bluuebunny/crossref_metadata_2025 huggingface dataset:
Domestic violence in the city of Beira
Authors: Cebola B , Zacarias A , Virgilio F
Published: October 2012

Introduction

Consciousness of Gender Violence is lacking among the majority of Mozambican citizens. The campaign against Domestic Violence has begun, but much still needs to be done. We expect to see improvements, but unfortunately we can‘t compare this study with previous studies as none exist.

Beira is the second largest city in Mozambique after Maputo.

Objective

To characterise Violence and Trauma among women, who were examined by the Forensic Department at the Beira Central Hospital?

Material and Methods

The Forensic Data reviewed, except fatal cases, corresponds to the period from the 1st July to 31st December 2011. The following variants were included: gender, occupation, marital status, reoccurring violence, perpetrator, types of violence, etc; obtained from 1211 sample cases. Epiinfo, word and Excel were used for data input/output.

Results and Conclusion

The incidence of injury and violence per gender was 55% and 45%, for male and female respectively; 88% of all domestic violence corresponded to women victimisation; the burden of domestic violence among women was 28%; re-victimisation occurrences—73%; 78% of Domestic Violence was perpetrated by an intimate partner, and 71% of women were unemployed.

1. In the home environment there is a higher risk of domestic violence for women, than for males.

2. Domestic Violence in Beira is mostly of a gender nature.

3. The higher rate of reoccurring violence among unemployed women is most likely to be associated with Gender Inequity.
Analyzing the process for design of media campaign against drunk driving—road safety in ten countries (RS 10 project) in India
Authors: Arora A
Published: October 2012

Objective

To investigate the process for development of creative for print, radio and television campaign against drunk driving.

Methods

The media campaign was designed to target audience aged between 18 and 45 years. Focus group discussions were organised with different groups comprising of the targeted segment.

Prepared visuals with varying messages were shared with the audience to gauge their reaction. In-person interviews were also conducted to remove any bias arising out of shared responses from the group. Same theme was used for content development for different media. This was critical to reinforce the message among the audience, through radio, television and print.

Results

Some of the key findings from the focus group were:

• The campaign message has to be clear, concise and catchy. The audience related more with existing tag lines. It helps reinforce the message which they have already been receiving and are aware of.

• The visual should be extreme (hard hitting images showing blood and a badly injured person) to register and have any impact. There was no aversion to the use of gory images, which may be due to the fact that the audience is exposed, through TV soaps and movies.

• The recall of enforcement related messaging and visuals was relatively weak. This was partly due to the poor image of the police for on ground implementation.

Significance

The investigation provided pointers for the development of the media campaign. Effectiveness of the campaign was ascertained by an independent third party, which validated the findings and confirmed the results.
Evaluating the reach of youth-focused drinking and driving reduction interventions in two Mexican cities
Authors: Híjar MM , Santoyo D , Chandran A , Pérez-Núñez R , Lunnen JC , Hyder AA
Published: October 2012

Background

Road crashes are a leading cause of death for Mexicans aged 15–34 years. This population is one of the targets for drinking and driving (DWI) related campaigns and interventions instituted as part of a large road safety intervention programme.

Aims/Objectives/Purpose

To evaluate the reach of DWI reduction interventions in a random sample of high school and university students from Guadalajara-Zapopan and León by assessing their knowledge related to DWI, their awareness of various interventions and campaigns, and their self-reported behaviour change as a result.

Methods

A close-ended questionnaire was applied in-person to a random sample of students at both public and private institutions in October–December 2011.

Results/Outcome

A total of 5114 students were surveyed: 2478 in Guadalajara-Zapopan, and 2636 in León. Only 17.3% and 14.3%, respectively, correctly identified a maximum number of alcoholic beverages one can ingest before driving. In the two cities, ∼40% reported exposure to a wide-spread campaign; accurate knowledge of campaign phrases ranged from 1–60% and 45% reported resulting attitude/behaviour change. 30–35% had experienced individualised intervention, and 50% reported attitude/behaviour change as a result.

Significance/Contribution to the Field

Students self-reported having had exposure to various targeted road safety interventions in both cities; ∼50% of those noted resulting attitude/behaviour changes as a result of these exposures. There was a marked knowledge deficit regarding the number of alcoholic drinks one could consume prior to driving safely. This study highlights an opportunity both for targeted education and continued intense interventions in order to reduce DWI in Mexican youth.
Risk of injurious road traffic crash after prescription of antidepressants
Authors: Lagarde E , Queinec R , Philip P , Gadegbeku B , Delorme B , Moore N , Suissa S , Salmi L -R , Orriols L ,   on behalf of the CESIR research group
Published: October 2012

Background

Antidepressants are commonly used worldwide. Experimental studies have suggested that antidepressants may impair driving abilities.

Aims/Objectives/Purpose

The study aims to estimate the risk of road traffic crash associated with prescription of antidepressants.

Methods

Data from three French national databases were extracted and matched: the national health care insurance database, police reports, and the national police database of injurious crashes. A case-control analysis comparing 34 896 responsible versus 37 789 non-responsible drivers was conducted. Case-crossover analysis was performed to investigate the acute effect of medicine exposure.

Results/Outcomes

72 685 drivers identified by their national healthcare number, involved in an injurious crash in France over the July 2005 to May 2008 period, were included. 2936 drivers (4.0%) were exposed to at least one antidepressant on the day of the crash. The results showed a significant association between the risk of being responsible for a crash and prescription of antidepressants (OR=1.34 (1.22 to 1.47)). The case-crossover analysis showed no association with treatment prescription but the risk of road traffic crash increased after an initiation of an antidepressant treatment (OR=1.49 (1.24 to 1.79)) and after a change in antidepressant treatment (OR=1.32 (1.09 to 1.60)).

Significance/Contribution to the Field

Patients and prescribers should be warned about the risk of crash during periods of antidepressant medication and particularly high vulnerability periods such as those when a treatment is initiated or modified.
Knowledge, attitude, practice on drinking and driving of male motorbike riders in Ha Nam, Ninh Binh provinces 2011
Authors: Van Nguyen Y , Viet Cuong Pham
Published: October 2012

Background

Road traffic injury is one of the leading cause lead to death and disability in Vietnam. There were 11 000 road traffic injury (RTI) deaths and many thousands injuries in 2009. In order to update drinking and driving situation to contribute to provide an important source of data to make appropriate interventions, we conducted the study ‘Knowledge, attitude, practice on drinking and driving of male motorbike riders in Ha Nam, Ninh Binh provinces 2011’

Objective

Describe situation of knowledge, attitude, practice and study about related factors.

Methods

This study was cross-sectional descriptive on 282 male motorbike riders (MMRs) selected randomly at gas stations in Ha Nam, Ninh Binh.

Results

The results show that the knowledge, attitudes and practices of MMRs were not good, there was only 6.7% of MMRs had right answer on regulation. However, MMRs attitudes were good, most of them had the positive attitudes which proposed that drinking and driving is dangerous and should be banned About 48.2% of MMRs had alcohol and then driving within 2 h, 36.5% of them used to be passenger of drinking and driving users.

Significance

The study shows a high needs to have strong law regulation on alcohol use among MMRs in these two provinces.
Can blood alcohol concentration of road traffic injury patients decrease after information education communication campaign in Vietnam
Authors: Tran TNL , Nguyen TL , Luong MA , Khieu TQT
Published: October 2012

Background

Road traffic injury (RTI) is the leading cause of death and disability in the world. Drink–driving is one of risk factor of fatal injury related traffic road in the world and in Viet Nam.

Objectives and Methods

Determine blood alcohol concentration (BAC) of RTIs patients in 2 phases in 5 hospitals. Phase 1 (5 months) with 1453 patients, phase 2 (6 months) with 2640 patients was conducted pre and post-intervention of IEC campaign on drinking–driving. RTIs patient was taken blood for BAC testing.

Results

RTIs patients in phase 2 with high BAC in tendency decrease, BAC<50 mg/dl in phase 1 with rate of 16.5% to 33.8% in phase 2, and BAC≥50 mg/dl in phase 1 of 83.5% to 66.2% in phase 2. Rate of motorbike drivers with BAC≥50 mg/dl pre-intervention lower 7.2% than post-intervention. Rate of motorbike drivers with BAC≥50 mg/dl had RTIs from 16:30–19:30 lower 9.1% than pre-intervention. Rate of 20–29 of age drink–driving exceeded the limit of legal and with BAC≥50 mg/dl had RTIs from 19:30 were not decreased.

Significance

It is vital to continue strengthening interventions; developing regulations of using and selling alcohol, focusing on age of 20–29; monitoring and checking random alcohol on the highways, from 19:00; conducting researches on RTIs and drinking for recommendations.
Kava use and risk of car crash injury: a population-based case control study in Fiji
Authors: Wainiqolo I , Kool B , Kafoa B , Robinson E , Finau S , McCaig E , Ameratunga S
Published: October 2012

Background

The contribution from kava (a commonly consumed drink with sedative and anaesthetic properties) to the relatively high rates of road crashes in Pacific Island nations has received minimal research or policy attention.

Aim/Objectives/Purpose

To quantify the relationship between kava use before driving and car crash injuries in Viti Levu, Fiji.

Methods

A population-based case-control study was designed to include all cars involved in crashes where at least one occupant died or was hospitalised (case vehicles) and a random sample of cars being driven on roads in Viti Levu, Fiji (control vehicles). The drivers or their proxies in 154 case and 752control vehicles were administered structured questionnaires eliciting data on putative risk and protective factors including kava use.

Results/Outcomes

After adjustment for major confounders including alcohol use, consuming kava within 12 h of driving was associated with a five-fold increase in the odds of crash involvement (OR=5.23, 95% CI 2.16 to 12.7). Almost 20% of car crashes in Viti Levu could be attributed to the acute consumption of kava (Population Attributable Risk 19%, 95% CI 15% to 23%).

Significance

Kava use by drivers is a major contributor to serious injury-involved road crashes in Fiji and should be an explicit target in road safety strategies. While further studies are required to identify concentrations of kava and patterns of use that pose the greatest risk, this study illustrates the importance of investigating context-specific factors that account for a substantially greater burden of road crashes in some less-resourced settings than currently appreciated.
Use of antidepressants, Anxiolytics, Hypnotics/Sedatives and Antipsychotics and road traffic crashes with injuries in elderly drivers. A Swedish population-based register study
Authors: Joel Monárrez-Espino , Lucie Laflamme , Berty Elling , Jette Möller
Published: October 2012

Background

Road traffic crashes (RTC) are increasing among elderly drivers, often exposed to medical drugs. Data suggests that some psychotropic medications can impair driving skills by affecting motor, sensory and cognitive faculties through various mechanisms resulting in higher crash and injury rates.

Aim

To determine the association between the use of antidepressants, anxiolytics, hypnotics/sedatives and antipsychotics and the occurrence of RTC in elderly drivers.

Methods

We designed a matched case-control study based on record linkage from five population registers in Sweden. Cases were drivers aged 50–80 year, unexposed to alcohol, which crashed from 1 July 2005 to 31 December 2009. To each case four controls with driving license were randomly selected and matched by sex, age, area of residence and index date of the case. A total of 30 809 cases and 123 236 controls were included. Exposure was defined as dispensed medication and assessed in the 1–8 days prior to the crash. Conditional logistic regression was used to estimate OR (95% CI) adjusting for civil status, occupation and number of medications.

Results

RTC involving >1 vehicle accounted for 85.6%, 71.3% occurred during daylight, 78.8% under clear weather, 54.1% in densely-built areas and 81.4% resulted in mild injuries. Adjusted ORs for antidepressants, anxiolytics, hypnotics/sedatives and antipsychotics were 1.95 (1.63 to 2.33), 1.80 (1.52 to 2.13), 1.75 (1.53 to 1.99) and 1.64 (1.15 to 2.30), respectively. Older drivers (66–80 year) and women consistently had lower odds.

Significance

Older drivers are at increased risk of RTC after recently receiving psychoactive medications, mainly antidepressants and anxiolytics. Advising patients to desist from driving when taking these psychotropic medications is recommended.
Effectiveness of the 100% motorcycle helmet use campaign in Thailand
Authors: Piyapong Jiwattanakulpaisarn
Published: October 2012

Background

Although motorcycle helmet use has been mandatory in Thailand since the enactment of the helmet law in 1994, the non-compliance in helmet use has been considerably profound. In January 2011, the 100% motorcycle helmet use campaign was launched nationwide, aiming to promote helmet use and reduce road traffic injuries.

Objective

The objective of this paper is to investigate whether and to what extent the nationwide helmet use campaign affects helmet use behaviour among motorcyclists.

Methods

Effectiveness of the helmet use campaign is evaluated by comparing helmet use rates observed before and after the campaign. Nationwide observational surveys of motorcycle helmet use were conducted in each of 76 provinces in Thailand. Based on stratified sampling methodology, over 3000 locations in urban and rural areas throughout the country were chosen as sentinel sites. In total, 954 956 and 1 236 568 motorcyclists were observed before and after the campaign, respectively.

Results

Overall, the motorcycle helmet use rate was found to be slightly higher after the campaign, increasing from 44% to 46%. With respect to seating positions, helmet use among motorcycle riders was virtually unchanged (53% vs 54%). However, we find significant changes in helmet use rates among passengers, increasing from 19% to 24%.

Conclusion

Despite the emerging evidence of increased helmet use after the nationwide motorcycle helmet use campaign, the observed helmet use rates remain very low. More importantly, the magnitude of the effect appears to be marginal, compared with the resources allocated. These suggest that the current approaches of promoting helmet use through education and enforcement need to be reviewed and improved.
Perceptions, barriers, and strategies of women pillion riders about helmet use—a qualitative study from Pakistan
Authors: Uzma Rahim Khan , Nakhba Zia , Sayeeda Amber Sayed , Afshan Rahim Khan , Safia Awan , Junaid Bhatti , Christian Hanna , Sana Shahbaz , Junaid Abdul Razzak
Published: October 2012

Introduction

Despite the importance of a helmet in prevention of head injuries among motorcyclists, there is limited use of helmet both by drivers and female pillion riders in Pakistan.

Objective

The objective of the study is to explore perceptions, barriers, and strategies of women pillion riders regarding the use of motorcycle helmets.

Methods

Data was collected from five focus group discussions (FGDs) held with women pillion riders working at the Aga Khan University (AKU). Interviews and focus groups were transcribed verbatim and checked for accuracy before being imported into NVivo2. Written informed consent was taken from each participant before the beginning of each discussion.

Results

Some major themes included (1) motorcycles are a risky transport (2) all participants never wore a helmet or never thought about wearing a helmet (3) did not know about the helmet law (4) the most important benefit of helmet use expressed was ‘safety’ Possible barriers to helmet use included (1) a lack of awareness regarding helmet law (2) uninvited attention from people from wearing a helmet (3) the saddle-sided sitting style of women (4) concerns about their looks and discomfort from wearing a helmet. Suggested strategies for implementing helmet use included (1) awareness campaigns through media (2) use of helmets by women police (3) strict law enforcement in the form of fine/ticket.

Significance

Publicising and awareness on the helmet law for pillion riders should be the first step towards initiating helmet use among women pillion riders in Pakistan.
Risk factors for severe motorcycle injuries among motorcyclists
Authors: Lwin Thit , Aung Lwin Lwin
Published: October 2012

Background

As Myanmar is moving on its pathway of socio-economic development, there is a shift in epidemiological transition towards non-communicable diseases, out of which injury is one of the major concern. According to the statistics 2009, transport and occupational injuries were the most reported causes of morbidity in Myanmar. In Myanmar, motorcycle possessed the largest proportion of registered motor vehicles, accounting for 82.65%.

Objective

To study the risk factors for severe motorcycle injuries among motorcyclists in Magway township, central Myanmar.

Methods

A case control study conducted among motorcyclists who had history of motorcycle accidents within 3 year period. Semi-structured questionnaires were used which include background characteristics, human factors, motorcycle factors and environmental factors at the time of accident.

Results

Among background characteristics and human factors, there were significantly higher odds of severe injuries regarding age less than 25 year 1.07–9.37) ears (OR=2.54, 95% CI 1.35 to 4.80), education level up to high school (OR=3.06, 95% CI 1.52 to 6.14), <1 year driving experience (OR=3.16, 95% CI 1.07 to 9.37) and under the influence of alcohol (OR=3.67, 95% CI 1.66 to 8.13). Regarding environmental factors, significant associations were found with night time, highway, tar road, dry and good road and collision with objects. After logistic regression analysis for highly significant variables, under the influence of alcohol and highway had significant odd ratios.

Contribution to the Field

Control of alcohol consumption during driving, law enforcement regarding speed limits, compulsory wearing of helmet should be encouraged.
Helmet use in motorcycle taxi operators in Kampala, Uganda
Authors: Mutatina B , Nakitto M , Naumann R , Roehler D , Dellinger A
Published: October 2012

Background

The use of motorcycles for commercial transport of passengers (motorcycle taxis) is a growing industry in Uganda. Current observations indicate poor compliance with the motorcycle helmet law by riders. To address this concern, a motorcycle helmet campaign was initiated in Kampala, Uganda. The first step of this campaign was to establish the prevalence of helmet use and reasons for non-use among motorcycle taxi operators (ie, boda boda riders) in order to inform campaign activities.

Objectives

To determine the prevalence of helmet use and reasons for non-use among boda boda riders in Kampala, Uganda.

Methods

Community data collection from boda boda riders involved three processes: observational helmet use surveys, structured interviews, and focus group discussions.

Results

Prevalence of observed helmet use was 30.5% (95% CI 29.5% to 31.6%) among boda boda riders in Kampala. The majority of boda boda riders (71.1%) reported they had helmets available for their own use. Reported barriers to helmet use included helmets being uncomfortable, too heavy, and too expensive. In addition, focus group discussions revealed that many boda boda riders did not wear helmets due to helmet quality issues. While 55% of boda boda riders knew there was a motorcycle helmet law in Kampala, more than half (56.2%) reported that they had been stopped by police for not wearing a helmet.

Significance

Research on prevalence of helmet use, enforcement, and barriers for non-use can inform interventions related to helmet distribution, public education, and enforcement efforts to increase helmet use among boda boda riders.
Motorcycle helmet wearing in children in Viet Nam—a comparison of pre and post law
Authors: Nguyen PN , Passmore J , Nguyen TH
Published: October 2012

Background

In Vietnam, from 15th December 2007, the Government mandated all motorcycle riders and passengers to wear a helmet when travelling on a motorcycle. Helmet wearing among adults has been maintained at more than 90% since then, however in children, compliance has been a much greater challenge.

Methods

Roadside observations at 16 randomly selected primary and secondary schools in 4 provinces were conducted in December 2009 and December 2010. Observations conducted on one weekday and one weekend day, not consecutively. Four time frames were used for observations being: 7:00–9:00, 10:00–12:00, 16:00–18:00 and 19:00–21:00.

Results

13 200 and 14 050 children 6–15 years of age were observed in 2009 and 2010 respectively. Majority of school children (64.2% and 68.9% in 2009 and 2010 respectively) did not wear a helmet when travelling to and from school. Lowest wearing was in Hanoi (16.9%) with Can Tho Province recording the highest (43.7%). Compared with 2009, compliance rate in HaNoi, Da Nang and Can Tho decreased. Only Yen Bai saw an improvement from 18.9% to 30.9% (p=0.000). Overall, wearing decreased significantly from 35.8% in 2009 to 31.1% in 2010 (p=0.000).

Policy Implications

Despite the existence of helmet law for children, compliance has worsened. Public education for adults on the legal requirement to put a helmet on their child, as well as penalties for failure to comply, coupled with intensive enforcement by traffic police and schools is urgently required.
Vulnerability of riders and passengers to injuries in multi-occupant motorcycle crashes
Authors: Sunday Oluwadiya Kehinde , Dele Ojo Owolabi , Oladiran Adegbehingbe Olayinka , Sunday Popoola Ogunsuyi
Published: October 2012

Background

Motorcycles in Low-Mid Income Countries (LMIC) are rarely ridden for recreational purposes; rather they form an essential part of daily commuting. Consequently, most motorcycles on the roads have more than one occupant.

Aims and Objectives

The objective of this study was to determine the risk of sustaining injuries in riders and passengers on crashed motorcycles with more than one occupants, and if the risk is different for the two classes of occupants.

Methods

Between 1 January and 31 December 2009, and using a data collection form, we collected crash and injury data from victims of motorcycle crashes with more than one occupant at the time of the crash.

Results

There were 78 multi-occupant crashes (62.4% of 125 motorcycle crashes) in which 181 persons, made-up of 78 (43.1%) riders and 103 (56.9%) passengers got injured. Eighteen (23.1%) of the crashes occurred on motorcycles with 3–5 occupants. While the probability of sustaining injures was similar for passengers and riders, passengers were 11 times more likely to sustain severe injuries (ISS>15) than riders. Occupants of 2-occupant motorcycles were significantly older and seven times more likely to be wearing helmets than those on >2-occupant motorcycles. Users of >2-occupant motorcycles were at an increased risk of sustaining injuries compared to users of 2-occupant motorcycles (OR 2.1, 95% CI 1.1 to 4.3).

Significance

Passengers on multi-occupant motorcycles are more vulnerable to severe injuries than riders. The significance of the study findings to prevention is discussed.
Safe kids Philipppines' data on motorcycle culpability in road traffic injuries used as reference for congress bills
Authors: Alcantara M , Rolloque A , Consunji R , Perez MT , Azas PD
Published: October 2012

Background

Motorcycles have begun to make an impact on the roads of the Philippines as a major form of transportation because of cheap availability. Safe Kids Philippines data have shown that motorcycles are culprits in crashes that involve children 14% of more than 3300 crashes that involve children pedestrians. Safe Kids Philippines aims to reduce the number of children being injured because of motorcycles.

Aims/Objectives/Purpose

To bring the data to the attention of policy makers to legislate the involvement of children as motorcycle victims and motorcycle riders. Data will support the advocacy of Safe Kids Philippines (SKP) in reducing injuries on and around motorcycles.

Methods

SKP administered pre and post tests to children in 49 schools in five beneficiary cities. More than 12 000 children were asked if they have been involved in road crashes within their school zones. Data was collated and shared with the Technical Working Committee of the Department of Transportation and Communication (DOTC), and legislators in Congress among others.

Results/Outcomes

Of more than 12 000 children given pre and post tests, 3384 (26%) students experienced road traffic injuries. Culprits of the road traffic injuries were the bicycles with 1465 (43%), motorcycles 464 (14%), pedicabs 455 (13%) and tricycles 371 (11%). Results alarmed the DOTC and legislators crafting bills for children safety. SKP was invited to be a member of the Technical Working Group of the Committee on Transportation of Congress.

Significance/Contribution to the Field

Recognition of injuries caused by motorcycle users is leading to more stringent policies and programmes involving motorcycles.
Potential for prevention of powered-two-wheeler fatalities in three European cities: an estimation in the context of European Safer Urban Motorcycling (ESUM) project
Authors: Germeni E , Matsoukis I , Petridou E
Published: October 2012

Background

‘European Safer Urban Motorcycling’ (ESUM) constitutes a collaborative initiative of academic/institutions/industry/local authorities in European principal motorcycle cities to identify, develop and promote measures designed to deliver safer urban motorcycling.

Purpose

CEREPRI sought to maximise the ‘quick wins’ of PTW casualty reduction, by benchmarking the proportion of fatalities that could have been averted if all riders complied with existing regulations regarding helmet use, drink driving and licensed driving.

Methods

Road traffic police data on number of PTW drivers involved in traffic accidents in Athens, Barcelona and Paris during 2005–2007 by outcome and investigated risk factors, were collected. We estimated the OR for death rather than non-injury by adoption of safety measures and behaviours and, subsequently calculated the population attributable fractions.

Results

Each year in Paris 37% fatalities could have been averted if all riders were sober while driving and 12% if all PTW riders drove with a valid driving license, whereas in Barcelona the potentially avoidable PTW fatalities attributable to alcohol, indicating the pattern of savings by improved enforcement, reached 26%. Compliance with helmet legislation seems to have reached almost 100% in Barcelona and Paris and hence the potential fraction for prevention is close to zero, whereas in Athens 42% of human lives could have been saved if all drivers had respected and police assisted enforcement of existing helmet wearing laws.

Significance

Considerable savings in premature deaths are anticipated with implementation of an array of existing effective interventions aimed to improve urban PTW safety in the EU.
Determinants of non-compliance in motorcycle helmet use in Bangladesh
Authors: Rahman Farah Naz
Published: October 2012

Background

Like many other low and middle income countries, motorcyclist has been increasing significantly in Bangladesh. However, the information regarding the helmet use by motorcyclists is very scarce.

Objective

The objective of this study was to estimate the prevalence of helmet use and to determine the factors that influence the non-compliance in helmet use among the motorcyclist in Bangladesh.

Methods

300 motorcyclists were selected randomly from the three areas of Bangladesh-100 from capital city Dhaka, 100 from a district town Mymensingh and 100 from rural community Gouripur. Data were collected from motor cyclist at fuel station using a pretested structured questionnaire.

Results

All the respondents were male with a mean age of 32.8 years (±8.1). The point prevalence of helmet use was 45.3%, however only 53% of them were regular safety helmet users. A significant risk of non-compliance in helmet use was observed among young aged (20–24 years) motorcyclist (OR 17.6, 95% CI 4.3 to 71.1) compared to motorcyclists aged 45 years and above. Significant association was also found between unmarried motorcyclists (OR 5.3, 95% CI 2.8 to 5.2) and non-compliance in helmet use. The non-compliance in helmet use among rural motorcyclist was 13 times higher than motorcyclists of metropolitan city.

Significance

The study revealed that unmarried youth motorcyclists of rural areas of Bangladesh are non-compliant in helmet use. This information will help policy makers to design effective road safety measure to increase the helmet use by motorcyclist which ultimately will reduce the mortality and disability from motorcycle accidents.
Motorcyclist injuries and use of safety measures in five cities in Colombia
Authors: Rios J
Published: October 2012

Background

In Colombia, motorcyclists account for 40% of total road traffic deaths, higher than most of Latin American countries. Although the use of safety measures is mandatory, motorcyclist deaths and injuries continue increasing.

Objective

To analyse motorcyclist deaths and injuries, and the use of safety measures in five cities in Colombia.

Methods

Motorcyclist injuries and deaths recorded by the Forensic Office were analysed. The use of safety measures was collected by observational surveys in places and hours of high traffic activity.

Results

Motorcyclist deaths and injuries were higher than deaths of other road users. Single men between 19 and 34-years-old were most affected. Although mainly motorcyclist drivers were involved, passenger women were high in two cities. TCE was the diagnosis in 30% of cases. Most of the fatal injuries occurred on weekends. The main causes were collision with other vehicle, and with fixed object. Fatal and non-fatal injuries mostly occurred at nighttime. The use of helmets varied from 68% to 99% for drivers, and 39% to 97% for passengers, and it was higher in urban areas than rural. Around 10% of motorcyclists were wearing reflective vests, and 30% were driving with lights on.

Contribution to the Field

Although most of motorcyclists were wearing helmets, deaths and injuries were still increasing. The helmet use should be enforced, especially for passengers, and the quality of helmets should be controlled. The next step is to explore behavioural factors.
Black spot overlap matching for motorcycles and cars
Authors: Walton Darren , Buchanan Judy
Published: October 2012

This research determines the size of the location-specific component of motorcycle crashes by comparing the degree of overlap between car and motorcycle crash rates at the same or similar locations drawn from the NZ crash record contained in the CAS database. Around 50 000 crash records are considered from 1980 to 2011. There is a strong correlation between the total number of car crashes and motorcycle crashes at the same locations, r (250)=0.567 p<0.0001. The usual method of ‘ranking’ and ‘selecting’ the worst sites is developed by using rate of car crashes to estimate the expected rates motorcycle crashes within a regression analysis (estimated Motorcycle crashes=5.4+0.051) (car crashes). Rates of motorcycle crashes are produced for specific sites and contrasted with the actual observed rates of motorcycle crashes at the worst-ranked 250 locations. Sites were rank-ordered by the degree of departure from the expected rates by calculating the standardised adjusted residual, and those outside 1.96 (ie, the 95th percentile) were group as the ‘worst sites’. These sites are significantly different from the remaining sites with increased odds of a motorcycle crash around 1.65–1.95 greater than the remaining sites. This analysis detects that there are site-specific features that elevate the risk of a motorcycle crash by around 80% when considering 300 m sections of road. The technique develops opportunities for additional analyses that might reveal the unique features of sites that especially elevate the risk of motorcycle crashes.
Helmet use among motorcyclists in Cambodia: a survey of use, knowledge, attitudes, and practices
Authors: Bachani AM , Sann S , Zogg C , Ballesteros M , Ear C , Hyder AA
Published: October 2012

Background

Motorcycle-related road traffic injuries are a significant contributor to the burden of disease in low- and middle-income countries. To reduce this risk, helmet use has been proven an effective method.

Aims/Objective/Purpose

Given an increase in motorcycle use in Cambodia, this study aims to assess the current status of helmet use, as well as the knowledge, attitudes, and practices of use among motorcyclists.

Methods

Helmet observations were conducted in Phnom Penh, Kandal, Kampong Speu, Siem Reap, and Kampong Cham to assess the current status of helmet use. In addition, roadside knowledge, attitudes, and practice interviews were also conducted in Phnom Penh, Kandal, and Kampong Speu to determine prevailing beliefs.

Results/Outcomes

Though awareness of the benefits of wearing a helmet is high, actual helmet use remains low. Daytime usage is higher than nighttime (45% vs 32% across all study sites in January 2012), and these proportions are significantly higher among drivers than among passengers (ratio of 8.2 : 1.0). Among those interviewed in 2011, 55% said that use of a helmet depends on where they drive. The top three reasons for always wearing a helmet included: lifesaving potential, legal duty, and police fines. Helmet quality, price, style, and colour were also important factors influencing the decision to purchase a helmet.

Significance/Contribution to the Field

The results of this study will be used to assist with better planning and implementation of injury prevention strategies and to address the continuing need to improve the proportion of all-day helmet wearing, especially at night and among motorcycle passengers in Cambodia.
Tri-motorcycle accidents in Abuja Nigeria
Authors: Bassey DE , Swomen H
Published: October 2012

Background

Legislation was introduced in Abuja Nigeria in 2006, prohibiting the use of motorcycles in the capital due to high accident rates. Tri-motorcycles became main mode of transport for masses.

Objective

To analyse accident rate associated with motorcycle riders in Abuja, and to determine possible causes.

Methodology

600 motorcycle riders were randomly selected in Abuja in June 2010. Questionnaires were administered. Data obtained was analysed using Epi-Info info software.

Results

98.9% of Tri-motorcycle riders have been involved in accidents, 90% do not see the need to wear helmets. 84.7% feel there should be a dedicated tri-motorcycle drive lane. 78.7% have been treated in hospital for minor injuries, 63% for serious injuries which caused them work time more than 96 h, 40% feel accidents are caused by speeding automobile drivers. 12% feel unprotected from cars, 88% fear being killed by a car crash. 7.9%; passenger's casualties. 30.5%; feel law enforcement does not protect them 20.1% feel drivers should be educated on traffic rules. 96% riders feel that punishment of car drivers who cause accidents is not strict enough. Only 5.8% say they are the cause of most accidents they are involved in.

Significance

The extremely high accident rate of tri-motorcycles suggests the need for massive education and sensitisation about traffic regulations for both car and tri-motorcycle operators, the need for stronger law enforcement, and a need to assess how to improve safety for Tri-motorcycle operators.
A picture is worth a thousand words: utilising social media to better understand all-terrain vehicle crash mechanisms of real patients
Authors: Jennissen C , Price M , Harland K , Denning G
Published: October 2012

Background

Most surveillance sources provide limited data on the sequence of events during ATV crashes. This limitation provides the rationale to investigate less traditional sources such as social media sites where video sharing has become very popular.

Aims/Objectives/Purpose

To better understand the mechanisms and contributing factors of ATV-related injuries.

Methods

A review of ATV-related injuries at the University of Iowa from 2002 to 2009 was performed and crash mechanisms were characterised. A retrospective search of ATV crash videos posted on YouTube was performed. Videos were compiled and analysed.

Results/Outcome

345 ATV trauma patients were identified. Rollovers (42%), striking an object (20%), and ejection/fall (13%) were the most common mechanisms of injury. The victim was struck by their ATV in 21% and pinned in 9%. Rollovers were more likely when turning or spinning, and on sloped terrain with passengers. Backward rollovers were most likely with passengers. For those ejected, patients falling/ejected to the rear had the lowest Glasgow Coma Scale (GCS) scores. Patients who jumped off or were ejected off the side had the highest extremity injury scores. The greater the ATV speed, the lower were the patient's GCS scores. 183 ATV crash videos have been collected and characterised to date. Although some ATV crash circumstances were over-represented in the videos, most demonstrated mechanisms that were seen in actual trauma patients.

Significance/Contribution to the Field

Evaluation of crash videos from social media sites may shed light on injury mechanisms. Analysis of these videos yields significant details that are not available through other sources.
Attitudes about electronic device use among self-reported distracted drivers in seven European countries, 2010
Authors: Naumann R , Dellinger A
Published: October 2012

Background

Distracted driving is a growing concern internationally. However, attitudes about distracted driving are poorly understood.

Aims/Objectives/Purpose

To examine attitudes about electronic device use and driving in Belgium, France, Germany, the Netherlands, Portugal, Spain, and the UK.

Methods

Respondents to an online survey of adults aged 18–64 (N=9002) were asked about their distracted driving behaviours (eg, how often they talk on a mobile phone and text while driving) and their attitudes (eg, how strongly they felt about being able to reach others by mobile phone or text at any time).

Results/Outcomes

Compared to those who never talk on their mobile phone while driving, those who ‘regularly or fairly often’ talk on their mobile phone while driving (distracted drivers) more often agreed that they liked the idea of people being able to reach them at any time (65% vs 49%), liked the idea of being able to reach other people at any time (73% vs 57%), and found it very hard to ‘unplug’ or turn off their phone while driving (53% vs 30%) (p<0.001 for all comparisons). After controlling for age, sex, income, and country, distracted drivers were two to three times more likely to agree that they liked the idea of people being able to reach them at any time, liked the idea of being able to reach other people at any time, and found it very hard to ‘unplug’ while driving.

Significance/Contribution to the Field

Understanding the attitudes of distracted drivers can help target communications messages and other interventions in these countries.
Factors related to seatbelt-wearing among rear-seat passengers in Malaysia
Authors: Peng NG Choy , Hua LAW Teik , Voon Wong Shaw , Subramaniam Kulanthayan
Published: October 2012

Background

The benefit of wearing a rear seatbelt in reducing the risk of motor vehicle crash-related fatalities and injuries has been well documented in previous studies. Wearing a seatbelt not only reduces the risk of injury to rear-seat passengers, but also reduces the risk of injury to front-seat occupant who could be crushed by unbelted rear-seat passengers in a motor vehicle crash. Despite the benefits of wearing a rear seatbelt, its rate of use in Malaysia is generally low.

Objectives

The objective of this study was to identify factors that are associated with the wearing of a seatbelt among rear-seat passengers in Malaysia.

Methods

The data collection method engage in this study was a face-to-face interview for 1651 individuals from all states in Malaysia. Multinomial logistic regression analysis was used to analyse and identify factors related to seatbelt-wearing among rear-seat passengers in Malaysia.

Results

The analysis revealed that rear-seat passengers who were older, female, married and more educated and who had a perception of a high level of legislation enforcement, a higher risk-aversion and more driving experience (only for passengers who are also drivers) were more likely to wear a rear seatbelt. There was also a significant positive correlation between driver-seatbelt and rear seatbelt-wearing behaviour. This implies that, in regards to seatbelt-wearing behaviour, drivers are more likely to adopt the same seatbelt-wearing behaviour when travelling as rear-seat passengers as they do when driving.

Significance

These findings are crucial to the development of new interventions to increase the compliance rate of wearing a rear seatbelt.
Comparing paid versus earned media promotional strategies to broadly disseminate an effective teen driving intervention to Michigan parents via the web
Authors: Bingham CR , Shope JT , Zakrajsek J , Esdale A , Scarpetta L
Published: October 2012

Background

Effective injury prevention programmes for teen drivers that can be broadly disseminated are needed. In this study, a university and a state department of community health partnered to translate an evidence-based, parent-oriented teen driving intervention to a website for state-wide dissemination.

Aims/Objectives/Purpose

Compare the effectiveness of website promotion efforts via paid or earned media.

Methods

Three, 4-month sequential phases of an incremental promotional strategy were evaluated using data from Google Analytics: Phase-1) links placed on partner websites only; Phase-2) active promotion by partners and earned media added; Phase-3) paid media added.

Results/Outcome

Each phase increased Website visits (2044; 3921; 9313), including a 137.5% increase due to paid media in Phase-3 ($10 000 Facebook, plus $20 000 various websites). Facebook was the leading source of Phase-3 traffic (2515 visits), but yielded average visits of only 15 s and 89.5% of visitors bounced (exited homepage without viewing other pages). In comparison, website visits increased 149.4% during a 2-week period in Phase-2 following a press release (379 visits), with average visits of 1 : 49 min and a bounce rate of 44.8%.

Significance/Contribution to the Field

Results demonstrated the potential of and revealed trade-offs inherent to paid and earned media for promoting a web-based injury prevention programme. Paid media had high costs and brought high traffic volume, but website use by visitors was limited. Earned media was free, increased website traffic less than paid media, but visitors used the website more. The success of earned media is encouraging for programmes that have limited financial resources.
Access to vehicle and risk of crash in novice drivers: results from the drive study
Authors: Chen HY , Palamara P , Senserrick T , Stevenson M , Ivers RQ
Published: October 2012

Background

Young drivers who drive their own vehicle are at an increased risk of crash, which is hypothesised to be explained by more driving exposure or risky driving.

Purpose

This study examined this hypothesis among a young driver cohort in Australia.

Methods

The DRIVE Study collected information on crash risk factors from 20 822 newly licensed drivers aged 17–24 years in New South Wales between 2003 and 2004, and prospectively linked responses to police-recorded crashes, licensing details, and traffic offences. Based on self report, young driver access to a vehicle was categorised as: family vehicle, own vehicle, other vehicle, and no access. Poisson regression was used to model crash risk (average follow-up=2 years) by type of vehicle access, controlling for confounders including driving exposure and risky driving behaviours.

Results/Outcomes

Drivers with their own vehicle were more likely to report high weekly driving hours, more risky driving behaviours and hazardous drinking. After controlling for demographics and confounders including risky driving behaviours, they had a 30% higher crash risk (RR 1.3, 95% CI 1.2 to 1.5) compared with those with access to a family vehicle, and dropping to 20% (RR 1.2, 95% CI 1.1 to 1.4) when further controlling for driving exposure.

Significance/Contribution to the Field

This study affirms that, compared with those who have access to a shared family vehicle, young drivers with access to their own vehicle have an increased crash risk, regardless of their longer driving exposure and frequent risky driving behaviours. Further research is required to understand whether restricting car ownership is an effective intervention to reduce young driver crashes.
Application of the theory of planned behaviour to predict young drivers' speeding behaviour
Authors: Kunnawee K , Ketphat M , Jiwattanakulpaisarn P
Published: October 2012

Background

Speeding involvement has been reported to be as high as nearly 80% of all traffic crashes on national highways in Thailand. It was found that young drivers tend to drive faster and have higher risk of road crashes than other age group of drivers.Thus, it is necessary to understand the reason of speeding in the group of young drivers by examining their intention to speed and their driving behaviours.

Objectives

This paper attempts to understand young drivers' speeding behaviour by using the Theory of Planned behaviour (TPB) and additional variables that are related to speeding behaviour, in the context of Thailand.

Methods

Self-report survey was conducted on 800 college student drivers who intend to drive exceeding the speed limit, and tend to have higher record for speeding-related accidents.

Results/Outcome

The results show that young drivers' speeding behaviour appears to be affected by perceived behavioural control, past behaviour, personal norms, intention to speed, affective and evaluative attitude towards compliance with speed limit, and social support. Furthermore, the effect of socio-economic characteristics and the vehicle usage such as gender, age, income level, university type, and location of university etc were significant factors to report that young drivers are more likely to be speeding offenders. Interestingly, racing movies and racing also make important predictors to influence drivers to drive exceeding the speed limit.

Significance/Contribution to the Field

The results of this study can be used to suggest the need for implementing more effective countermeasure to control speeding behaviour of young drivers.