bluuebunny/crossref_metadata_2025_split huggingface dataset:
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

IntroductionDespite 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.ObjectiveThe objective of the study is to explore perceptions, barriers, and strategies of women pillion riders regarding the use of motorcycle helmets.MethodsData 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.ResultsSome 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.SignificancePublicising 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

BackgroundAs 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%.ObjectiveTo study the risk factors for severe motorcycle injuries among motorcyclists in Magway township, central Myanmar.MethodsA 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.ResultsAmong 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 FieldControl 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

BackgroundThe 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.ObjectivesTo determine the prevalence of helmet use and reasons for non-use among boda boda riders in Kampala, Uganda.MethodsCommunity data collection from boda boda riders involved three processes: observational helmet use surveys, structured interviews, and focus group discussions.ResultsPrevalence 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.SignificanceResearch 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

BackgroundIn 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.MethodsRoadside 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.Results13 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 ImplicationsDespite 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

BackgroundMotorcycles 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 ObjectivesThe 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.MethodsBetween 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.ResultsThere 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).SignificancePassengers 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

BackgroundMotorcycles 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/PurposeTo 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.MethodsSKP 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/OutcomesOf 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 FieldRecognition 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.PurposeCEREPRI 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.MethodsRoad 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.ResultsEach 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.SignificanceConsiderable 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

BackgroundLike 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.ObjectiveThe 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.Methods300 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.ResultsAll 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.SignificanceThe 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

BackgroundIn 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.ObjectiveTo analyse motorcyclist deaths and injuries, and the use of safety measures in five cities in Colombia.MethodsMotorcyclist 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.ResultsMotorcyclist 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 FieldAlthough 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.
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

BackgroundMotorcycle-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/PurposeGiven 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.MethodsHelmet 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/OutcomesThough 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 FieldThe 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

BackgroundLegislation 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.ObjectiveTo analyse accident rate associated with motorcycle riders in Abuja, and to determine possible causes.Methodology600 motorcycle riders were randomly selected in Abuja in June 2010. Questionnaires were administered. Data obtained was analysed using Epi-Info info software.Results98.9% 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.SignificanceThe 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

BackgroundMost 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/PurposeTo better understand the mechanisms and contributing factors of ATV-related injuries.MethodsA 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/Outcome345 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 FieldEvaluation 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

BackgroundDistracted driving is a growing concern internationally. However, attitudes about distracted driving are poorly understood.Aims/Objectives/PurposeTo examine attitudes about electronic device use and driving in Belgium, France, Germany, the Netherlands, Portugal, Spain, and the UK.MethodsRespondents 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/OutcomesCompared 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 FieldUnderstanding the attitudes of distracted drivers can help target communications messages and other interventions in these countries.