Motorcycle-related Injuries Research Articles

Road traffic injuries in Kenya: a survey of commercial motorcycle drivers.

IntroductionMotorcycle injuries contribute a substantial number of deaths and hospital admissions in Kenya. There is paucity of data to inform prevention strategies to address the issue. Therefore, the current study sought to explore the characteristics of 2 and 3-wheeler related road traffic injuries (RTIs) in Kenya.MethodsA cross-sectional survey of motorcycle drivers involved in a RTI in the preceding 3 months was conducted in 11 urban and rural sites in Kenya's Thika town through face- to -face structured interviews. Drivers’ demographic information, comprehensive crash characteristics and socioeconomic impact of injury data were collected.ResultsOf 200 drivers injured, 98% were male, with average age of 28.4 years (SD±6.6). Of these drivers, 33% were not wearing any protective equipment. Negligence was the most reported cause of crash (33%), followed by slippery roads (21.0%) and speeding (17.5%). The risk of sustaining a bodily injury was 1.3 times higher in drivers who had not received prevention education compared to those who had received such education. People injured at night were 5 times more likely to sustain a bodily injury compared to those injured during the day. Only 8.5% of the drivers reported the injury incident to the police.ConclusionMajority of motorcycle related injuries in Thika town occur among young, productive, working-age male drivers. A high proportion of injuries are due to negligence on riding while not wearing any protective equipment compounded by lack of injury prevention education. Initiatives to foster helmet wearing, provision of high-quality affordable helmets, responsible driving and advocacy for stronger legislation, are recommended.

Examine Factors Associated with Motorcycle Injury and Fatality

The objective of this paper is to examine contributory factors of motorcycle-related injury and fatal crashes and provide safety countermeasures and interventions based on modelling results. Motorcycle crashes, from 2007 to 2009, in Kentucky State were utilized as data source and two binary logistic models, for motorcycle-related injuries and fatalities, were developed respectively. Roadway conditions, roadway type, roadway alignment, gender, age, crash avoidance behaviors, airbags were found to be significant factors. Speed, curves, and crash avoidance maneuvers of braking and steering were found to be strongly correlated with motorcycle injuries and fatalities. According to modelling results, control of motorcycle access on interstate/state highways, roll stability systems, educational and training programs, usage of helmets, and deployment of airbags and anti-lock brake systems are suggested for motorcycle safety improvement.

Burden of traumatic injuries in Saudi Arabia: lessons from a major trauma registry in Riyadh, Saudi Arabia.

BACKGROUND AND OBJECTIVESIn Saudi Arabia (SA), injuries are the second leading cause of death; however, little is known about their frequencies and outcomes. Trauma registries play a major role in measuring the burden on population health. This study aims to describe the population of the only hospital-based trauma registry in the country and highlight challenges and potential opportunities to improve trauma data collection and research in SA.DESIGN AND SETTINGSUsing data between 2001 and 2010, this retrospective study included patients from a large trauma center in Riyadh, SA.PATIENTS AND METHODSA staff nurse utilized a structured checklist to gather information on patients’ demographic, physiologic, anatomic, and outcome variables. Basic descriptive statistics by age group (≤14 vs >14 years) were calculated, and differences were assessed using student t and chi-square tests. In addition, the mechanism of injury and the frequency of missing data were evaluated.RESULTS10 847 patients from the trauma registry were included. Over 9% of all patients died either before or after being treated at the hospital. Patients who were older than 14 years of age (more likely to be male) sustained traffic-related injuries and died in the hospital as compared to patients who were younger than or equal to years of age. Deceased patients were severely injured as measured by injury severity score and Glasgow Coma Scale (P<.001). Overall, the most frequent type of injury was related to traffic (52.0%), followed by falls (23.4%). Missing values were mostly prevalent in traffic-related variables, such as seatbelt use (70.2%).CONCLUSIONThis registry is a key step toward addressing the burden of injuries in SA. Improved injury classification using the International Classification of Disease-external cause codes may improve the quality of the registry and allow comparison with other populations. Most importantly, injury prevention in SA requires further investment in data collection and research to improve outcomes.

Fatal injuries among motorcyclists in Klang Valley, Malaysia

BackgroundMotorcycle fatalities constitute the majority of road traffic deaths in Malaysia. The aims of this study were to describe the pattern of fatal injuries among Klang Valley fatal motorcyclists and to describe the factors associated with fatal (vs non-fatal) injuries. MethodsA cross-sectional analysis was performed on data from a case series of injured (fatal and non-fatal) motorcyclists recruited from Klang Valley between 14th March 2010 and 13th March 2011. Fatal cases in the cases series were identified from the Police files. Non-fatal cases were recruited from five major hospitals in the study region. Information used in the analyses were obtained from Police crash reports, hospital medical records, and Coroner's records of the participant sample. ResultsOf the 177 fatal cases, 142 (80.2%) were categorised as instantaneous death while 35 (19.8%) cases were categorised as experiencing delayed death. Thirty two percent of the cases had a Maximum Abbreviated Injury Score (MAIS) of 5 with head injury being the most common cause of death. Significant predictors of fatal (vs non-fatal) injury included ethnic groups, monthly income, alcohol and drug use and road type. Alcohol and drug use was shown to be the strongest predictor with adjusted odds ratio (AOR) of 14.77 (95% CI 3.32–65.65). ConclusionFactors related to the motorcyclists, road user behaviour and the road environment as well as pre-hospitalisation emergency care must be addressed efficiently in low and middle income countries to reduce the number and severity of motorcycle-related injuries.

Perceived Value of a Motorcycle Training Program: The Influence of Crash History and Experience of the Training

Objective: Evidence that rider training reduces motorcycle-related injuries or crashes is currently lacking. However, significant community demand for training persists, which in turn can influence policy. The present study aims to contribute to the understanding of this demand via two objectives: to (1) offer a method, namely, contingent valuation, to measure the value motorcyclists place on training and (2) examine determinants of such value. Methods: Value was elicited through a willingness to question, using a bidding format, novice motorcyclists who were randomly assigned to groups either offered the training or not. Results: The group that was offered and subsequently received training provided a lower mean perceived value of the training than the group that was not. Perceived value increased with rider age and decreased with training participation and near-crash experiences, controlling for bidding order, income, education, and experience of other training. Conclusion: This study demonstrates the utility of contingent valuation in quantifying the perceived value of training, as well as the modifiability of perceived value, with age, training participation, and near-crash experiences as key determinants. This indicates that research to determine ways to align the perceived value with evidence on training effectiveness is worthwhile in order to facilitate more appropriate and justified allocation of road safety resources. Potential options to explore and evaluate may include community education on evidence of training effectiveness as well as alternative measures with demonstrated effectiveness in reducing crash risks.

Motorcycle-related injuries at a university teaching hospital in north central Nigeria.

Background:Motorcycle-related injuries lead to considerable morbidity and mortality. The aim of this study is to determine the pattern and outcome of motorcycle-related injuries at Benue State University Teaching Hospital, Makurdi, Nigeria.Patients and Methods:Case records of all patients who presented to the accident and emergency department with motorcycle-related injuries between July 2012 and June 2013 were analysed for age, gender, injury host status (i.e. rider, pillion or pedestrian), nature of collision (motorcycle versus other vehicles, motorcycle versus motorcycle, motorcycle versus pedestrian or lone riders), body region injured, injury severity score (ISS) at arrival, length of hospital stay (LOS) and mortality.Results:Seventy - nine patients with motorcycle-related injuries were included in the study. They consisted of 63 males (61.8%) and 16 females (15.7%). The age range was 5-65 years with a mean of 32.4 ± 14.0. Motorcycle versus vehicle collisions were the most common mechanism of injury (n = 46, 58.2%). Musculoskeletal injuries constituted the most common injuries sustained (n = 50, 47.6%) and the tibia was the most frequently fractured bone (n = 14, 35.9%). The majority of patients (57.0%) sustained mild/moderate injuries (ISS ≤ 15). There was no statistically significant difference between the sexes for sustaining mild/moderate injuries or severe/profound injuries (P > 0.05). Mortality rate was 6.3% with head injuries being involved in all cases.Conclusion:Young males were mostly injured in motorcycle-related trauma. Musculoskeletal injuries were the most common injuries sustained and head injuries were involved in all the deaths. Enforcement of motorcycle crash bars and helmet usage is recommended.

Trends in prevalence, knowledge, attitudes, and practices of helmet use in Cambodia: results from a two year study

IntroductionRoad traffic injuries (RTIs) are a major cause of both morbidity and mortality globally. Relative to countries with similar economic patterns both within and outside of South-East Asia, Cambodia's road traffic fatality rate is high, with motorcyclists accounting for more than half of all fatalities as a result of head injuries. Despite the initiation of national motorcycle helmet legislation for Cambodian drivers in 2009, helmet use among both drivers and passengers remains low. MethodsThis study adopted a two-pronged approach to assess the current status of and knowledge, attitudes, and practices (KAPs) towards helmet use among drivers and passengers in five provinces in Cambodia. The objective was to better understand helmet use over a two year period since the introduction of the 2009 legislation. Researchers conducted both (1) direct observation of daytime and nighttime helmet use (January 2011-January 2013) and (2) roadside KAP interviews with motorcyclists (November 2010-November 2012). ResultsThe observed helmet rate across all study sites was 33% during nighttime and 48% during daytime, with proportions up to ten times higher among drivers compared with passengers. Self-reported helmet use was higher than observed use. Within the past 30 days, 60% of respondents reported that they “always” wore a helmet when they were drivers while only 24% reported they “always” wore a helmet as a passenger. Reported barriers for use among drivers included: “driving route”, “forgetfulness”, and “inconvenience/discomfort.” ConclusionDespite awareness of the protective value of helmets, motorcycle helmet use rates remain low in Cambodia. Many misconceptions remain in Cambodia regarding helmet use, including that they are unnecessary for short distance or at low speeds. These serve as an important barrier to helmet use, which, if dispelled and coupled with visible and regular enforcement, may significantly reduce the number of motorcycle-related injuries and fatalities.

Safety riding program and motorcycle-related injuries in Thailand

A retrospective cohort study was conducted in Thailand from 2007 to 2009 to evaluate the efficacy of a safety riding program in preventing motorcycle-related injuries. A training group of motorcyclists were certified by the Asia-Pacific Honda Safety Riding Program in either 30-h instruction (teaching skills, riding demonstration) or 15-h license (knowledge, skills, and hazard perception) courses. The control group consisted of untrained motorcyclists matched on an approximately 1:1 ratio with the training group by region and date of licensure. In total, there were 3250 subjects in the training group and 2963 in the control group. Demographic data and factors associated with motorcycle-related injuries were collected. Motorcycle-related injuries were identified using the Road Injuries Victims Protection for injuries claims and inpatient diagnosis-related group datasets from the National Health Security Office. The capture–recapture technique was used to estimate the prevalence of injuries. Multivariate analysis was used to identify factors related to motorcycle-related injuries. The prevalence of motorcycle-related injuries was estimated to be 586 out of 6213 riders (9.4%) with a 95% confidence interval (CI): 460–790. The license course and the instruction course were significantly associated with a 30% and 29% reduction of motorcycle-related injuries, respectively (relative risk 0.70, 95% CI: 0.53–0.92 and 0.71, 95% CI: 0.42–1.18, respectively). Other factors associated with the injuries were male gender and young age. Safety riding training was effective in reducing injuries. These training programs differ from those in other developed countries but display comparable effects. Hazard perception skills might be a key for success. This strategy should be expanded to a national scale.

The impact of mandatory helmet law on the outcome of maxillo facial trauma: a comparative study in kerala.

Motorcyclists comprise the majority of road-traffic victims in low and middle income countries,and consequently, the majority of the road-traffic victims globally. Simple measures can be taken to make safer on the roads, which include enforcement of safety measures like seat belt and helmets. The compulsory Helmet law was enforced in Kerala on 18/06/07. Resistance to legislation on motorcycle helmets still coexists world wide with debate on the effectiveness of helmets. In an attempt to analyze the protective effect of helmets on facial injuries a comparative study was conducted in Government Dental College, Calicut, which is a major trauma centre in northern Kerala. Data for the present study was obtained from the patients who have reported to the Emergency Department of Oral and Maxillofacial Surgery, Government Dental College, Calicut, for a period of 6 months immediately after the implementation of strict helmet rule in Kerala. For the study all patients with a history of nonfatal motor cycle accident sustaining facial injuries were included. The results were compared with the study conducted in the same institution in the pre law period. The study demonstrates the protective effect of motorcycle helmets in decreasing the morbidity of maxillofacial trauma.There was a marked decrease in incidence of motorcycle-related injuries, remarkable increase in helmet usage and better outcome in helmeted individuals in the post law period. Road traffic injury control is a public health problem. Health and medical professionals have an ethical responsibility to educate and arrange for the safety of individuals. Helmets are effective in preventing or reducing the severity of motorcycle-related injuries and in a developing country like India, enforced mandatory motor cycle helmet law is potentially one of the most cost effective interventions available.

Profile of persons with vehicular related trauma presenting at Komfo Anokye Teaching Hospital Emergency Centre

Introduction Vehicular Related Trauma (VRT) is a major cause of morbidity and mortality. Worldwide, an estimated 1.2million people die yearly from VRT whilst about 50million people sustain non-fatal injuries. WHO predicts Road Traffic Accident as the third leading cause of death worldwide by 2020. Ghana has been experiencing an increasing number of VRT which imposes a high clinical and economic burden. In the year 2010 out of 16,904 casualties 1986 were killed in Ghana (National Road Safety Commission). This study was conducted to assess the morbidity and mortality resulting from VRT, the severity of presentation and the injury types. Methods The study was cross-sectional. Patients fulfilling inclusion criteria at the Komfo Anokye Teaching Hospital (KATH) Emergency Centre (EC) were recruited on admission. Written informed consent was obtained. Patients were triaged using the five-tier South Africa Triage system. Data were collected over a six-week period between July and August 2011. Results Out of the total sample of 1004, approximately 41% had some form of injury; of these almost half (49.6%) had injuries from Vehicular Related Trauma. A further look at VRT cases indicated that the principal presentations were caused by car crash (41.6%), pedestrian injuries (25.8%), and motorcycle related injuries (19.6%). Mini buses and bicycles accounted for 9.8% and 2.2%, respectively. 6.8% of the patients were triaged to red, 33.4% to orange, and 59.3% to yellow. Thirty-four and a half percent of the patients presented with lower extremity injuries and fractures, followed by head injuries (26.1%). Mortality rate (24h mortality) at the Emergency department during the period in respect with trauma is as follows: 15.78% for red, 1.27% for orange and none at yellow. None of the patients involved in bicycle accidents wore a helmet and only 5.3% of those riding motorcycles wore a crash helmet. Discussion This study confirms that injuries resulting from Vehicular Related Trauma contribute a significant cause of all injuries presenting at the KATH EC and therefore could have a significant economic burden on Ghana. Policy makers should make road safety a priority and implement cost effective measures to improve it.

Motorcycle helmet attitudes, behaviours and beliefs among Cambodians

Motorcycle fatalities are increasing at an alarming rate in many South-East Asian countries, including Cambodia. Through brief face-to-face roadside interviews in Phnom Penh and four other Cambodian provinces, this article assesses Cambodian motorcyclists' attitudes, behaviours and beliefs related to motorcycle helmets. Out of 1016 motorcyclists interviewed, 50% were drivers, 40% were older passengers and 10% were child passengers. More drivers (50%) reported consistently wearing helmets, compared with older passengers (14%). Saving their life in the event of a crash was the impetus for drivers and older passengers to wear a helmet (96% and 98%, respectively). The top barriers to helmet use were: (1) ‘depends on where I drive,’ (2) ‘I forget’ and (3) ‘inconvenient’ or ‘uncomfortable’. These descriptive findings were instrumental in shaping the Cambodian Helmet Vaccine Initiative passenger campaign to reduce the motorcycle-related injuries and fatalities to support the United Nations Decade of Action for Road Safety.

Disparity in motorcycle helmet use in Thailand

The dispersion of motorcycle related injuries and deaths might be a result of disparity in motorcycle helmet use. This study uses national roadside survey data, injury sentinel surveillance data and other national data sets in 2010 of Thailand, a country with high mortality related to motorcycle injuries, to explore the disparity in helmet use, explanatory factors of the disparity. It also assessed potential agreement and correlation between helmet use rate reported by the roadside survey and the injury sentinel surveillance. This report revealed helmet use rate of 43.7%(95% CI:43.6,43.9) nationwide with the highest rate (81.8%; 95% CI: 44.0,46.4) in Bangkok. Helmet use rate in drivers (53.3%; 95% CI: 53.2,53.8) was 2.5 times higher than that in passengers (19.3%; 95% CI:18.9,19.7). In relative terms (highest-to-lowest ratio,HLR), geographical disparity in helmet use was found to be higher in passengers (HLR=28.5). Law enforcement activities as indicated by the conviction rate of motorcyclists were significantly associated with the helmet use rate (spline regression coefficient = 3.90, 95% CI: 0.48,7.33). Together with the finding of HLR for conviction rate of 87.24, it is suggested that more equitable improvement in helmet use could be achieved by more equitable distribution of the police force. Finally, we found poor correlation (r=0.01; p value = 0.76) and no agreement (difference = 34.29%; 95% CI:13.48%, 55.09%) between roadside survey and injury sentinel surveillance in estimating helmet use rate. These findings should be considered a warning for employing injury surveillance to monitor policy implementation of helmet use.

Using attitudes, beliefs, and behaviours to shape a Cambodian motorcycle helmet campaign

BackgroundAs the number of motorcyclists in Cambodia increases, so do motorcycle-related injuries. Injuries decrease as helmet use increases. Campaigns addressing this issue will be more effective if they are based...

Helmet and reflective clothing use among motorcyclists in Kenya: a survey of use, knowledge, attitudes, and practices in two districts

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...

Socioeconomic Inequality in road traffic injuries in Tehran

BackgroundRoad Traffic Injuries are the first cause of burden of disease in Iran. There is increasing evidence on the inverse relationship of socioeconomic status and traffic injury incidence.ObjectivesThe objective of...

Helmet Use Among Motorcyclists in Cambodia: A Survey of Use, Knowledge, Attitudes, and Practices

Objective: Road traffic injuries (RTIs) are a leading cause of disability and fatality globally. Motorcycle-related injuries, mainly head injuries, and related deaths and disabilities are a significant contributor to the burden of disease in low- and middle-income countries (LMICs). Helmets have been proven to be an effective way to reduce the risk of head injury. As motorcycle use continually increases in Cambodia, head injuries and related deaths and disabilities are expected to rise. This article aims to assess the current status of helmet use in Cambodia, as well as the knowledge, attitudes, and practices among motorcyclists, in order to assist with better planning and implementation of injury prevention strategies. Methods: Two separate methodologies were employed for this study. Helmet observations were conducted in Phnom Penh, Kandal, Kampong Speu, Siem Reap, and Kampong Cham to assess the current status of helmet use during the day and at night. Roadside knowledge, attitudes, and practice (KAP) interviews were also conducted in Phnom Penh, Kandal, and Kampong Speu to determine the prevailing beliefs around helmet use in Cambodia. Results: Based on observations, the proportion of helmet wearing across all study sites was 25 percent at night and 43 percent during the day among all motorcyclists. The observed proportion was up to 10 times higher among drivers compared to passengers. The top 3 reasons for always wearing a helmet were lifesaving potential, legal duty, and police fines. Almost 60 percent of respondents said that their use or nonuse of a helmet depended on where they were driving. Helmet quality, price, style, and color were important factors influencing the decision to purchase a helmet. Conclusions: A paradox appears to exist in Cambodia; though awareness of the benefits of wearing a helmet is high, actual helmet use remains low in the country. Daytime usage is higher than nighttime, and these proportions are significantly higher among drivers compared to passengers. There is a continuing need to improve the proportion of all-day helmet wearing, especially at night and among motorcycle passengers in Cambodia.

Motorcycle-related spinal injury: Crash characteristics

This study presents an analysis of crash characteristics of motorcyclists who sustained spinal injuries in motorcycle crashes. The aim of the study is to identify the salient crash characteristics that would help explain spinal injury risks for motorcyclists. Data were retrospectively collected from police case reports that were archived at MIROS from year 2005 to 2007. The data were categorized into two subcategories; the first group was motorcycle crashes with spinal injury (case) and the second group was motorcycle crashes without spinal injury (control). A total of 363 motorcyclists with spinal injury and 873 motorcyclists without spinal injury were identified and analyzed. Descriptive analysis and multivariate analysis were performed in order to determine the odds of each characteristic in contributing to spinal injury. Single vehicle crash, collision with fixed objects and crash configuration were found to have significant influence on motorcyclists in sustaining spinal injury (p<0.05). Although relatively few than other impact configurations, the rear-end impacted motorcyclist shows the highest risk of spinal injury. Helmets have helped to reduce head injury but they did not seem to offer corresponding protection for the spine in the study. With a growing number of young motorcyclists, further efforts are needed to find effective measures to help reduce the crash incidents and severity of spinal injury. In sum, the study provides some insights on some vital crash characteristics associated with spinal injury that can be further investigated to determine the appropriate counter-measures and prevention strategies to reduce spinal injury.

Childhood motorcycle-related injuries in a Nigerian city - prevalence, spectrum and strategies for control

The use of motorcycles is becoming increasingly popular in Nigeria because of poor public and private transportation systems. Motorcycle crashes account for a disproportionate share of the deaths and disabilities that result from road traffic accidents. We undertook a prospective descriptive study of all children aged 15 years or under with motorcycle-related injuries (MCRIs) who presented at the emergency room of the University of Ilorin Teaching Hospital over a period of 3 years. Children with ophthalmic injuries and those who died before reaching the hospital were excluded. Over the study period, 40 of a total of 440 patients admitted with MCRIs were children (9.0%). Twenty-seven children (67.5%) were injured as pedestrians, 11 (27.5%) as passengers and 2 (5%, young adolescents) as riders. One 3-year-old child was admitted to the intensive care unit with severe head injury and died. Prevention of MCRIs in children should be a priority in our setting. Public campaigns should clearly highlight the risk of injury to this age group, and poor safety practices with regard to children should be specifically targeted. With the motorcycle gaining popularity as a mode of transportation in our cities and communities, the importance of teaching our youth about correct safety behaviour such as helmet use, and parents on the danger of letting their children cross roads alone, cannot be over-emphasised.

Motorcycle-related injuries in the United Arab Emirates

ObjectivesTo study the anatomical distribution, severity, outcome, and age by nationality of hospitalized motorcycle-related injured patients in Al-Ain, United Arab Emirates so as to improve preventive measures. MethodsAll motorcycle riders involved in a road traffic collision and admitted to Al-Ain Hospital for more than 24h or who died in hospital after arrival were studied. Patient data were retrieved from Al-Ain Hospital Trauma Registry. Data had been prospectively collected during four and half years (March 2003–October 2007). Demography of patients, Glasgow Coma Scale (GCS), Injury Severity Score (ISS), Hospital stay, mortality, nationality, time, day of week, and month of occurrence were analyzed. ResultsThere were 95 patients (93 males). Mean (SD) age was 29.8 (11.5) years. 35% were United Arab Emirates (UAE) nationals. Upper limbs were most frequently involved (54%) followed by lower limbs (48%), head (41%), and face (30%). On arrival at hospital, median (range) ISS was 4.5 (1–36) and median (range) GCS was 15 (3–15). Mean (range) hospital stay was 8.8 (1–79) days. 14 patients (15%) were admitted to the Intensive Care Unit. In-hospital mortality was 6%. UAE national victims were significantly younger and had more abdominal injuries than expatriates, who had lower limb injuries. ConclusionsThe most common mechanism of motorcycle crashes was hitting a moving vehicle. Young UAE national motorcyclists are at a higher risk of being injured compared with non UAE nationals. This may be due to risk-taking behavior of young motorcyclists who are mainly riding for leisure. Extremities were the most common injured body region. Severe head injury was the main cause of death. This signifies the need for effective application of motorcycle helmet law in the UAE along with other preventive measures that might include increasing the licensing age.

Characteristics of Alcohol-related Injuries in Adolescents Visiting the Emergency Department

Alcohol is frequently a factor affecting emergency department patients, and alcohol consumption is more common among those who are injured. In Korea, the socioeconomic impact of alcohol has been enormous because of traditional permissive attitudes toward alcohol. Juvenile drinking has increased recently; consequently, an increase in alcohol-related injuries is likely in this population. Therefore, we compared the characteristics and severity of alcohol-related injuries in adolescents and adults. All injured patients seen at six EDs throughout 2007 were included. We obtained data from the 'Development of a model for an in-depth injury surveillance system based on the emergency department' surveillance. The proportion of adolescents who drank was 5.0%. No significant alcohol-related difference in injuries was found between male and female adolescents (P = 0.14), whereas in adults, being male was strongly related to alcohol consumption (P < 0.001). Among traffic accidents, motorcycle-related injuries were strongly associated with alcohol use in adolescents (odds ratio [OR] 2.52, 95% confidence interval [CI] 1.09-5.83). Results also indicated that alcohol-related injuries in adolescents showed poor outcomes (OR 2.36, 95% CI 1.47-3.81) as compared with those in adults (OR 1.42, 95% CI 1.26-1.59). Preventive strategy on alcohol-related injuries in adolescents should focus on reducing motorcycle accidents.