorcycle injury crashes cause serious injury or death, nearly double that of motor vehicle police-reported crashes. This study explores associations with sociodemographic and pre-injury health characteristics and health outcomes after a road traffic injury; aiming to compare motorcyclists with other road users and inform recovery care. METHODS An inception cohort study recruited 1854 individuals aged > 17 years, injured following land-transport crashes in New South Wales, Australia (July 2013-November 2016). Interviews conducted at baseline, 6-and 12-months post-injury elicited demographic, socioeconomic, and self-reported health conditions. RESULTS Primary analysis involved 1854 participants who were recruited at baseline as three distinct road user groups; 628 (33.9%) motorcyclists, 927 (50%) vehicle occupants and 299 (16.1%) bicyclists. At baseline, injury patterns differed significantly between road user groups; motorcyclists were more than twice as likely to sustain lower extremity injury (p < 0.001); to have more severe injury severity scores (p < 0.001) and longer hospital stays versus vs vehicle occupants and bicyclists (< 0.001) across these measures. Injured motorcyclists were predominantly male (88.1%, p < 0.001), were younger on average (38 years) than bicyclists (41.5 years), had lower income and education levels, and poorer pre-injury physical health than other road user groups. Despite these differences, at 12 months post-injury motorcyclists had better physical health (SF12-PCS 2.07 (0.77, 3.36), p = 0.002) and reported lower pain scores (- 0.51 (- 0.83, - 0.2), p < 0.001) than vehicle occupants. Motorcyclists displayed less evidence of psychological distress than vehicle occupants, but more than bicyclists across several measures used. CONCLUSIONS Road user types differ in important characteristics, including pre-injury health status and recovery after injury. As vulnerable road users experiencing transport crash and considering their higher initial injury severity, the degree of recovery among motorcyclists compared with other user types is remarkable and unexplained. Health and recovery outcomes after land-transport crashes is least favourable among vehicle occupants despite their higher levels of protection in a crash. This information is valuable for targeting early intervention strategies by road user type during the post-crash care phase, to improve long-term recovery.
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Affiliation(s)
- Lisa N Sharwood
- John Walsh Centre for Rehabilitation Research, University of Sydney, Northern Clinical School, Faculty of Medicine and Health, 1 Reserve Road, St Leonards, NSW, 2065, Australia. .,University of Technology Sydney, Faculty of Engineering and Risk, Ultimo, Australia.
| | - Annette Kifley
- John Walsh Centre for Rehabilitation Research, Kolling Institute, University of Sydney, Northern Clinical School, Faculty of Medicine and Health, 1 Reserve Road., St Leonards, NSW, 2065, Australia
| | - Ashley Craig
- John Walsh Centre for Rehabilitation Research, Kolling Institute, University of Sydney, Northern Clinical School, Faculty of Medicine and Health, 1 Reserve Road., St Leonards, NSW, 2065, Australia
| | - Bamini Gopinath
- John Walsh Centre for Rehabilitation Research, Kolling Institute, University of Sydney, Northern Clinical School, Faculty of Medicine and Health, 1 Reserve Road., St Leonards, NSW, 2065, Australia
| | - Jagnoor Jagnoor
- John Walsh Centre for Rehabilitation Research, University of Sydney, Northern Clinical School, Faculty of Medicine and Health, 1 Reserve Road, St Leonards, NSW, 2065, Australia.,The George Institute for Global Health, University of New South Wales, Sydney, Australia
| | - Ian D Cameron
- John Walsh Centre for Rehabilitation Research, Kolling Institute, University of Sydney, Northern Clinical School, Faculty of Medicine and Health, 1 Reserve Road., St Leonards, NSW, 2065, Australia
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Abedi Gheslaghi L, Sharifi H, Noroozi M, Barouni M, Sadeghi-Bazargani H. Quality of Life after Motorcycle Traffic Injuries: A Cohort Study in Northwest of Iran. Bull Emerg Trauma 2021; 9:169-177. [PMID: 34692867 PMCID: PMC8525700 DOI: 10.30476/beat.2021.87236.1182] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [Download PDF] [Journal Information] [Subscribe] [Scholar Register] [Received: 07/02/2020] [Revised: 03/07/2021] [Accepted: 06/25/2021] [Indexed: 11/24/2022] Open
Abstract
Objective: To investigate the quality of life (QOL) of injured motorcyclists and associated factors in a period of three months after the accident. Methods: In the present study, we were included 190 injured motorcyclists who admitted to two referral specialized hospitals (Emam Reza and Shohada) in Tabriz, between June 2018 and January 2019. All injured motorcyclists were contacted through the telephone one and 171 of them (90%) three months after their accident to complete an EQ-5D-3L questionnaire. The baseline measurements were gathered by using face to face interviews in the hospitals. The QOL score could vary between 1 and 3. The higher score showed a lower QOL. Results: The injured motorcyclist’s QOL score was relatively better in three months after the accident (mean±Standard Deviation (SD): 1.78±0.51) in comparison with their status a month after the accident (2.15±0.65) (p<0.001). The multivariable model showed that individuals with pelvis injuries (Coef: 0.29, (95% CI: 0.16, 0.42), p=0.001) and knee injuries (Coef: 0.26, (95% CI: 0.10, 0.42), p=0.001), experienced a higher QOL score. Also, those whose accident had happened in rainy weather experienced higher QOL score (Coef: 0.33, (95% CI: 0.12, 0.53), p=0.001). The patients who were in an accident with a vehicle were experienced a better QOL than others (Coef: -0.26, (95% CI: -0.43, -0.09), p=0.002). Conclusion: The assessment of three-months post-accident showed that the QOL score of the motorcyclists was reduced. It is recommended that the QOL of patients should be improved in hospital discharge victims.
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Affiliation(s)
- Leili Abedi Gheslaghi
- Student of Epidemiology, Department of Biostatistics and Epidemiology, School of Public Health, Kerman University of Medical Sciences, Kerman, Iran
| | - Hamid Sharifi
- HIV/STI Surveillance Research Center, and WHO Collaborating for HIV Surveillance, Institute for Futures Studies in Health, Kerman University of Medical Sciences, Kerman, Iran
| | - Mehdi Noroozi
- Psychosis Research Center, University of Social Welfare and Rehabilitation Sciences, Tehran, Iran
| | - Mohsen Barouni
- Health Services Management Research Center, Institute for Futures Studies in Health, Kerman University of Medical Sciences, Kerman, Iran
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Choi Y, Lee DH, Lee JI. Patterns and clinical outcomes of injuries related to two-wheeled vehicles (bicycle and motorcycle) in the geriatric population: a nationwide analysis in South Korea (2016-2018). BMC Geriatr 2021; 21:603. [PMID: 34702189 PMCID: PMC8546953 DOI: 10.1186/s12877-021-02505-2] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [Track Full Text] [Download PDF] [Figures] [Journal Information] [Subscribe] [Scholar Register] [Received: 04/16/2021] [Accepted: 09/24/2021] [Indexed: 11/29/2022] Open
Abstract
Background South Korea has a rapidly ageing population. This study aimed to provide epidemiologic data and to identify the characteristics of the patterns and clinical outcomes of two-wheeled vehicle-related injuries (bicycle and motorcycle) in elderly riders. Methods This study retrospectively analyzed data from the National Emergency Department Information System from 2016 to 2018. Adult patients (≥ 20 years old) who were injured while using two-wheeled vehicles were included. Elderly patients were defined as being 65 years and older. The analysis was performed for 65,648 bicycle-related injuries (15,272 elderly patients) and 87,855 motorcycles-related injuries (17,292 elderly patients). Results In emergency departments (EDs), the average injury severity score (ISS) for motorcycle-related accidents was 9.8 ± 11.2 in the younger group and 14.1 ± 14.7 in the elderly group (p = 0.001). In addition, the average ISS of bicycle-related accidents was 7.1 ± 8.9 in the younger group and 10.5 ± 12.3 in the elderly group (p = 0.001). Two-wheeled vehicle accident mortality rates of elderly riders (0.9% for bicycle and 1.8% for motorcycle in the ED; 4.1% for bicycle and 3.8% for motorcycle in the hospital) were more than twice those of younger riders. The elderly stayed in the hospital longer than younger patients (485.2 ± 543.0 h vs 336.8 ± 385.5 h, p = 0.001) for bicycle-related injuries. They also stayed longer for motorcycle-related injuries (529 ± 598.6 h vs 452.0 ± 543.55 h, p = 0.001). The logistic regression analysis showed that age ≥ 65 years was an independent factor associated with severe trauma (ISS ≥ 16) for both bicycle-related injuries (adjusted odds ratio [OR] 2.185 [95% Confidence Interval (CI) 2.072–2.303]) and motorcycle-related injuries (adjusted OR 1.220 [95% CI 1.137–1.287]). Conclusion Two-wheeled vehicle-related injuries in the elderly were associated with higher ISS, length of hospital stay, and mortality than in younger riders. Analysing the characteristics of two-wheeled vehicle-related injuries in the elderly can be the basis for planning to reduce and prevent injuries in elderly riders.
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Affiliation(s)
- Yoonhyung Choi
- Department of Emergency Medicine, College of Medicine, Ewha Womans University, Seoul, South Korea
| | - Duk Hee Lee
- Department of Emergency Medicine, College of Medicine, Ewha Womans University, Seoul, South Korea.
| | - Jung Il Lee
- Department of Orthopedic Surgery, Korea University Guro Hospital, Seoul, South Korea.
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Oezel L, Jaekel C, Bieler D, Stuewe D, Neubert A, Lefering R, Grassmann JP, Windolf J, Thelen S. [Differences in injury patterns in motorcycle accidents involving children and adolescents]. Unfallchirurg 2021; 125:880-891. [PMID: 34652472 PMCID: PMC9633521 DOI: 10.1007/s00113-021-01090-8] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Grants] [Track Full Text] [Download PDF] [Figures] [Journal Information] [Subscribe] [Scholar Register] [Accepted: 09/16/2021] [Indexed: 11/29/2022]
Abstract
Hintergrund Verkehrsunfälle und ihre Verletzungsfolgen stellen eine häufige traumatische Ursache für das Versterben und für das Auftreten von irreversiblen Schäden bei Kindern und Jugendlichen dar. Bei Motorradunfällen unterscheiden sich dabei Verletzungsmuster abhängig vom Patientenalter. Ziel der Arbeit Ziel dieser Studie ist es, die typischen Verletzungsmuster nach Motorradunfällen im Kindes- und Jugendalter vergleichend zu beschreiben, da diese einen ausschlaggebenden Einfluss auf die Prävention sowie die adäquate Behandlung der jeweiligen Patientengruppen bieten können. Material und Methoden In die Studie wurden innerhalb der Jahre 2002–2018 22.923 Patienten aus dem TraumaRegister der Deutschen Gesellschaft für Unfallchirurgie (DGU®) eingeschlossen. Die Auswertung erfolgte in 4 Altersgruppen: Gruppe 1 (4 bis 15 Jahre), Gruppe 2 (16 bis 17 Jahre), Gruppe 3 (18 bis 20 Jahre) sowie Gruppe 4 (21 bis 50 Jahre) als Kontrolle. Ergebnisse In Gruppe 2 stellten Extremitätenverletzungen das häufigste Verletzungsmuster dar und traten überwiegend im Bereich der unteren Extremität auf. Zudem ergab die Analyse, dass Gruppe 1 häufiger ein schweres Schädel-Hirn-Trauma erleidet, trotz initial schlechtem Zustand aber ein besseres Outcome aufweist. Thorakale, abdominelle sowie Wirbelsäulen- und Beckenverletzungen kommen bei den jüngeren Altersgruppen seltener vor. Insbesondere stellen Rippenfrakturen eine Rarität bei Kindern dar. In der Diagnostik werden Kinder im Vergleich zu Erwachsenen seltener einer Ganzkörper-CT-Diagnostik zugeführt. Diskussion Die Studie deckt altersabhängige Unterschiede in den Verletzungsmustern von Patienten auf, die als Beifahrer oder Fahrer eines Motorrades in einen Unfall involviert waren. Zudem konnten ebenso Unterschiede in der prä- und innerklinischen Versorgung herausgearbeitet werden.
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Affiliation(s)
- L Oezel
- Klinik für Orthopädie und Unfallchirurgie, Medizinische Fakultät und Universitätsklinikum Düsseldorf, Heinrich-Heine-Universität Düsseldorf, Moorenstraße 5, 40225, Düsseldorf, Deutschland
| | - C Jaekel
- Klinik für Orthopädie und Unfallchirurgie, Medizinische Fakultät und Universitätsklinikum Düsseldorf, Heinrich-Heine-Universität Düsseldorf, Moorenstraße 5, 40225, Düsseldorf, Deutschland.
| | - D Bieler
- Klinik für Orthopädie und Unfallchirurgie, Medizinische Fakultät und Universitätsklinikum Düsseldorf, Heinrich-Heine-Universität Düsseldorf, Moorenstraße 5, 40225, Düsseldorf, Deutschland
- Klinik für Unfallchirurgie und Orthopädie, Wiederherstellungs‑, Hand- und Plastische Chirurgie, Verbrennungsmedizin, Bundeswehrzentralkrankenhaus Koblenz, Koblenz, Deutschland
| | - D Stuewe
- Klinik für Orthopädie und Unfallchirurgie, Medizinische Fakultät und Universitätsklinikum Düsseldorf, Heinrich-Heine-Universität Düsseldorf, Moorenstraße 5, 40225, Düsseldorf, Deutschland
| | - A Neubert
- Klinik für Orthopädie und Unfallchirurgie, Medizinische Fakultät und Universitätsklinikum Düsseldorf, Heinrich-Heine-Universität Düsseldorf, Moorenstraße 5, 40225, Düsseldorf, Deutschland
| | - R Lefering
- Institut für Forschung in der Operativen Medizin, Universität Witten/Herdecke, Köln, Deutschland
| | - J P Grassmann
- Klinik für Orthopädie und Unfallchirurgie, Medizinische Fakultät und Universitätsklinikum Düsseldorf, Heinrich-Heine-Universität Düsseldorf, Moorenstraße 5, 40225, Düsseldorf, Deutschland
| | - J Windolf
- Klinik für Orthopädie und Unfallchirurgie, Medizinische Fakultät und Universitätsklinikum Düsseldorf, Heinrich-Heine-Universität Düsseldorf, Moorenstraße 5, 40225, Düsseldorf, Deutschland
| | - S Thelen
- Klinik für Orthopädie und Unfallchirurgie, Medizinische Fakultät und Universitätsklinikum Düsseldorf, Heinrich-Heine-Universität Düsseldorf, Moorenstraße 5, 40225, Düsseldorf, Deutschland
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Ospina-Mateus H, Jiménez LQ, López-Valdés FJ. The rider behavior questionnaire to explore associations of motorcycle taxi crashes in Cartagena (Colombia). Traffic Inj Prev 2021; 22:S99-S103. [PMID: 34495788 DOI: 10.1080/15389588.2021.1970749] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 03/07/2021] [Revised: 08/16/2021] [Accepted: 08/16/2021] [Indexed: 06/13/2023]
Abstract
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.
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Affiliation(s)
- Holman Ospina-Mateus
- Department of Industrial Engineering, Universidad Tecnológica de Bolívar, Cartagena, Colombia
- Department of Industrial Engineering, Pontificia Universidad Javeriana, Bogotá, Colombia
- Instituto de Investigacion Tecnológica (IIT), ICAI Engineering School, Universidad Pontificia Comillas, Madrid, Spain
| | | | - Francisco J López-Valdés
- Instituto de Investigacion Tecnológica (IIT), ICAI Engineering School, Universidad Pontificia Comillas, Madrid, Spain
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Kiwango G, Francis F, Moshiro C, Möller J, Hasselberg M. Association between alcohol consumption, marijuana use and road traffic injuries among commercial motorcycle riders: A population-based, case-control study in Dares Salaam, Tanzania. Accid Anal Prev 2021; 160:106325. [PMID: 34390892 DOI: 10.1016/j.aap.2021.106325] [Citation(s) in RCA: 3] [Impact Index Per Article: 1.0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 12/30/2020] [Revised: 06/12/2021] [Accepted: 07/28/2021] [Indexed: 06/13/2023]
Abstract
BACKGROUND Alcohol consumption and psychoactive drug use are well-recognised risk factors for road traffic injuries (RTIs). Both types of use may impair and affect drivers' performance. Yet, there is limited literature on their contribution to RTIs among commercial motorcycle riders, particularly in low- and middle-income settings. This study aimed to determine the association between alcohol consumption, marijuana use and RTIs among commercial motorcycle riders in the city of Dar es Salaam, Tanzania. METHODS We conducted a case-control study between July 2018 and March 2019. Cases (n = 164) were commercial motorcycle riders who had sustained an RTIs and attended at a hospital. Controls (n = 400) were commercial motorcycle riders who had not experienced an RTIs that led to hospital attendance during the past six months. Alcohol consumption was assessed using the Alcohol Use Disorder Identification (AUDIT) score, which classified participants as a non-drinker, normal drinker(1-7 scores) and risky drinker (scores ≥ 8). Marijuana use was assessed through self-reported use in the past year. We estimated odds ratios (ORs) using logistic regression adjusted for sociodemographic, driver-, and work-related factors. RESULTS Risky drinking was associated with close to six times the odds of RTIs compared to non-drinkers (OR = 5.98, 95% CI: 3.25 - 11.0). The association remained significant even after adjusting for sociodemographic, driving and work-related factors (OR = 2.41, 95% CI: 1.01 - 5.76). The crude odds ratios of RTIs were significantly higher among users of marijuana than non-users (OR = 2.33, 95% CI: 1.38 - 3.95). However, the association did not remain statistically significant after adjusting for confounders (OR = 1.11, 95% CI = 0.49-2.48). CONCLUSION Our findings confirm increased odds of RTIs among commercial motorcycle riders with risky drinking behaviour even after taking sociodemographic, driving and work-related factors into account. Unlike alcohol consumption the relationship between marijuana use and RTIs among commercial motorcycle riders was unclear. Since motorcycle riders are more susceptible to the effect of alcohol due to higher demands of balance and coordination and because commercial motorcyclist riders, in particular, they spend a considerable amount of time on the road, our results underscore the importance of addressing hazardous alcohol consumption and marijuana use in future prevention strategies to enhance road safety.
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Affiliation(s)
- George Kiwango
- Department of Epidemiology and Biostatistics, Muhimbili University of Health and Allied Sciences, Dar es Salaam, Tanzania
| | - Filbert Francis
- Department of Global Public Health, Karolinska Institutet, Stockholm, Sweden; National Institute of Medical Research, Tanga, Tanzania.
| | - Candida Moshiro
- Department of Epidemiology and Biostatistics, Muhimbili University of Health and Allied Sciences, Dar es Salaam, Tanzania
| | - Jette Möller
- Department of Global Public Health, Karolinska Institutet, Stockholm, Sweden
| | - Marie Hasselberg
- Department of Global Public Health, Karolinska Institutet, Stockholm, Sweden
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Lemonakis P, Eliou N, Karakasidis T. Investigation of speed and trajectory of motorcycle riders at curved road sections of two-lane rural roads under diverse lighting conditions. J Safety Res 2021; 78:138-145. [PMID: 34399909 DOI: 10.1016/j.jsr.2021.05.009] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 09/15/2020] [Revised: 02/15/2021] [Accepted: 05/25/2021] [Indexed: 06/13/2023]
Abstract
INTRODUCTION Vehicular accidents at horizontal curves are over-represented compared to accidents that occur at tangent sections. Investigations have been conducted aimed at identifying the major causes that result in higher accident risk, both in terms of severity and rate, at curved road sections. Excessive or abrupt changes in speeding and improper vertical position are cited as major factors of lane departure, whereas other factors (either human or environmental) have also been documented. However, most research involves 4-wheel vehicles rather than other modes of transport that behave differently. More specifically, while motorcyclist fatalities occur more frequently than passenger vehicles, when accounting for vehicle distance traveled only a limited number of research studies address their behavior at curved road sections. METHOD This paper presents the findings of field operational tests carried out by motorcyclists along two-lane rural roads with a wide range of horizontal curves using an instrumented motorcycle. Key objectives of the research included the conditions under which the motorcyclists differentiate their trajectory in regards to the direction of the horizontal curves, the correlation between the trajectory and the geometry of the road, and the impact of the lighting conditions on riders' behavior. RESULTS The research showed that motorcyclists tend to ride closer to the centerline of the road, neglect the hazards associated with dim lighting conditions, and maintain constant speed in the left hand and the right-hand horizontal curves.
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Affiliation(s)
| | - Nikolaos Eliou
- Department of Civil Engineering, University of Thessaly, Volos, Greece
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Sui B, Lubbe N, Bärgman J. Evaluating automated emergency braking performance in simulated car-to-two-wheeler crashes in China: A comparison between C-NCAP tests and in-depth crash data. Accid Anal Prev 2021; 159:106229. [PMID: 34225169 DOI: 10.1016/j.aap.2021.106229] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 11/24/2020] [Revised: 04/27/2021] [Accepted: 05/31/2021] [Indexed: 06/13/2023]
Abstract
Automated Emergency Braking (AEB) is an effective way to prevent crashes from happening or mitigate their severity. Because riders of two-wheelers (TWs) are among the most vulnerable road users, New Car Assessment Programs, like the China New Car Assessment Program (C-NCAP), have recently introduced test scenarios for the assessment of AEB for cars encountering TWs (TW-AEB). The main aim of this study was to determine how well two different C-NCAP test scenario datasets reflect real-world crash scenarios for the purpose of assessing TW-AEB performance. We used virtual counterfactual simulations to determine whether the hypothetical TW-AEB's performance, when applied to the two C-NCAP datasets, was similar to its performance when applied to a set of reconstructed car-to-TW crashes representing real-world crashes. The test datasets were the current C-NCAP scenario set and a proposed C-NCAP scenario set; the real-world crash dataset comprised 113 reconstructed crashes from the Shanghai United Road Traffic Safety Scientific Research Center database (SHUFO). The performances were compared with respect to crash avoidance rate and the characteristics of the remaining crashes. A substantially higher proportion of crashes was avoided in the current C-NCAP scenario set than in the other two (with the sensor field of view (FoV) set to 70° and the activation time to 1.1 s TTC). In fact, with these parameter settings, no crashes remained in the current C-NCAP scenarios, while only 37% and 46% of the crashes in the proposed C-NCAP scenario set and SHUFO crash set were avoided, respectively. Our findings show that TW-AEB systems which are optimized for the current C-NCAP test scenarios are likely to provide benefits in real-world crashes. However, including additional test scenarios which reflect real-world crash situations more accurately would likely lead to a higher correlation between C-NCAP scores and real-world TW-AEB performance. In particular, we recommend the introduction of longitudinal same-direction scenarios with the car or TW turning and perpendicular scenarios with high TW traveling speed, in future C-NCAP releases. Inclusion of these scenarios in C-NCAP might reward improvements of future TW-AEBs toward systems that can save more lives. Furthermore, our study shows that there is likely to be a substantial number of crashes with an impact speed higher than 40 km/h still remaining even after the widespread application of TW-AEB. Therefore, passive safety for TW riders on Chinese roads will be still needed.
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Affiliation(s)
- Bo Sui
- Autoliv China, Beihe Highway 1000, 201 807 Shanghai, China.
| | - Nils Lubbe
- Autoliv Research, Wallentinsvägen 22, 447 83 Vårgårda, Sweden
| | - Jonas Bärgman
- Chalmers University of Technology, Chalmersplatsen 4, 412 96 Gothenburg, Sweden
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Alghnam S, Alkelya M, Aldahnim M, Aljerian N, Albabtain I, Alsayari A, Da'ar OB, Alsheikh K, Alghamdi A. Healthcare costs of road injuries in Saudi Arabia: A quantile regression analysis. Accid Anal Prev 2021; 159:106266. [PMID: 34225170 DOI: 10.1016/j.aap.2021.106266] [Citation(s) in RCA: 2] [Impact Index Per Article: 0.7] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 07/26/2020] [Revised: 05/09/2021] [Accepted: 06/16/2021] [Indexed: 06/13/2023]
Abstract
BACKGROUND Road traffic injuries (RTIs) are the second leading cause of death in Saudi Arabia. Their economic burden is significant but poorly quantified, as limited literature exists locally. We aim to estimate the impact of RTIs on healthcare costs. METHODS We included all patients from the hospital's trauma registry for the year 2017 (n = 381). Due to the availability of data, the analysis focused only on direct medical costs incurred during the hospitalization period. We computed the components of hospitalization costs and evaluated the association between patient and RTI characteristics and total hospitalization costs (the average and median) using quantile and log-linear regression techniques respectively. RESULTS Patients were relatively young with an average age of 31 years (SD ± 14.6). Overall, patients treated for RTIs cost the hospital around 77,657 Saudi Riyal (SAR) on average. Pedestrian injuries incurred the highest costs. Motor vehicle injuries accounted for the highest procedure-related costs (SAR 19,537). The quantile regressions results suggest that Glasgow coma scale (GCS), admission to intensive care unit (ICU), and hospital length of stay were significantly associated with an increase in hospitalization cost. Hospital home disposition was however, associated with a decrease in cost. One additional day of stay in the hospital increases total hospitalization cost by SAR 3,508. Additionally, the log-linear showed injury severity score (ISS < 16) was associated with a 20% decrease in the geometric mean of the hospitalization costs (p < 0.001). CONCLUSIONS This study underlines the economic burden of RTIs in addition to their impact on population health. The findings may be used to inform policymakers, researchers, and the public about the increasing burden of traffic crashes in the Kingdom. Public health interventions are warranted to reduce the severity and frequency of RTIs in order to improve traffic safety and reduce associated healthcare costs.
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Affiliation(s)
- Suliman Alghnam
- Population Health Department, King Abdullah International Medical Research Center (KAIMRC), Riyadh, Saudi Arabia; King Saud bin Abdulaziz University for Health Sciences (KSUHS), Riyadh, Saudi Arabia.
| | - Mohamed Alkelya
- The Center for Health Research Studies (CHRS), Saudi Health Council, Riyadh, Saudi Arabia.
| | - Mahdya Aldahnim
- Respiratory Care Department, Specialized Medical Center Hospital, Riyadh, Saudi Arabia
| | | | - Ibrahim Albabtain
- Department of Surgery, King Abdulaziz Medical City (KAMC), Riyadh, Saudi Arabia; College of Medicine, King Saud bin Abdulaziz University for Health Sciences, Riyadh, Saudi Arabia.
| | - Alaa Alsayari
- The Center for Health Research Studies (CHRS), Saudi Health Council, Riyadh, Saudi Arabia.
| | - Omar B Da'ar
- College of Public Health and Health Informatics, King Saud bin Abdulaziz University for Health Sciences, Riyadh, Saudi Arabia.
| | - Khalid Alsheikh
- Department of Orthopedics, King Abdulaziz Medical City (KAMC), Riyadh, Saudi Arabia; College of Medicine, King Saud bin Abdulaziz University for Health Sciences, Riyadh, Saudi Arabia.
| | - Ali Alghamdi
- National Center for Road Safety, Riyadh, Saudi Arabia.
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Lucci C, Allen T, Pierini M, Savino G. Motorcycle Autonomous Emergency Braking (MAEB) employed as enhanced braking: Estimating the potential for injury reduction using real-world crash modeling. Traffic Inj Prev 2021; 22:S104-S110. [PMID: 34432553 DOI: 10.1080/15389588.2021.1960319] [Citation(s) in RCA: 2] [Impact Index Per Article: 0.7] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 03/03/2021] [Revised: 07/15/2021] [Accepted: 07/20/2021] [Indexed: 06/13/2023]
Abstract
OBJECTIVE Recent field-tests on Motorcycle Autonomous Emergency Braking system (MAEB) showed that higher levels of deceleration to improve its effectiveness were feasible. However, the potential of MAEB in mitigating rider injuries is not well understood, particularly in scenarios where the efficacy of standard MAEB is limited because the rider is manually braking. The purpose of this study was first, to assess the injury mitigation potential of MAEB and second, to test MAEB as an enhanced braking system applied in circumstances where the rider is braking before a crash. METHODS Data from previously investigated motorcycle injury crashes that occurred on public roads in Victoria, Australia were reconstructed using a 2D model. The intervention of MAEB was applied in the simulations to test both MAEB standard and MAEB working as enhanced braking system. The effects of MAEB in mitigating crashes were separated by crash configuration and evaluated based on the modeled reductions in impact speed and injury risk, employing injury risk functions available in the literature. RESULTS After modeling was applied, MAEB was found to be applicable in 30 cases (91% of those in which was estimated as "possibly applicable"). The modeled Impact Speed Reduction (ISR) among the 30 cases averaged 5.0 km/h. In the cases without manual braking, the mean ISR due to standard MAEB was 7.1 km/h, whereas the relative injury risk reduction ranged from 10% for MAIS2+ to 22% for fatal injuries. In the 14 cases with manual braking, the modeled application of MAEB as enhanced braking led to an average ISR ranging from 5.3 km/h to 7.3 km/h. This resulted in an injury risk reduction ranging from 9% to 12% for MAIS2+ and from 16% to 21% for fatal injuries, depending on the different modes of MAEB. CONCLUSIONS This study modeled the potential benefits of the highest levels of intervention for MAEB field-tested to date. The findings estimate the degree to which MAEB could mitigate motorcycle crashes and reduce injury risks for motorcyclists. New strategies for MAEB intervention as enhanced braking were modeled through crash simulations, and suggest improvements in the benefits of MAEB when riders are braking before the crash. This highlighted the requirement to perform new field-based tests to assess the feasibility of MAEB deployed as enhanced braking system.
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Affiliation(s)
- Cosimo Lucci
- Department of Industrial Engineering, University of Florence, Florence, Italy
| | - Trevor Allen
- Monash University Accident Research Centre, Monash University, Victoria, Australia
| | - Marco Pierini
- Department of Industrial Engineering, University of Florence, Florence, Italy
| | - Giovanni Savino
- Department of Industrial Engineering, University of Florence, Florence, Italy
- Monash University Accident Research Centre, Monash University, Victoria, Australia
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Barron S, Falank C, Ontengco J, Chung B, Carter DW. Severity and patterns of injury in helmeted vs. non-helmeted motorcyclists in a rural state. J Safety Res 2021; 77:212-216. [PMID: 34092311 DOI: 10.1016/j.jsr.2021.03.004] [Citation(s) in RCA: 2] [Impact Index Per Article: 0.7] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 09/30/2020] [Revised: 12/22/2020] [Accepted: 03/03/2021] [Indexed: 06/12/2023]
Abstract
INTRODUCTION Under current law in our rural state, there is no universal requirement for motorcyclists to wear helmets. Roughly 500 motorcycle crashes are reported by the state each year and only a fraction of those riders wear helmets. We sought to determine the difference in injury patterns and severity in helmeted versus non-helmeted riders. METHODS Retrospective review (2014-2018) of a single level 1 trauma center's registry was done for subjects admitted after a motorcycle collision. Demographic, injury and patient outcome data were collected. Patients were stratified by helmet use (n = 81), no helmet use (n = 144), and unknown helmet use (n = 194). Statistical analysis used Student's t-test or Pearson's χ2p-value ≤0.05 as significant. State Department of Transportation data registry for state level mortality and collision incidence over the same time period was also obtained. RESULTS Of the 2,022 state-reported motorcycle collisions, 419 individuals admitted to our trauma center were analyzed (21% capture). State-reported field fatality rate regardless of helmet use was 4%. Our inpatient mortality rate was 2% with no differences between helmet uses. Helmeted riders were found to have significantly fewer head and face injuries, higher GCS, lower face, neck, thorax and abdomen AIS, fewer required mechanical ventilation, shorter ICU length of stay, and had a greater number of upper extremity injuries and higher upper extremity AIS. CONCLUSIONS Helmeted motorcyclists have fewer head, face, and cervical spine injuries, and lower injury severities: GCS and face, neck, thorax, abdomen AIS. Helmeted riders had significantly less mechanical ventilation requirement and shorter ICU stays. Non-helmeted riders sustained worse injuries. Practical Applications: Helmets provide safety and motorcycle riders have a 34-fold higher risk of death following a crash. Evaluating injury severities and patterns in motorcycle crash victims in a rural state with no helmet laws may provide insight into changing current legislation.
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Affiliation(s)
- Sivana Barron
- Tufts University School of Medicine, 136 Harrison Ave, Boston, MA 02111, USA.
| | - Carolyne Falank
- Department of Surgery, Maine Medical Center, Portland, ME 04102, USA.
| | - Julianne Ontengco
- Department of Surgery, Maine Medical Center, Portland, ME 04102, USA.
| | - Bruce Chung
- Department of Surgery, Maine Medical Center, Portland, ME 04102, USA.
| | - Damien W Carter
- Department of Surgery, Maine Medical Center, Portland, ME 04102, USA.
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Tabary M, Ahmadi S, Amirzade-Iranaq MH, Shojaei M, Sohrabi Asl M, Ghodsi Z, Azarhomayoun A, Ansari-Moghaddam A, Atlasi R, Araghi F, Shafieian M, Heydari ST, Sharif-Alhoseini M, O'Reilly G, Rahimi-Movaghar V. The effectiveness of different types of motorcycle helmets - A scoping review. Accid Anal Prev 2021; 154:106065. [PMID: 33689958 DOI: 10.1016/j.aap.2021.106065] [Citation(s) in RCA: 8] [Impact Index Per Article: 2.7] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 09/19/2020] [Revised: 12/22/2020] [Accepted: 02/28/2021] [Indexed: 05/12/2023]
Abstract
BACKGROUND Protective helmets may reduce the risk of death and head injury in motorcycle collisions. However, there remains a large gap in knowledge regarding the effectiveness of different types of helmets in preventing injuries. OBJECTIVE To explore and evaluate the effectiveness of different types of motorcycle helmets; that is the association between different helmet types and the incidence and severity of head, neck, and facial injuries among motorcyclists. Also, to explore the effect of different helmet types on riders. METHODS A systematic search of different scientific databases was conducted from 1965 to April 2019. A scoping review was performed on the included articles. Eligible articles were included regarding defined criteria. Study characteristics, helmet types, fixation status, retention system, the prevention of injury or reduction of its severity were extracted. RESULTS A total of 137 studies were included. There was very limited evidence for the better protection of full-face helmets from head and facial injury compared to open-face and half-coverage helmets. There was however scarce evidence for the superiority of a certain helmet type over others in terms of protection from neck injury. The retention system and the fixation status of helmets were two important factors affecting the risk of head and brain injury in motorcyclists. Helmets could also affect and limit the riders in terms of vision, hearing, and ventilation. Multiple solutions have been discussed to mitigate these effects. CONCLUSION Full-face helmets may protect head and face in motorcycle riders more than open-face and half-coverage helmets, but there is not enough evidence for better neck protection among these three helmet types. Helmets can affect the rider's vision, hearing, and ventilation. When designing a helmet, all of these factors should be taken into account.
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Affiliation(s)
- Mohammadreza Tabary
- Sina Trauma and Surgery Research Center, Tehran University of Medical Sciences, Tehran, Iran
| | - Sadegh Ahmadi
- School of Mechanical Engineering, University of Tehran, Iran
| | - Mohammad Hosein Amirzade-Iranaq
- Universal Network of Interdisciplinary Research in Oral and Maxillofacial Surgery (UNIROMS), Universal Scientific Education and Research Network (USERN), Tehran, Iran; International Otorhinolaryngology Research Association (IORA), Universal Scientific Education and Research Network (USERN), Tehran, Iran
| | - Maryam Shojaei
- Sina Trauma and Surgery Research Center, Tehran University of Medical Sciences, Tehran, Iran
| | - Masoud Sohrabi Asl
- Sina Trauma and Surgery Research Center, Tehran University of Medical Sciences, Tehran, Iran
| | - Zahra Ghodsi
- Sina Trauma and Surgery Research Center, Tehran University of Medical Sciences, Tehran, Iran
| | - Amir Azarhomayoun
- Sina Trauma and Surgery Research Center, Tehran University of Medical Sciences, Tehran, Iran
| | | | - Rasha Atlasi
- EMRI, Tehran University of Medical Sciences, Tehran, Iran
| | - Farnaz Araghi
- Skin Research Center, Shahid Beheshti University of Medical Sciences, Iran
| | - Mehdi Shafieian
- The Department of Biomedical Engineering, Amirkabir University of Technology (Tehran Polytechnic), Tehran, Iran
| | - Seyed Taghi Heydari
- Health Policy Research Center, Institute of Health, Shiraz University of Medical Sciences, Shiraz, Iran
| | - Mahdi Sharif-Alhoseini
- Sina Trauma and Surgery Research Center, Tehran University of Medical Sciences, Tehran, Iran
| | - Gerard O'Reilly
- Emergency and Trauma Centre, Alfred Health, Melbourne, Australia; School of Public Health & Preventive Medicine, Monash University, Melbourne, Australia; National Trauma and Research Institute, Alfred Health, Melbourne, Australia
| | - Vafa Rahimi-Movaghar
- Sina Trauma and Surgery Research Center, Tehran University of Medical Sciences, Tehran, Iran; Brain and Spinal Cord Injury Research Center, Neuroscience Institute, Tehran University of Medical Sciences, Tehran, Iran; Department of Neurosurgery, Shariati Hospital, Tehran University of Medical Sciences, Tehran, Iran; Universal Scientific Education and Research Network (USERN), Tehran, Iran; Institute of Biochemistry and Biophysics, University of Tehran, Tehran, Iran; University of Toronto, Toronto, Canada.
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Lucci C, Baldanzini N, Savino G. Field testing the applicability of motorcycle autonomous emergency braking (MAEB) during pre-crash avoidance maneuver. Traffic Inj Prev 2021; 22:246-251. [PMID: 33709844 DOI: 10.1080/15389588.2021.1884235] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 09/29/2020] [Revised: 01/28/2021] [Accepted: 01/28/2021] [Indexed: 06/12/2023]
Abstract
OBJECTIVE Autonomous Emergency Braking (AEB) is a promising technology for crash avoidance or pre-crash impact speed reduction through the automatic application of braking force. Implementation of AEB technology on motorcycles (MAEB) is still problematic as its interaction with the rider may compromise the safety. In previous studies, MAEB interventions at low decelerations were shown to be easily manageable by common riders in straight line condition, but they were not previously tested in lateral maneuvers such as lane change and swerving, which are common in pre-crash situations. The objective of this paper is to assess the applicability of MAEB activation during lateral avoidance maneuver and to estimate its benefits in this scenario. METHODS Field tests were carried out involving common riders as participants, using a test protocol developed on the experience of previous studies. The test vehicle was a sport-touring motorcycle equipped with an automatic braking system that could be activated remotely by researchers to simulate MAEB intervention. The motorcycle was equipped with outriggers to prevent capsizing. The Automatic Braking (AB) interventions using a nominal deceleration of 0.3 g were deployed at pseudo-random times in conditions of straight-line travel and a sharp lane-change maneuver emulating a pre-crash avoidance action. The straight-line trials were used as the reference condition for analysis. RESULTS Thirty-one participants experienced AB interventions in straight-line and lane-change at an average speed of 44.5 km/h. The automatic braking was deployed in all the key phases of the avoidance maneuver. The system reached a deceleration of 0.3 g for a time of intervention of approximately 1 s. The participants were consistently able to control the vehicle during the automatic braking interventions and were always able to complete the lane-change maneuver. The speed reductions obtained with the AB interventions during lane change were very similar to those obtained in the straight-line conditions. CONCLUSIONS MAEB interventions with decelerations up to 0.3 g can be easily managed by motorcycle riders not only in straight-line conditions but also during an avoidance maneuver. Further investigations using higher deceleration values are now possible.
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Affiliation(s)
- Cosimo Lucci
- Department of Industrial Engineering, University of Florence, Florence, Italy
| | - Niccolò Baldanzini
- Department of Industrial Engineering, University of Florence, Florence, Italy
| | - Giovanni Savino
- Department of Industrial Engineering, University of Florence, Florence, Italy
- Monash University Accident Research Centre, Monash University, Victoria, Australia
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Cravez E, Rankin KA, Ondeck N, Yaari L, Leslie M, Swigart C, Wiznia DH. Motorcycle crashes and upper extremity trauma. SICOT J 2021; 7:8. [PMID: 33683193 PMCID: PMC7938721 DOI: 10.1051/sicotj/2021007] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [Track Full Text] [Download PDF] [Journal Information] [Submit a Manuscript] [Subscribe] [Scholar Register] [Received: 11/09/2020] [Accepted: 02/05/2021] [Indexed: 11/30/2022] Open
Abstract
Objectives: Upper extremity injuries following motorcycle crashes (MCC) incur increased healthcare costs and rehabilitation needs. We aim to characterize the epidemiology of MCC upper extremity injuries and identify factors that influence the severity of and cost of care for upper extremity injuries. Methods: We performed a retrospective cohort analysis of 571 patients with upper extremity injuries after MCC at a level 1 trauma center from 2002 to 2013. We collected data pertaining to demographics, helmet use, toxicology, bony injury, Injury Severity Score (ISS), Glasgow Coma Scale (GCS), hospital length of stay (LOS), and cost. Continuous variables were compared using t-test or Wilcoxon rank test, depending on data distribution, and dichotomous variables were compared using Pearson’s chi-squared or Fisher’s exact tests. Regression models were used to evaluate the effect of intoxication or helmets on injury location, severity, cost of care, and LOS. Results: The incidence of MCC upper extremity injury was 47.5%, with hand and forearm fractures the most common injuries (25.5% and 24.7% of total injuries). Intoxicated patients were more likely to have a high cost of care (p = 0.012), extended LOS (p = 0.038), plastic surgery involvement in their care (p = 0.038), but fewer upper extremity bony injuries (p = 0.019). Non-helmeted patients sustained less upper extremity bony injuries (p < 0.001) and upper extremity soft tissue injuries (p = 0.001), yet more severe injuries (ISS ≥ 30, p = 0.006 and GCS < 9, p < 0.01) than helmeted patients. Conclusion: Upper extremity injuries are common in motorcyclists. Despite vital protection for the brain and maxillofacial injury, helmeted MCC patients have an increased incidence of upper extremity injuries compared to non-helmeted patients, but overall have less severe injuries. Intoxicated patients have fewer upper extremity bony injuries, but the higher cost of care, and extended LOS. Therefore, even with the increased risk of injury helmets may expose to the upper extremity, helmets reduced overall morbidity and mortality. In addition to mandatory helmet laws, we advocate for further development of safety equipment focusing specifically on the prevention of upper extremity injuries.
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Affiliation(s)
- Erin Cravez
- Yale School of Medicine, 333 Cedar Street, New Haven, CT 06510, USA
| | - Kelsey A Rankin
- Yale School of Medicine, 333 Cedar Street, New Haven, CT 06510, USA
| | - Nathaniel Ondeck
- Hospital for Special Surgery, 535 E 70th Street, New York, NY 10021, USA
| | - Lee Yaari
- Arthroscopy and Sports Injuries Unit, Hasharon Hospital, Rabin Medical Center, 7 Keren Kayemet Street, 49372, Petach Tikva, Israel - Orthopedic Surgery Department, Hasharon Hospital, Rabin Medical Center, 7 Keren Kayemet Street, 49372, Petach Tikva, Israel - Affiliated with the Sackler School of Medicine, Tel Aviv University, Ramat Aviv, 69978, Tel Aviv, Israel
| | - Michael Leslie
- Yale School of Medicine, 333 Cedar Street, New Haven, CT 06510, USA
| | - Carrie Swigart
- Yale School of Medicine, 333 Cedar Street, New Haven, CT 06510, USA
| | - Daniel H Wiznia
- Yale School of Medicine, 333 Cedar Street, New Haven, CT 06510, USA
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Puthan P, Lubbe N, Shaikh J, Sui B, Davidsson J. Defining crash configurations for Powered Two-Wheelers: Comparing ISO 13232 to recent in-depth crash data from Germany, India and China. Accid Anal Prev 2021; 151:105957. [PMID: 33529848 DOI: 10.1016/j.aap.2020.105957] [Citation(s) in RCA: 1] [Impact Index Per Article: 0.3] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 09/24/2020] [Revised: 11/13/2020] [Accepted: 12/20/2020] [Indexed: 06/12/2023]
Abstract
The motorcyclist safety standard ISO 13232, based on crash data from Europe and the USA from the 1970s, still sets the direction for the development and evaluation of protective measures today. However, it is unclear how relevant the crash configurations in the standard are to present-day motorcycle crashes in Europe, the USA and other parts of the world. We analyzed recent in-depth crash data from Germany, India and China, examining powered two-wheeler (PTW) crash configurations in which at least one police-reported serious injury was present. After assessing the relevance of the ISO's PTW crash configurations to those we found in each country, we suggested new configurations to guide the development of safety systems that would be more effective at reducing PTW-related fatalities and serious injuries. In all three databases, passenger cars were among the top two most frequent collision partners and a car front impacting the side of the PTW was the most common configuration. Notably, although collisions with trucks constituted the most common scenario in India and ground impact (primary collision) was a common scenario in both Germany and India, the ISO did not include either configuration. Further, in three of the seven ISO crash configurations, one of the collision partners is stationary, although stationary collision partners were rare in our data. Our results show that the ISO crash configurations do not represent the most frequent PTW road crashes in Germany, India or China. However, the Chinese database was confined to crashes with a collision partner with four or more wheels. Further, weighting factors for these data were not available, so we could not extrapolate the frequency of the Chinese crash configurations across the entire population. A revised version of the ISO could serve as a basis for a full-scale PTW crash test program. However, the observed differences between countries imply that a single global standard may not be feasible. To optimize the evaluation of a PTW safety system, we recommend the inclusion of configurations which are frequent in the region or country of interest-in addition to common configurations occurring frequently all around the world.
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Affiliation(s)
- Pradeep Puthan
- Autoliv India Private Limited, 31, 32-P, 33-P, Hi-Tech Defence and Aerospace Park (IT Sector), Bengaluru, 562149, Karnataka, India; Chalmers University of Technology, Chalmersplatsen 4, 412 96, Gothenburg, Sweden.
| | - Nils Lubbe
- Autoliv Research, Wallentinsvägen 22, 447 83, Vårgårda, Sweden
| | - Junaid Shaikh
- Autoliv India Private Limited, 31, 32-P, 33-P, Hi-Tech Defence and Aerospace Park (IT Sector), Bengaluru, 562149, Karnataka, India
| | - Bo Sui
- Autoliv China, Beihe Highway 1000, 201 807, Shanghai, China; Chalmers University of Technology, Chalmersplatsen 4, 412 96, Gothenburg, Sweden
| | - Johan Davidsson
- Chalmers University of Technology, Chalmersplatsen 4, 412 96, Gothenburg, Sweden
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