Elderly Riders Research Articles

Comparison of injury severity between E-bikes-related and other two-wheelers-related accidents: Based on an accident dataset

This study aims to compare the accident injury severity of e-bikes with that of other types of two-wheelers based on accident data and to analyze the factors influencing them. Using 1015 police accident records from Zhangjiakou City in 2020 and 2021, the accident injury severity of e-bikes was firstly compared with that of other two-wheelers based on five levels of accident injury severity classified according to the records. Two ordered Probit regression models were secondly used to compare the factors influencing the accident injury severity of e-bikes with that of other two-wheelers and the magnitude of their effects. At the same time, the contributions of each influential factor to the degree of accident injury of two-wheelers were estimated with the assistance of classification trees. Results show that e-bikes are closer to bicycles than motorcycles in terms of injury severities and the factors influencing them, in which the factors “accident configuration,” “division of responsibility for the accident,” and “collision with a heavy vehicle or four-wheeled vehicle” are significant. Based on the findings, potential measures are suggested to reduce e-bike accident casualties, such as improving rider education, ensuring speed limit enforcement, promoting safety equipment wearing, and making road design friendly to non-motorized and elderly riders. The results of this study can provide an essential reference for traffic management and rider education measures on e-bikes.

Fare discounts and free fares in long-distance public transport in central Europe

Free fare transport schemes have been increasingly used in different parts of the world. They are utilized not only to stimulate public transport market share, but also to promote transport equity and justice. The application of these policies has emerged recently in two countries in Central Europe. The authorities in Slovakia and the Czech Republic have introduced generous fare discount policies for long-distance transport. Slovakia has introduced 100% fare discounts for children, students, and pensioners for railways from November 2014. The Czech Republic has introduced 75% discounts for children, students, and pensioners for both trains and buses from September 2018. These schemes are unique in their wide coverage and their application to long-distance transport. These policies were motivated by the mix of social, transport, and political considerations, but the social goals dominated. The aim of this article is to review and analyse ridership and development of modal shares after these policies were introduced. The major results of the analysis are the following: The policies significantly increased ridership and the modal share of railways went up significantly. The mobility of the targeted groups was significantly affected and the share of young and elderly riders increased. However, the policies were costly and also had some undesirable side effects that could have been prevented by better policy design.

Patterns and clinical outcomes of injuries related to two-wheeled vehicles (bicycle and motorcycle) in the geriatric population: a nationwide analysis in South Korea (2016\u20132018)

BackgroundSouth Korea has a rapidly ageing population. This study aimed to provide epidemiologic data and to identify the characteristics of the patterns and clinical outcomes of two-wheeled vehicle-related injuries (bicycle and motorcycle) in elderly riders.MethodsThis study retrospectively analyzed data from the National Emergency Department Information System from 2016 to 2018. Adult patients (≥ 20 years old) who were injured while using two-wheeled vehicles were included. Elderly patients were defined as being 65 years and older. The analysis was performed for 65,648 bicycle-related injuries (15,272 elderly patients) and 87,855 motorcycles-related injuries (17,292 elderly patients).ResultsIn emergency departments (EDs), the average injury severity score (ISS) for motorcycle-related accidents was 9.8 ± 11.2 in the younger group and 14.1 ± 14.7 in the elderly group (p = 0.001). In addition, the average ISS of bicycle-related accidents was 7.1 ± 8.9 in the younger group and 10.5 ± 12.3 in the elderly group (p = 0.001). Two-wheeled vehicle accident mortality rates of elderly riders (0.9% for bicycle and 1.8% for motorcycle in the ED; 4.1% for bicycle and 3.8% for motorcycle in the hospital) were more than twice those of younger riders.The elderly stayed in the hospital longer than younger patients (485.2 ± 543.0 h vs 336.8 ± 385.5 h, p = 0.001) for bicycle-related injuries. They also stayed longer for motorcycle-related injuries (529 ± 598.6 h vs 452.0 ± 543.55 h, p = 0.001).The logistic regression analysis showed that age ≥ 65 years was an independent factor associated with severe trauma (ISS ≥ 16) for both bicycle-related injuries (adjusted odds ratio [OR] 2.185 [95% Confidence Interval (CI) 2.072–2.303]) and motorcycle-related injuries (adjusted OR 1.220 [95% CI 1.137–1.287]).ConclusionTwo-wheeled vehicle-related injuries in the elderly were associated with higher ISS, length of hospital stay, and mortality than in younger riders. Analysing the characteristics of two-wheeled vehicle-related injuries in the elderly can be the basis for planning to reduce and prevent injuries in elderly riders.

Identifying Factors Contributing to the Motorcycle Crash Severity in Pakistan

Motorcycle is a popular mode of transportation in many developing countries, including Pakistan. Since the last decade, the registered number of motorcycles in Pakistan has increased by six times, constituting 74% of the total registered vehicles. However, limited research efforts have been made to investigate motorcycle-related safety issues in Pakistan. Thus, the relationship between potential risk factors and injury outcomes of motorcycle crashes is still unclear in the country. This study, therefore, established a random parameter logit model to examine the factors associated with the motorcycle injury severity. The analysis is based on two years (2014–2015) of data collected through the road traffic injuries surveillance system from Karachi city, Pakistan. The results indicate that the summer season, weekends, nighttime, elderly riders, heavy vehicle, and single-vehicle collisions are positively associated with fatalities, while the presence of pillion passengers and motorcycle-to-motorcycle crashes are negatively associated with fatalities. More importantly, in the specific context of Pakistan, morning hours, young riders, and female pillion passengers whose clothes stuck in the wheel significantly increase the fatal injury outcomes. Based on the findings, potential countermeasures to improve motorcycle safety are discussed, such as strict enforcement to control motorcyclists' risky behavior and speeding, provision of exclusive motorcycles lanes, and education of female pillion passengers. The findings from this study would increase awareness of motorcycle safety and can be used by the policymakers to enhance road safety in Pakistan, as well as in other developing countries with similar situations.

Injury patterns in elderly cyclists and motorcyclists presenting to a tertiary trauma centre in Singapore.

With Singapore's ageing population, there are increasing numbers of elderly cyclists and motorcyclists. Compared to younger riders, this cohort sustains more injuries and has poorer outcomes. This study aimed to describe and compare patient demographics, injury patterns and outcomes among elderly cyclists and motorcyclists at a Level 1 trauma centre. Data of all cyclists, motorcyclists and pillion riders aged 65 years and above who presented to the emergency department after accidents from 1 January 2013 to 31 December 2017 was extracted from the hospital's trauma registry and reviewed. Cyclists and motorcyclists formed 42.0% and 58.0%, respectively, of 157 recruited patients. At the time of the accident, 40.8% of the patients were employed. The mean age of the patients was 71.6 ± 5.8 years. Extremities and pelvic girdle injuries (61.1%) were the most frequent, followed by chest injuries (48.4%), and head and neck injuries (40.1%). Among severe injuries (defined as Abbreviated Injury Scale score ≥ 3), chest injuries (39.5%) were the most common, followed by head and neck injuries (36.3%). The overall mortality rate was 9.6%, with cyclists at nearly three times the risk compared to motorcyclists. More cyclists than motorcyclists (18.2% vs. 11.0%) required intensive care. There were no significant differences in the length of hospital stay between cyclists and motorcyclists. Elderly riders have unique injury patterns and consume significant healthcare resources. Trauma systems need to acknowledge this changing injury epidemiology and equip trauma centres with the necessary resources targeted at elderly patients. Future work should focus on strategies to minimise extremity and chest injuries.

Comparing fracture patterns of younger versus older riders involved in nonfatal motorcycle accidents

Objective: The motorcyclist demographic is shifting to a larger proportion of riders over the age of 40. We sought to identify differences in orthopedic injury distribution and severity between 3 age cohorts and identify independent factors that contribute to fractures following a motorcycle collision (MCC).Methods: A trauma registry at a level 1 trauma center was queried for motorcycle-related orthopedic injuries between January 1, 2008, and December 31, 2014. Subjects were stratified into 3 age groups: Young (<40 years), middle-aged (40–59 years), and elderly (≥60 years). Age groups were compared with respect to gender, weight, mechanism of collision, helmet use, Glascow Coma Scale (GCS), fracture type and location, Injury Severity Score (ISS), and hospital length of stay (LOS). A logistic regression model was constructed to identify independent factors that contribute to fractures following MCCs.Results: Five hundred sixty-seven patients received care for motorcycle-related injuries (219 young, 264 middle-aged, and 84 elderly). Patients were predominantly male (88.7%), were wearing a helmet at the time of collision (58.0%), and sustained a mean of 1.48 fractures per patient. The primary mechanism of collision was noncollision transport accidents (41.4%).Elderly riders weighed significantly more than middle-aged and young riders (P < .0001). There was a significant difference in mean GCS between age groups (P = .02), with elderly patients demonstrating the highest mean GCS (14.0 ± 3.3). Young patients sustained no fractures most frequently when compared with middle-aged and elderly riders (P = .002). There was a significant difference in the percentage of patients sustaining right-sided, lower body fractures between age groups (P = .02) for elderly, middle-aged, and young patients, respectively. There was also a significant difference between age groups in the percentage of riders sustaining fractures other than those of the extremities, pelvis, or spine (P = .0005). Only age was identified as an independent predictor of sustaining a fracture (P = .008).Conclusions: Elderly patients sustained fractures more frequently. There was no difference between age groups with respect to injury severity. Mechanism of collision may have more influence than age with respect to fracture type and location. Further research is warranted to develop a more widely generalizable characterization of motorcycle collision injury patterns, risk factors, and patient characteristics.

A population-based case-control study of hospitalisation due to head injuries among bicyclists and motorcyclists in Taiwan

IntroductionAccording to official statistics in Taiwan, the main body region of injury causing bicyclist deaths is the head, and bicyclists are 2.6 times more likely to be fatally injured than...

Injuries sustained by bicyclists

Although generally a safe activity with considerable health benefit, the wide social prevalence of cycling, its performance by both young and elderly riders, and the increasing operation of bicycles in complex urban environments results in a significant incidence of trauma. Orthopedic injuries, followed by head and facial trauma, are most frequent but all anatomic regions can be affected and the spectrum of injury ranges from minor to severe and potentially fatal. Clinicians need to be aware of the range of injuries and causative mechanisms as many patients may present with relatively minor signs and symptoms despite significant underlying pathology. Non-commuter, recreational cyclists are also at risk for injury due to: variable terrain and environmental conditions; increased competitive and risk-taking behavior; technical equipment failure; and poor compliance with protective equipment. Numerous injury preventative strategies have been advocated including: increased rider training; creation of dedicated traffic lanes for commuting cyclists; bike-awareness education for motorists and interventions to improve cyclist visibility; increased utilization of protective equipment and programs to reduce concomitant drug or alcohol use. Of all preventative strategies, bicycle helmets have received the most study, leading to legislated use in some jurisdictions. As urban environments become more congested for commuter cyclists, and interest in recreational and competitive cycling grows, bicycle injury is likely to become more prevalent.

Development of an Emergency-shutdown System for the Commercially-supplied Joystick-type Electric-wheelchair

An emergency-shutdown system has been developed to be mounted on the existing joystick-type electric wheelchair so that the wheelchair is halted when disabled or elderly riders make operational errors caused by strain. Operational errors are often made when pedestrians appear suddenly in front of a rider and this causes the rider to grab the joystick tight, or to tilt the joystick so hard that the stick is fully throttled. A simple system, which detects errors with a pressure-sensitive switch and operates a self-holding current-shutoff system thereafter, was developed as a system applicable to conventional, commercially-supplied electric-wheelchairs. The development results are described.

Rural Transit Services: A Local Economic and Fiscal Impact Analysis

Rural transit services are generally considered a tool to alleviate immobility for the elderly, the handicapped, and the carless and a form of income redistribution to them from society at large. But their economic impacts on local economies and governments are seldom realized and quantified. This study estimates two important transfer impacts of rural transit service on local (county) economies and governments in Georgia: the overall economic impacts and the fiscal revenue impacts. This study analyzed economic benefits of three major transit rider types in rural Georgia: elderly riders, work trip riders, and school trip riders. It found that rural transit services have a significant and positive economic impact on the local economy, indicating that, in addition to providing mobility and accessibility to the transportation disadvantaged, rural transit services promote local economic development. The fiscal revenue impact of rural transit service varies depending on the availability and the amount of federal transit subsidy. If the current level of federal transit subsidy continues, the fiscal revenue impact is positive and is larger than 1.0 for the state as a whole. It shows that providing transit service can bring positive fiscal revenues to local governments, realizing that some fiscal revenues are transferred from the federal government. Without federal transit subsidies, local governments would need to pay for all the costs. The revenue impact thus would become smaller yet still positive and greater than 1.0.