cometadata/datacite-titles-descriptions-related-identifiers huggingface dataset:
DOI: 10.6084/m9.figshare.12848753.v1
title: Mobile phone use among Indonesian motorcyclists: prevalence and influencing factors

description: Indonesia is one of many developing countries that relies on motorcycles as a major mode of transportation. Unfortunately, the widespread use of motorcycles in Indonesia coincides with a high number of motorcycle accidents which can often be attributed to unsafe behaviors of the motorcyclist. One unsafe behavior that is common and hypothetically associated with accidents is the use of a mobile phone while motorcycling. The aim of the present study was to observe the prevalence and behavior of mobile phone use among Indonesian motorcyclists and the factors that might have influenced their behavior. Five hundred Indonesian motorcyclists voluntarily participated in this study by filling out a questionnaire that gathered demographic data, motorcycling behaviors, and a statement related to what factors might influence their likelihood to use a mobile phone while motorcycling. A descriptive statistic and Structural Equation Modeling were applied in analyzing the data. Results showed that the prevalence of mobile phone use among Indonesian motorcyclists was 75%. The demographic data that significantly influenced mobile phone use during motorcycling were age, education level, marital status, and number of children. Occupation, gender, and prior experiences that included accidents and tickets with fines did not influence the use of mobile phones during motorcycling. The behavioral model showed that the factors that influenced motorcyclist's intentions to avoid mobile phone use during motorcycling were attitude, perceived behavioral control, and cues to action. This study supports previous findings regarding the high prevalence of mobile phone use among motorcyclists in developing countries. The models implied that further investigation on intervention strategy to minimize mobile phone use during motorcycling is a necessity.
DOI: 10.6084/m9.figshare.12841412.v1
title: Reducing child restraint misuse: national survey of awareness and use of inspection stations

description: Research indicates that hands-on instruction on installation and use of child restraint systems (CRSs) is an effective method to reduce misuse. However, use of these services is low. The objective of the Awareness and Availability of Child Passenger Safety Information Resources (AACPSIR) Survey was to estimate the degree of awareness caregivers have of CRS inspection stations. The survey also evaluated the relationships among caregiver confidence and risk perceptions as well as potential barriers and facilitators to inspection station use. The AACPSIR was a web-based cross-sectional survey targeting a nationally representative sample of adults who drove with children aged 0–9 at least twice a month. An address-based sample was selected using a cluster sample design. Caregivers who reported driving frequently with child passengers answered questions on awareness and use of inspection stations, confidence related to CRS use, and barriers and facilitators to inspection station use. Data were collected from 1,565 households. In all, 66.9% of respondents were aware of inspection stations, but only 44.2% reported that they had used these services. Most caregivers indicated that they were confident (91.7%) that the car seat was installed correctly. A quarter of the respondents indicated a reason that might prevent them from using an inspection station was that they “don’t think it’s necessary”. A long wait time (66.5%), distance (65.2%), and schedule conflicts (63.9%) were also frequently indicated as potential barriers. Conversely, among inspection station users, most did not need to make an appointment (73%), and over half indicated that the station was five miles or less from their home and within a 15-minute drive. The AACPSIR Survey results suggest a segment of caregivers share a positive safety culture, including knowledge of CPS services and use of those services. Of concern are caregivers who did not access an inspection station because they indicated it was not necessary, they already knew how to install the CRS, or pointed to other inconveniences. Future intervention programs that target caregivers unfamiliar with inspection stations or believe that the services are not necessary have the potential to improve child passenger safety.
DOI: 10.6084/m9.figshare.12497612
title: Types and site distributions of intestinal injuries in seat belt syndrome

description: Intestinal injuries in seat belt syndrome are relatively uncommon but can be potentially lethal due to accompanying peritonitis and hemorrhaging. It can be difficult to identify the exact injury sites of the intestine as multiple areas are often damaged and massive intraperitoneal hemorrhaging may make it challenging to determine causal bleeding points of mesenteric injuries. This study aimed to clarify the incidence and distribution of intestinal injuries in seat belt syndrome. We retrospectively reviewed the clinical records of 25 patients who underwent laparotomy for suspected intestinal injuries due to seat belt syndrome during a frontal impact. The incidence and distribution of the sites of intestinal injuries, as well as associated injuries, were investigated. Intestinal injuries were divided into bowel and mesenteric injuries. Additionally, bowel injuries were classified into two types: perforation and non-perforation (seromuscular tears/intramural hematomas). Regarding the injured sites, the small intestine was divided into the following three parts: (1) the ligament of Treitz (100-cm distal from the ligament [proximal jejunum]), (2) the ileocecal valve (100-cm proximal from the valve [distal ileum]), and (3) the intermediate area between those two regions (jejunoileal junction). In total, there were 64 major injuries among 25 patients requiring surgical intervention: 34 bowel injuries (20 perforations and 14 non-perforations) and 30 mesenteric injuries. Significantly more bowel perforations occurred in the small intestine (1 [interquartile range (IQR), 0–1]) than in the large intestine (0 [IQR, 0–0]) (<i>p</i> = 0.003). Similarly, significantly more mesenteric injuries occurred in the small intestine (1 [IQR, 0–1.25]) than in the large intestine (0 [IQR, 0–0]) (<i>p</i> p = 0.015). In patients with seat belt syndrome, the small intestine was more vulnerable to perforation and mesenteric injury than the large intestine. Additionally, for mesenteric injuries, the jejunoileal junction was more likely to be damaged than the proximal jejunum.
DOI: 10.6084/m9.figshare.12497612.v1
title: Types and site distributions of intestinal injuries in seat belt syndrome

description: Intestinal injuries in seat belt syndrome are relatively uncommon but can be potentially lethal due to accompanying peritonitis and hemorrhaging. It can be difficult to identify the exact injury sites of the intestine as multiple areas are often damaged and massive intraperitoneal hemorrhaging may make it challenging to determine causal bleeding points of mesenteric injuries. This study aimed to clarify the incidence and distribution of intestinal injuries in seat belt syndrome. We retrospectively reviewed the clinical records of 25 patients who underwent laparotomy for suspected intestinal injuries due to seat belt syndrome during a frontal impact. The incidence and distribution of the sites of intestinal injuries, as well as associated injuries, were investigated. Intestinal injuries were divided into bowel and mesenteric injuries. Additionally, bowel injuries were classified into two types: perforation and non-perforation (seromuscular tears/intramural hematomas). Regarding the injured sites, the small intestine was divided into the following three parts: (1) the ligament of Treitz (100-cm distal from the ligament [proximal jejunum]), (2) the ileocecal valve (100-cm proximal from the valve [distal ileum]), and (3) the intermediate area between those two regions (jejunoileal junction). In total, there were 64 major injuries among 25 patients requiring surgical intervention: 34 bowel injuries (20 perforations and 14 non-perforations) and 30 mesenteric injuries. Significantly more bowel perforations occurred in the small intestine (1 [interquartile range (IQR), 0–1]) than in the large intestine (0 [IQR, 0–0]) (<i>p</i> = 0.003). Similarly, significantly more mesenteric injuries occurred in the small intestine (1 [IQR, 0–1.25]) than in the large intestine (0 [IQR, 0–0]) (<i>p</i> p = 0.015). In patients with seat belt syndrome, the small intestine was more vulnerable to perforation and mesenteric injury than the large intestine. Additionally, for mesenteric injuries, the jejunoileal junction was more likely to be damaged than the proximal jejunum.
DOI: 10.6084/m9.figshare.12848789
title: The relationships between correct helmet use, enforcement presence, and mortality in a Latin-America city: The case study of Bogotá, Colombia

description: In Bogotá, Colombia, motorcyclists represent a concern as the proportion of motorcycle users between 2013 and 2018 has increased from 18% to 35%. Despite available risk reduction strategies, the fatality rates are also growing, notably in young adults (15–29 years old). This study aims at identifying correct helmet use patterns and its relationship with official records of injuries and casualties in the city over time. Between 2015 and 2018, semiannual observational studies of motorcycle users in six randomly selected sites in Bogotá were conducted. Data was collected and analyzed on the number of occupants per vehicle (driver and passengers), gender, approximate age, type of helmet, and whether it was correctly used (strapped) or not. Bivariate and multivariate analyses were performed to identify the determinants of correct helmet use. Additionally, a spatial analysis was conducted to estimate the relationship between motorcycle’s casualties and correct use of the helmet (full-face helmet use) prevalence. A total of 77,932 motorcycles were observed, showing a high prevalence of helmet use (99% for drivers and passengers), but only 88% use it correctly (89% drivers and 82% passengers). The presence of enforcement (camera or police personnel) increases the correct use of the helmet, especially in principal roads. Female, adults, and single riders are more likely to correctly wear the helmet. Finally, there is a relationship between the concentration of the fatalities and the incorrect helmet use in 80% of the observational sites. Incorrect helmet use has been found by the study to be related to higher mortality among motorcycle occupants in Bogotá. Our data shows that enforcement increases correct helmet use with the potential to reduce deaths among motorcycle occupants.
DOI: 10.6084/m9.figshare.12848789.v1
title: The relationships between correct helmet use, enforcement presence, and mortality in a Latin-America city: The case study of Bogotá, Colombia

description: In Bogotá, Colombia, motorcyclists represent a concern as the proportion of motorcycle users between 2013 and 2018 has increased from 18% to 35%. Despite available risk reduction strategies, the fatality rates are also growing, notably in young adults (15–29 years old). This study aims at identifying correct helmet use patterns and its relationship with official records of injuries and casualties in the city over time. Between 2015 and 2018, semiannual observational studies of motorcycle users in six randomly selected sites in Bogotá were conducted. Data was collected and analyzed on the number of occupants per vehicle (driver and passengers), gender, approximate age, type of helmet, and whether it was correctly used (strapped) or not. Bivariate and multivariate analyses were performed to identify the determinants of correct helmet use. Additionally, a spatial analysis was conducted to estimate the relationship between motorcycle’s casualties and correct use of the helmet (full-face helmet use) prevalence. A total of 77,932 motorcycles were observed, showing a high prevalence of helmet use (99% for drivers and passengers), but only 88% use it correctly (89% drivers and 82% passengers). The presence of enforcement (camera or police personnel) increases the correct use of the helmet, especially in principal roads. Female, adults, and single riders are more likely to correctly wear the helmet. Finally, there is a relationship between the concentration of the fatalities and the incorrect helmet use in 80% of the observational sites. Incorrect helmet use has been found by the study to be related to higher mortality among motorcycle occupants in Bogotá. Our data shows that enforcement increases correct helmet use with the potential to reduce deaths among motorcycle occupants.
DOI: 10.6084/m9.figshare.12918699
title: Investigation of vehicle-bicycle hit-and-run crashes

description: Although cycling has been promoted around the world as a sustainable mode of transportation, bicyclists are among the most vulnerable road users, subject to high injury and fatality risk. The vehicle-bicycle hit-and-run crashes degrade the morality and result in delays of medical services provided to victims. This paper aims to determine the significant factors that contribute to drivers’ hit-and-run behavior in vehicle-bicycle crashes and their interdependency based on a 6-year crash dataset of Victoria, Australia, with an integrated data mining framework. The framework integrates imbalanced data resampling, near zero variance predictor elimination, learning-based feature extraction with random forest algorithm, and association rule mining. The crash-related features that play the most important role in classifying hit-and-run crashes are identified as collision type, gender, age group, vehicle passengers involved, severity of accident, speed zone, road classification, divided road, region and peak hour. The result of the paper can further provide implications on the policies and counter-measures in order to prevent bicyclists from vehicle-bicycle hit-and-run collisions.
DOI: 10.6084/m9.figshare.12918699.v1
title: Investigation of vehicle-bicycle hit-and-run crashes

description: Although cycling has been promoted around the world as a sustainable mode of transportation, bicyclists are among the most vulnerable road users, subject to high injury and fatality risk. The vehicle-bicycle hit-and-run crashes degrade the morality and result in delays of medical services provided to victims. This paper aims to determine the significant factors that contribute to drivers’ hit-and-run behavior in vehicle-bicycle crashes and their interdependency based on a 6-year crash dataset of Victoria, Australia, with an integrated data mining framework. The framework integrates imbalanced data resampling, near zero variance predictor elimination, learning-based feature extraction with random forest algorithm, and association rule mining. The crash-related features that play the most important role in classifying hit-and-run crashes are identified as collision type, gender, age group, vehicle passengers involved, severity of accident, speed zone, road classification, divided road, region and peak hour. The result of the paper can further provide implications on the policies and counter-measures in order to prevent bicyclists from vehicle-bicycle hit-and-run collisions.
DOI: 10.6084/m9.figshare.12509606
title: Speeding and impaired driving in fatal crashes—Results from in-depth investigations

description: The aim of the study was to identify typical patterns of risk factors among speeding and impaired drivers involved in fatal crashes and to suggest countermeasures. Results from in-depth investigations of 1,501 fatal passenger car crashes that occurred in Norway from 2005 to 2015 and involved 1,949 passenger cars are summarized. Relationships between speeding (excessive speed, EXC, or inappropriate speed, INAP); driving under the influence (DUI) of alcohol (ALC), drugs (DRUG), or both (MIX); and other driver-, crash-, vehicle-, and road-related variables were investigated. Speeding and DUI drivers have in common that they are more often male, unbelted, unlicensed, driving old cars, and involved in single-vehicle crashes under low-volume conditions (nighttime, weekend, low-volume roads). They are also less often fatigued, ill, or suicidal. EXC and ALC drivers are on average younger and they generally show more high-risk behavior than INAP, DRUG, and MIX drivers. In crashes with pedestrians/cyclists and crashes on slippery roads or in winter, INAP drivers are overrepresented and EXC and DUI drivers are underrepresented. Among DRUG and MIX drivers there may be differences according to the type of substance. Those drivers who show most types of high-risk behaviors, especially EXC and ALC drivers, are less likely to respond to measures relying on voluntary behavior changes, such as recommended speed, speed warnings, or classical enforcement, although such measures may be effective for INAP and some DRUG drivers. To change the behavior of EXC and ALC drivers, more restrictive measures are called for, such as non-overridable intelligent speed adaptation, vehicle impoundment, or Alcolock.
DOI: 10.6084/m9.figshare.13078673.v1
title: Automatic collision notification availability and emergency response times following vehicle collision—an analysis of the 2017 crash investigation sampling system

description: To determine whether occupants of collisions involving at least one vehicle with an available Automatic Collision Notification (ACN) system have quicker times from collision to 1) Emergency Medical Services (EMS) notification and 2) arrival to a medical center. Using data from the 2017 Crash Investigation Sampling System, vehicles were categorized as whether ACN was available using data from the CISS's dataset of crash avoidance system availability (in which ACN is included though notably not a crash avoidance system). A Cox proportional hazards model—overall and stratified by urbanization—was used to compare the time from collision to both EMS notification and EMS arrival to a medical center. A total of 2,034 collisions (weight n: 2,775,512) involving 4235 occupants (weighted n: 4,987,669) were included. An estimated 259,021 (9.3%) and 546,223 occupants (11.0%) were in a collision in which one vehicle had ACN equipped. The median time to EMS notification was longer for collisions in which no involved vehicles had ACN available (median 4, IQR 2-9 minutes) than ACN-exposed collisions (median 2, IQR 1-5 minutes). There was a marginally significant higher hazard (i.e., instantaneous risk) of EMS notification for collisions with at least one vehicle having ACN available (HR 1.77, 95% CI 0.99-3.15). Likewise, there was a higher instantaneous risk of medical center arrival for occupants (HR 1.80, 95% CI 1.41-2.30) involved in collisions in which at least one vehicle had ACN available. ACN was associated with quicker EMS notification only in urban areas (HR 3.06, 95% CI 1.57-5.97) and associated with a greater reduction in time to medical facility in less urban areas (median 36 vs 45 minutes, HR 2.12, 95% CI 1.22-3.63). This is the first study to directly compare EMS response-related times between collisions involving vehicles with and without ACN available. The current data corroborate prior literature reporting quicker EMS notification times among collisions involving ACN-equipped vehicles. This is the first study to find that ACN is also associated to quicker times to medical center arrival, particularly for collisions occurring in less urban areas. Future research examining whether these decreased times are associated with better clinical outcomes are needed in order to fully assess ACN's ability to prevent trauma-related mortality and morbidity.
DOI: 10.6084/m9.figshare.13078673
title: Automatic collision notification availability and emergency response times following vehicle collision—an analysis of the 2017 crash investigation sampling system

description: To determine whether occupants of collisions involving at least one vehicle with an available Automatic Collision Notification (ACN) system have quicker times from collision to 1) Emergency Medical Services (EMS) notification and 2) arrival to a medical center. Using data from the 2017 Crash Investigation Sampling System, vehicles were categorized as whether ACN was available using data from the CISS's dataset of crash avoidance system availability (in which ACN is included though notably not a crash avoidance system). A Cox proportional hazards model—overall and stratified by urbanization—was used to compare the time from collision to both EMS notification and EMS arrival to a medical center. A total of 2,034 collisions (weight n: 2,775,512) involving 4235 occupants (weighted n: 4,987,669) were included. An estimated 259,021 (9.3%) and 546,223 occupants (11.0%) were in a collision in which one vehicle had ACN equipped. The median time to EMS notification was longer for collisions in which no involved vehicles had ACN available (median 4, IQR 2-9 minutes) than ACN-exposed collisions (median 2, IQR 1-5 minutes). There was a marginally significant higher hazard (i.e., instantaneous risk) of EMS notification for collisions with at least one vehicle having ACN available (HR 1.77, 95% CI 0.99-3.15). Likewise, there was a higher instantaneous risk of medical center arrival for occupants (HR 1.80, 95% CI 1.41-2.30) involved in collisions in which at least one vehicle had ACN available. ACN was associated with quicker EMS notification only in urban areas (HR 3.06, 95% CI 1.57-5.97) and associated with a greater reduction in time to medical facility in less urban areas (median 36 vs 45 minutes, HR 2.12, 95% CI 1.22-3.63). This is the first study to directly compare EMS response-related times between collisions involving vehicles with and without ACN available. The current data corroborate prior literature reporting quicker EMS notification times among collisions involving ACN-equipped vehicles. This is the first study to find that ACN is also associated to quicker times to medical center arrival, particularly for collisions occurring in less urban areas. Future research examining whether these decreased times are associated with better clinical outcomes are needed in order to fully assess ACN's ability to prevent trauma-related mortality and morbidity.