bluuebunny/crossref_metadata_2025_split huggingface dataset:
Road safety practices of motorcycle riders in Multan, Pakistan
Authors: Hashmi W , Tahir N , Akbar AH , Naseer R , Rashid A , Zia M 
Published: October 2012

Background and ObjectivesPakistani motorcyclists constitute 2% of the global bikers' populace. The burgeoning trend of using motorbikes as a family vehicle in Pakistan and consequent increase in Road Traffic Crashes (RTCs) warrant a study on the training, licensing, and adoption of safety practices in Punjab. RESCUE 1122 Punjab, Pakistan as an emergency management service, attends to such RTCs. With a mandate to identify and address the key contributors to such RTCs, a study was undertaken at RESCUE 1122 Multan to assess motorcyclists' awareness, attitudes and practices towards helmet usage and recommend improvement strategies thereof.Material and MethodsRescue 1122 Multan carried out a population-based survey in collaboration with Atlas Honda, Multan, the largest manufacturer and seller of motorbikes in Pakistan. RESCUE 1122 Community Safety Officers administered a questionnaire, while officials of Atlas Honda offered incentive repair workshops for their motorcycles during the interview process.Results1748 motorcyclists participated in the survey. Age distribution of participants in years: 803 (46%); 18–27, 100 (5.8%); 12–17, Mean age; 28.75. Conspicuous demographics: Government employees 327 (18.7%), students 293 (16.8%), educational qualification under high school; 452 (26%), without licenses; 772 (44.2%), never attended driving school; 1513 (86.6%). Helmet usage; 292 (16.7%), Never used helmet; 1456 (83.3%), 134 (47%) used helmet but never fastened chin-strip. Justification for not wearing helmet: Vision and hearing impairment; 341 (19.5), medical grounds; 232 (13.3%) and unable to buy; 90 (5.2%).ConclusionsThe surveyed identifies socio-economic aspects of RTCs involving motorcycles. Engaging the stakeholders through ‘citizen motorcyclists’-based watch-counsel and train programmes are expected to permeate desirable effect under cautious national legislation and enforcement.
The validity of self-reported helmet-use among motorcyclists in India
Authors: Wadhwaniya S , Gupta S , Tetali S , Hyder A 
Published: October 2012

BackgroundMotorcyclists constitute the largest proportion of vehicle users on Indian roads. They are also vulnerable to road traffic crashes, injuries and deaths. Helmet-use can reduce the risk of injuries among them. Helmet-use rates can be determined by different methodologies.ObjectivesTo compare observed and self-reported helmet-use rates among motorcyclists in Hyderabad city, India.MethodsTo determine helmet-use rates observations were recorded for motorcycle drivers (n=68 229) and pillion riders (n=21 777). By a different methodology, roadside interviews were conducted with motorcycle drivers (n=606) where they were asked if they ‘always wear a helmet’ and observations were also recorded for them.ResultsIn observational study, 22.6% of motorcycle drivers and 1.1% pillion riders were found wearing helmets. In roadside interview, 64.6% of the respondents reported to always use helmet, much higher than the observed rate of 29.3% in the same group. ‘It can save my life’ (99.2%) was common reason for always using helmets. Reasons for not always using helmets included not having one (27.4%), depending on where they drive (25.1%) and forgetting it sometimes (23.7%). In purchasing helmet, quality (66.0%), certification (15.2%) and brand/company name (7.7%) were given more importance than price (4.6%), style/look (2.6%) and colour (1.8%). Only 2.3% were stopped by police in the past three months to check helmet-use.SignificanceDiscrepancy between observed and self-reported helmet-use rates suggest that observational studies can provide more valid helmet-use rates than those that are self-reported. Increased enforcement might be an effective strategy to increase helmet-use among drivers who are aware of its importance.
Epidemiological profile of hospitalised injury among e-bike riders
Authors: Yang Jie , Du Wei , Powis Brent , Hu Yihe , WU Ming 
Published: October 2012

BackgroundAlong with the booming market for Electric bicycles (E-bikes) in China, increasing concerns are raised about riders' safety. Police reported 40% fatal crashes involving E-bikers; however knowledge of serious injuries was missing.ObjectivesTo describe the injury patterns of hospitalised E-bike riders involved in road crashes and investigate whether the injury risks differ in population segments.MethodsThis cross-sectional study collected hospital separation records for an 8-month period to describe injuries of hospitalised injured E-bikers in Zhangjiagang hospital. Injured body regions and injury natures were categorised using the 10th revision of the International Classification of Disease. OR and its 95% CI were used to assess the risk of specific injury types controlling for demographics and crash details.ResultsOverall, 323 E-bikers were hospitalised for injuries, accounting for 57.2% of total hospitalised road crash victims. The average age, length of stay, and hospitalisation cost were 43.8 years, 10.0 days, and 8 228.8 Chinese Yuan, respectively. Head injuries were the most common injury types and fractures were dominant across different injury natures. The risk of traumatic brain injury was significantly associated with collisions without motor vehicles (OR=2.1, 95% CI 1.3 to 3.3) and after-work crashes (OR=2.2, 95% CI 1.3 to 3.7). The risk of fractures was significantly elevated among local residents (OR=1.7, 95% CI 1.1 to 2.8).SignificanceThere are elevated injury risks in different segments of E-biker population. This differential should be addressed in future road safety initiatives. In addition, the findings also confirm the importance of road safety in the context of sustainable mobility.
Helmet and reflective clothing use among motorcyclists in Kenya: a survey of use, knowledge, attitudes, and practices in two districts
Authors: Bachani AM , Pereira S , Mogere S , Herbert HK , Akungah D , Maina W , Stevens K , Hyder AA 
Published: October 2012

BackgroundRoad traffic injuries (RTIs) contribute to a significant proportion of the burden of disease in Kenya. Motorcycle-related RTIs are a significant contributor to this burden.Aims/Objectives/PurposeThis study assesses helmet wearing and reflective clothing usage, and knowledge, attitudes and perceptions around their use in Thika and Naivasha districts in Kenya.MethodsBetween August 2010, and December 2011, we conducted 4 rounds of observational studies; 2 rounds of roadside knowledge, attitude and perceptions (KAP) surveys; 4 focus group discussions (FGDs); and, a community based household survey in each district.Results/OutcomesWhile the majority of participants in FGDs, and KAP surveys acknowledged the life saving potential of helmets, less than one third of all drivers in Thika and Naivasha wore helmets while driving motorcycles. Helmet usage among passengers was even lower (<2%) in both districts. Reflective clothing usage shows a large disparity between the two districts, with the 34% and 56% of observed motorcyclists in using reflective clothing in Thika and Naivasha respectively. Use of reflective clothing by passengers in both districts was extremely low. The most common reason cited for lack of helmet use was because it was considered inconvenient or uncomfortable. The majority of respondents indicated they did not wear reflective clothing because they did not have it.Significance/Contribution to the FieldThis study establishes low usage of helmets and reflective clothing in the two districts in Kenya. It highlights areas for policy and programmatic focus such as enhanced enforcement, legislation, and social marketing to reduce motorcycle related injuries and deaths.
Motorcycle transport: a threat to road safety in a community in Sub-Saharan Africa
Authors: Bello J , Nasir A , Solagberu B , Ofoegbu C , Abdur-Rahman L 
Published: October 2012

BackgroundThere is a noticeable increase in the use of motorcycles in our communities for commercial transportation. It has been reported that the risk of dying for every kilometre travelled from a motorcycle crash is 20 times higher than from a motor vehicular crash.ObjectivesThis study was done to determine the incidence and trend of Motorcycle Injuries (MCI) in our community.MethodsA prospective study of patients presenting with MCI at a University Hospital in Nigeria over a 3-year period was done using a structured questionnaire.ResultsThere were 432 MCI patients, 5 : 1 predominance of males over females, age range 3–80 years, median 30. The yearly incidence (morbidity n; mortality % of n) were (112, 7.0%), (158, 7.5%) and (162, 15.4%) for the first, second and third year respectively. Riders were (363, 84.1%) and pedestrians (69, 16.0%). Only one rider (0.3%) wore a helmet. Common Injuries sustained were extremities alone (168, 38.9%), head injuries alone (119, 27.5%), head and extremities (110, 25.5%). Twenty-four patients (5.6%) needed intensive care; all had head injury and about three-quarters died (p<0.05). Forty-five patients (10.4%) died overall, 91% of these were head injured and none had used a crash helmet.SignificanceThere is an increasing incidence of and mortality from MCI. Poor use of crash helmets and Head injuries is common amongst mortalities. There is need for education of riders and enforcement of helmet use.
Motorcycle speeds at urban intersections
Authors: Buchanan J , Walton D 
Published: October 2012

BackgroundDrivers at fault cause approximately 40% of all motorcycle crashes in New Zealand.AimTo identify relative speed of cars and motorcycles in an urban setting.MethodsFive urban, uncontrolled T-intersections known to be motorcycle crash ‘black spots’ were monitored using instrumentation and a roadside observer.Two sets of 12-h observations were collected for each site (N≈100 000). Instrumentation recorded the ‘events’ of vehicles passing to measure, speed, direction, lane position, vehicle type (broadly characterised) and headway. Observers further recorded times of bicycle events, type of motorcycle (scooters or motorcycles), the behaviour of motorcycles and the use of ‘high conspicuity’ gear such as clothing or helmets.The data was analysed for mean speeds and influences such as the time of day, the presence of a car at the T-intersection, and the influence of free headway. The results were compared for robustness across locations and days.ResultsResults establish that motorcycles travel around 10% faster than other traffic, with motorcycles travelling on average 3.3 kph faster than cars. Motorcycles are 3.4 times more likely to be exceeding the speed limit than cars. It is concluded that in urban areas motorcycles are travelling significantly faster than other traffic.Contribution to the FieldThese findings are discussed against a concern to reduce motorcycle crashes by improving conspicuity and previous research that implicates a ‘looked-but-failed-to-see’ effect for car drivers. These results suggest a ‘looked but-failed-to-judge-the-approach-speed’ effect, and this may have little to do with motorcycle conspicuity.
Motorcycle non-standard helmet use in an urban area of Mexico
Authors: Hidalgo-Solórzano E , Inclán-Valadez C , Pérez-Núñez R , Híjar M 
Published: October 2012

BackgroundIn Mexico, as in other low and middle income countries, the use of motorcycles has become a popular and increasing mean of transportation. During 2009, 1.2 million motorcycles were registered. This represents 1114 motorcycles per 100 000 inhabitants, figure that has tripled in the last decade.ObjectiveTo estimate the prevalence of helmet use and the prevalence and factors associated to non-standard helmet use (NSHU) among motorcyclists of Cuernavaca.MethodsA cross-sectional study that included observations on public thoroughfare and a survey in a sample of motorcyclists stopping at petrol stations was performed by researchers of the National Institute of Public Health. Data were collected on a daily basis, during daylight hours in February–March 2009 and March 2010.Results1286 motorcyclists were observed. Prevalence of helmet use was 78%. Helmet use was higher in drivers (84%) than passengers (37%) and amongst males (81%) compared to females (42%). From the 493 motorcyclists interviewed, prevalence of NSHU was 64.8%. Compared to those with bachelor or higher studies, those with secondary school (OR=1.80, 95% CI 1.01 to 3.19) and those with elementary or less school (OR=3.48, 95% CI 1.14 to 10.50) showed more NSHU. Travelling for leisure activity or riding for pleasure (OR=0.25, 95% CI 0.12 to 0.51), travelling in a <500 cc motorcycle (OR=4.14, 95% CI 2.12 to 8.06), and not owning the motorcycle (OR=0.53, 95% CI 0.34 to 0.82) also showed association.SignificanceCurrent legislation does not require helmets to be ‘standard’. Given the lack of information about actual security and protection provided by non-standard helmets, the high prevalence of non-standard helmet use found raises the need to change Mexicans laws.
A seat belt in non-motorised vehicle rickshaw—can it prevent roads traffic injuries in Bangladesh?
Authors: Biswas A , Kibria A , Hossain ST , Rahman F , Baset KU , Mashreky SR 
Published: October 2012

BackgroundRoad traffic accident in urban settings of Bangladesh is often occurs. Specially, three wheeler non-motorised passenger carriers named rickshaw causes mortality and morbidity includes longer duration of hospital stay, psychological stress, economic burden, social deprivation and disability.ObjectivesTo know the perception of community people on rickshaw injuries and it's prevention, to explore feasibility, uses and compliance of new safety devices to prevent injuries due to rickshaw accidents and to observe the acceptability of the safety device among the community people.MethodsBoth qualitative and quantitative methods were used. Group discussions were conducted to know people perception include rickshaw puller and prevention measures. Experimental study was applied by installation of seat belt in rickshaw and compare with other safety devices. Observational study also performed to see its acceptability.ResultsCommunity people perceived that simple safety device can prevent rickshaw injuries; it will be useful for children and older. We installed seat belt in a dummy rickshaw, compare with other devices Shock absorbing device on the rear bumper and Metallic spring device on the rear bumper. Observational findings showed that 27.8% used seat belt during travel (n=36) in dummy rickshaw, 60% user had a child with a female.SignificanceSeat belt found useful safety device in prevent rickshaw injuries and also accepted by users.
Assumed risk by vulnerable roadway users: traffic rules transgressions in a capital city of Southwester Colombia, 2009
Authors: Morales-Quintero FJ , Gómez-Salazar GS , Bonilla-Escobar FJ , Fandiño-Lozada A , Santaella J , Gutierrez-Martinez MI 
Published: October 2012

BackgroundTraffic rules transgressions are a risk factor for traffic events; their fulfilment reduced on a half the number of deaths and serious injuries.Aims/Objectives/PurposeTo determine the traffic rules infractions on roads by users, in places where traffic events occurred with injuries. Cali, Colombia.MethodsDescriptive study of road traffic videos filmed at sites of occurrence of traffic injury. The sample consisted of 12 videos of 30 min each, we established users, transgressions of traffic rules and their confidence intervals. The proportions were compared with the Z statistic, with 95% confidence.Results/OutcomesThere were a total of 13 491 road users, distributed as follows: 1.206 (8.9%) pedestrians, 624 (4.6%) cyclists, 3.324 (24.6%) motorcyclists and 8.337 (61.8%) drivers. The most frequent infraction in drivers was not respecting the stop signal (3.1%), in motorcyclists transiting in the line designed just for automobiles (55.2%), driving without wearing a reflective safety vest (12.4%); in cyclists driving without wearing a reflective safety vest (100%) and without wearing helmet (99.2%). In pedestrians the most frequent infraction was crossing the road on inappropriate place (77.3%) not used of the pedestrian bridge (72.3%). Significant differences were found between the proportion of infractions committed by drivers compared with vulnerable road users (p<0.001).Significance/Contribution to the FieldWe observed high proportions of traffic rules transgressions among road users, especially among vulnerable road users, increasing their risk. We recommend studies that address the problems of infractions from the perspective of road user, and the formulation of activities to reduce these behaviours.
Imputation of chronic neck pain to a motor-vehicle collision: a Bayesian approach
Authors: Salmi LR , Cassidy JD , Holm LW 
Published: October 2012

BackgroundCauses of chronic neck pain include motor-vehicle collisions. Imputation of an individual pain to a past motor-vehicle collision, however, remains difficult.Aims/Objectives/PurposeA Bayesian method is proposed to assess causality of chronic neck pain in individuals.MethodsIn epidemiology, causality assessment deals with four types of persons defined by exposure (history of collision) and occurrence of chronic neck pain. We linked the epidemiological approach to imputation, which considers persons with both history of motor-vehicle collision and chronic neck pain. Based on methods developed in pharmaco-epidemiology, imputation was formulated using Bayes theorem, relating epidemiological knowledge on causes, a patient's history, and the posterior odds that the chronic pain was caused by the collision. Data needed to apply the method include cause-specific relative risks, and frequencies of history of collisions, and of a positive relevant characteristic in persons with no history of collision. Illustrations are proposed using published data and hypothetical cases.Results/OutcomesIdentified relevant characteristics include mechanism and qualification of the collision, social-psychological variables, occupation and working conditions, age and gender. Cases illustrate that the approach allows switching from major uncertainty to ruling in or out a causal relationship with the collision; full application of the method will require more epidemiological data.Significance/Contribution to the FieldThe nature of relevant characteristics underscores the need to fully document the mechanism of all injuries in emergency rooms. As in other applications, the bayesian approach to imputation could become a powerful tool for experts involved in litigation of chronic neck pain or other motor-vehicle related injuries.
Child passenger safety practice in China: attention and action
Authors: Pan Shuming , Du Wei , Jiang Fan , Bilston Lynne , Brown Julie , Shen Xiaoming 
Published: October 2012

BackgroundChina is undergoing rapid motorisation. Since little was known for child passenger safety practice in China.AimsThis study aims to describe where child passengers are seated and whether restraints are used; and investigate the influence of children and/or parental attributes on seating position and restraint use.MethodsToll gate observation for child passengers aged ≤12 years was conducted in Shanghai during 2009. Another parent survey for kindergarten enrolled children aged 2–7 years was conducted during 2008–2009. The adjusted relative risks (RR) comparing rear with front seating position among child passengers were evaluated using multivariate binomial regression with robust variance estimation. The adjusted RR comparing any restraint use with no restraint use was also evaluated.ResultsBoth observation and survey studies revealed common front seating practice and low restraint use among child car passengers. Younger age (≤4 years), single child in a car, and parental license status were associated with decreased likelihood of rear seating position; whereas tertiary education for mothers was associated with increased likelihood of rear seating selection for child passengers. Children travelling with drivers using no restraints were less likely to be restrained; whereas parents having drivers license were more likely to use restraints for their child passengers.ConclusionThis study demonstrates common front seating and low restraint use as ignored safety concerns, and identified risk factors influencing restraint use and seating position for child passengers. These findings call for urgent attention and appropriate intervention targets to improve child passenger safety in China.
Healthcare providers and teen driving safety: topics discussed and communication products used in practice
Authors: Huitric M , Greenspan A , Dellinger A , West B 
Published: October 2012

BackgroundTraffic crashes are the leading cause of death among US teens. Healthcare providers who care for adolescents have an opportunity to address the issue and discuss what works to keep teen drivers safe on the road.AimsTo assess teen driving safety topics addressed by healthcare providers during the patient encounter and to assess their use of available health information resources.MethodsWeb-based survey of healthcare providers in the following categories: family practice, general practice, internal medicine, paediatrics, and nurse practitioners. Data from 1088 providers who saw patients at or near driving age were included.ResultsFamily and general practice physicians represented 44.3% of the sample, followed by paediatricians (22.5%), nurse practitioners (17.7%), and internists (15.5%). Nearly all respondents (92.9%) reported addressing one or more crash risk factors (seat belt use, nighttime driving, fatigue, teen passengers, alcohol/drug use, speeding/reckless driving, and cell phone use/texting) with adolescent patients and/or their parents. Seat belt use was reported more often (83.7%) than other topics. Paediatricians reported addressing these risk factors more often than other specialties. When communications products were used, written materials such as pamphlets were used more often than other types of products such as posters or videos. Parent-teen driving contracts were reported by less than 10% of respondents.SignificanceMost respondents reported addressing key driving safety topics with adolescents and/or their parents. However, parent-teen driving contracts, a known effective intervention, was reported infrequently. This, coupled with the expressed interest in receiving written resource materials, presents an opportunity for future progress.