Pillion Passengers Research Articles

Motorcycle riders and pillion passengers injury patterns and in-hospital outcomes based on the National Trauma Registry of Iran

Objective Road traffic injury (RTI) is the second leading cause of death and disability, and motorcycle crashes rank as the first cause of traffic fatality in Iran. We aimed to compare various characteristics between traumatized motorcycle riders and pillion passengers registered with the National Trauma Registry of Iran (NTRI). Methods This is a retrospective study of the NTRI, an ongoing multicenter trauma database built on a registry. This study included injured motorcyclists from six major trauma centers nationwide admitted between February 2017 and November 2023. Motorcyclists should have been hospitalized for RTIs and met the NTRI’s inclusion criteria. We assessed patients regarding their demographics, clinical features, the pattern of injuries, and diverse in-hospital outcomes. Results Of 54,342 registered patients in the NTRI, 7,594 motorcyclists were included. Of them, 6,636 (87.4%) were riders, and 958 (12.6%) were pillion passengers. Among all, 7165 (94.5%) were male, and 420 (5.5%) female (p < 0.001). Only 656 (9.9%) of riders and 24 (2.5%) of pillion passengers were wearing helmets (p < 0.001). Lone motorcyclist crashes led to injuries in 1,394 (21.2%) riders and 332 (35.5%) pillion passengers (p < 0.001). Glasgow Coma Scale (GCS) was 3 to 8 in 204 (3.1%) riders and 16 (1.7%) pillion passengers (p = 0.016). The most frequent pattern of poly-trauma was “head and thorax,” with 43 (32.3%) riders and 5 (25.0%) pillion passengers (p = 0.362). Univariable logistic regression analysis showed that Intensive Care Unit (ICU) admission (OR = 0.78, CI 95% = 0.62 to 0.97, p = 0.028) and mechanical ventilation (OR = 0.58, CI 95% = 0.39 to 0.84, p = 0.004) were significantly lower in pillion passengers compared to motorcycle riders. After adjustment for age, gender, occupational status, and helmet use, being a rider or a pillion passenger didn’t have a significant association with any of the in-hospital outcomes. Conclusions Motorcycle riders and pillion passengers sustain the same injuries in terms of pattern, severity, and in-hospital outcomes. Therefore, healthcare providers can approach them similarly. Since there is a high number of underage riders and helmets are not used commonly, there should be more police enforcement in this case.

Motorcycle Wheel Spoke Injury to the Ankle and Foot in Children: A Cross-sectional Observational Study.

In developing countries, motorcycles are a widespread transportation method, leading to a notable increase in road traffic injuries, particularly those involving the ankle and foot caused by motorcycle wheel spokes. Our study sought to understand the epidemiological features and characteristics of motorcycle-induced wheel spoke injuries to the ankle and foot in children. The objectives were to comprehend injury patterns, evaluate their severity and pinpoint clinical indicators predicting injury nature and extent, aiming to guide prevention strategies. We conducted a cross-sectional observational study with a retrospective data collection focused on children under the age of 16 years who sustained injuries from motorcycle rear wheel spokes while riding as pillion passengers and were admitted to our department over 11 years, from 1 January 2010 to 31 December 2020, with a minimum follow-up of 2 years. Soft tissue wounds were classified using the Oestern-Tscherne classification. Thirty patients were enrolled in this study. Before 2015, cases ranged from none to one annually, increasing to 2-7 cases per year after 2015. The average age was 6.7 ± 2.1 years. Significantly, more patients were older than 6 years (P < 0.001), injured on the right side (P < 0.001) and suffered the injuries in the afternoon (P < 0.001). All patients were pillion and were injured by the motorcycle's rear wheel. Twenty-five patients (83%) had a Grade 3 injury. There was a tendon rupture in 22 (73%) and a bone fracture in 15 (50%) patients. Loss of soft tissue (P = 0.036) and reduced ankle mobility (P = 0.046) were linked to tendon ruptures. Lengths of wound exceeding 6 cm (P = 0.025) and loss of soft tissue (P = 0.025) were associated with a bone fracture. Children's motorcycle wheel spoke injuries have increased in recent years. Loss of soft tissue and ankle mobility deficit proved to be reliable clinical signs of a tendon rupture. A wound length exceeding 6 cm and a loss of soft tissue were indicative of a related bone fracture.

Bivariate ordered probit modelling of motorcycle riders and pillion passengers’ injury severities relationship and associated risk factors

This study simultaneously modelled the injury severity of motorcycle riders and their pillion passengers and determine the associated risk factors. The analysis is based on motorcycle crashes data in Ashanti region of Ghana spanning from 2017 to 2019. The study implemented bivariate ordered probit model to identify the possible risk factors under the premise that the injury severity of pillion passenger is endogenously related to that of the rider in the event of crash. The model provides more efficient estimates by considered the common unobserved factors shared between rider and pillion passenger. The result shows a significant positive relationship between the two injury severities with a correlation coefficient of 0.63. Thus, the unobservable factors that increase the probability of the rider to sustain more severe injury in the event of crash also increase that of their corresponding pillion passenger. The rider and their pillion passenger injury severities have different propensity to some of the risk factors including passengers’ gender, day of week, road width and light condition. In addition, the study found that time of day, weather condition, collision type, and number of vehicles involved in the crash jointly influence the injury severity of both rider and pillion passenger significantly.

Road Accident Severity Prediction Using Random Forest Algorithm

Abstract: The surge in accident rates, intensifying human casualties, has propelled the integration of cameras and fixed speed cameras into daily activities. This study focuses on predicting road accident severity, a crucial advancement in road accident management, especially for urban emergency logistics. Employing Machine learning methodologies such as Random Forest which is commonly used for predictive analysis, Naive Bayes, and logistic regression, we rigorously evaluate their efficacy in densely populated areas. The research implements and compares these algorithms, utilizing a confusion matrix to illustrate interclass impacts on pedestrians, vehicle or pillion passengers, and drivers or riders. Notably, the severity prediction for road accidents achieves an impressive 86.8% accuracy with Random Forest, surpassing SVM's 82%. This exemplifies the effectiveness of machine learning in enhancing accuracy and reliability, providing valuable insights for proactive road safety measures.

Extremity Injuries in Pillion Riders of Fatal 2-Wheeler Road Traffic Accidents: An Autopsy-Based Study.

The extremities are the important anatomical regions that are disproportionately injured during road traffic accidents in poor and medium-income countries. The data regarding extremity injuries, particularly in pillion passengers, are minimal globally. We analyzed the pattern of extremity injuries and their association with various parameters such as collision type, seating position, road type, and type of vehicle. This was a hospital-based cross-sectional study. The pillion riders of fatal motorized 2-wheeler road accident cases that were subjected to autopsy were studied over a period of 2 years. We analyzed 73 cases of pillion riders. Females (60%) were the most commonly affected group. The upper extremities were injured in 55 cases (75.3%) and the lower extremities in 49 cases (67.1%). The shoulder (41%), hand (31.3%), and elbow (23.2%) were the predominantly injured anatomical regions of the upper limb. In the lower extremity, knee (41%) and foot (21.9%) were mostly affected. Forty-nine (67.1%) and 48 (65.8%) cases had abrasions in the upper limbs and lower limbs, respectively, followed by lacerations and contusions. Upper extremity injuries are more common compared with lower extremity. The majority of the pillion riders were seated in a side-saddle position, and self-fall from the bike without any collision with other vehicles was the most common mode of injury. Thus, appropriate seating posture with safety gear can be used to reduce extremity injuries.

Factors associated with helmet use among motorcyclists presenting with maxillofacial injuries to a tertiary hospital in Ghana

Background: Although mandatory helmet laws exist in many countries, compliance has been reported to be poor in some countries in Sub-Saharan Africa. The success of programs aimed at increasing the use of helmets by motorcyclists depends on the identification of the factors associated with helmet usage. Sociodemographic factors have been reported to differ between motorcyclists who consistently wear a helmet and those who do not. The identification of the factors associated with helmet usage would enable the institution of targeted measures to enhance compliance with mandatory helmet laws.Methods: The study examined factors associated with wearing helmets by motorcyclists to inform policies geared towards reducing the burden of motorcycle-related road traffic crashes. This analytical cross-sectional study was conducted at the 37 Military Hospital, Accra, Ghana. Demographic data of patients presenting with maxillofacial injuries secondary to motorcycle crashes were consecutively collected and analyzed. The use of a helmet was compared among sex, age category, occupation, and patient role. Statistical significance was inferred at an alpha level of 0.05.Results: There was no statistically significant difference in the use of helmet by male and female motorcyclists. (P=0.537). Middle-aged adults were more likely to wear a helmet as compared with young adults and minors. (P=0.043). Also, 62% of formally employed participants wore helmets, while a disparate 46% and 30% of informally employed and unemployed participants wore helmets at the time of injury. The difference was statistically significant (P=0.019), likewise the comparison of helmet wearing between riders and pillion passengers (P=0.002).Conclusion: The use of helmets by motorcyclists is associated with age, occupation, and role of the motorcyclists. The implementation of mandatory helmet laws needs to consider the attitude of particular population groups to ensure its success.

Drivers’ liability-based comparative severity analysis of motorized two-wheeler crashes

Objective This study aims to investigate comparative severity analysis of motorized two-wheeler (MTW) crashes based on drivers’ liability using police-reported a crash data base. Methods Using crash data from 2016 to 2020, this study examines and analyses the key factors affecting the severity of MTW injuries in Dehradun. For analysis, the ordinal logistic approach is used because severity levels are attributed with natural ordering. Differentiating from past studies, this research distinguished between collisions in which MTW crashes were considered as first party (crash in which MTW rider is accountable) and second person (crash in which MTW rider is a victim). Results Result suggests that age, pillion passenger, type of collision, road network, and impacting vehicle increase the seriousness of a crash in both cases. However, crash day, crash time, and light condition were found to be significant in the case of second-party crashes. Similarly, crash seriousness tends to decrease in first-party crashes, whereas it increases in the context of second-party crashes. Conclusion The statistical results were correlated with past studies to provide proper justification in order to provide a better understanding of small-displacement MTW fatal accidents in developing countries. Additionally, this research aids in the development of mitigation strategies and future research directions to improve the safety of MTW users.

Modeling the Motorcycle Crash Severity on Nonintersection Urban Roadways in the Australian State of Victoria Using a Random Parameters Logit Model

Due to a lack of physical protection and balance, motorcycle riders are one of the most vulnerable road users and are more likely to suffer severe injuries than motorists. Between 2009 and 2020, about 60% of motorcycle crashes occurred on nonintersection urban roadways in Victoria, Australia. While considerable research on intersections and their influence on the severity of motorcycle crashes has been conducted, there are limited studies on motorcycle crashes on nonintersection roadways. Since gathering all information from every motorcycle crash may not be possible, heterogeneity can arise from unobserved factors and cause problems in developing reliable crash severity models. Therefore, this study aims to investigate the factors contributing to motorcycle crash severity on Victorian nonintersection urban roadways while considering the heterogeneity of factors. A total of 10,897 nonintersection motorcycles crash data from the beginning of 2009 to November 2020 in the State of Victoria, Australia, were analyzed. A random parameters (mixed) logit model (RPL) was used for evaluating motorcycle crashes. The severity of motorcycle crashes was divided into three categories: fatal injury, serious injury, and minor injury. Also, marginal effects were calculated to see how each parameter estimate affects crash severity outcomes. The RPL model results showed that some factors increased the likelihood of fatal injuries. These factors included not wearing a helmet, being in the older rider age group, riding during the early morning or midnight hours, weekend motorcycle use, riding in the early morning or midnight hours (00:00–6:29 A.M), and insufficient lighting (dark and dusk/dawn). Also, the following factors enhanced the probability of serious injuries: having a pillion passenger, having a motorcycle age of more than 7 years, riding at higher speed limits (more than 50 km/h) or during peak hours in the morning (6:30−8:59 A.M), and being in the younger age group (less than 26 years old). The findings from this study are valuable resources for road safety policy managers to develop effective strategies for improving motorcyclists’ safety at nonintersections. This may include improving the light conditions at nonintersection, encouraging the motorcyclist to maintain motorcycles regularly, and educating the motorcyclist to wear a helmet, avoid distractions, and ride responsibly on the weekends.

Association between Utilization of Personal Protective Equipment and Prevalence of Road Traffic Injuries amongst Motorcycle Users in Kibera Constituency, Nairobi County Kenya

Throughout the world, road traffic injuries (RTIs) are a vastly silent encroaching public health problem. Motorcyclists and pillion passengers are two of the most vulnerable road users worldwide. In Kenya, the annual incidence reports on RTIs amongst these groups had been on the rise in recent years. In 2017, 1,270 injuries were recorded while 2018 had 1,587 RTIs amongst these two groups. In 2019, 2,911 injuries were reported and 4,575 injuries in 2020. The purpose of the study was to assess the association between the utilization of Personal Protective Equipment (PPE) and the prevalence of Road Traffic Injuries (minor and major) amongst motorcycle riders in Kibera constituency, Nairobi County, Kenya. Specific objectives were to determine the prevalence of RTIs amongst motorcycle riders, to determine the level of PPE utilization amongst the motorcycle riders, to evaluate the association between the utilization of PPE and the severity of injury sustained by the riders, and to evaluate the effect size of the association between the utilization of PPE and the type of injury sustained by motorcycle riders. A cross-sectional analytical study design was used to gather both qualitative and quantitative data from the motorcycle riders in Kibera constituency. Questionnaires were used to gather information on injuries sustained from the local hospitals and clinics visited by the motorcycle riders in Kibera constituency. A checklist was used to gather data on the utilization of personal protective equipment by motorcycle users in Kibera constituency. The total number of registered motorcycles (2956) was subjected to Slovin’s formula (n)=N/(1+Ne^2) to obtain a representative sample of 353 motorcycle riders who participated in the study. Data was analyzed using SPSS V22 and MS-excel software. Data was subjected to bivariate analysis with crosstabs for case classification, Chi square to evaluate the association, and Cramer’s V to measure the effect size of the association. A 95 percent confidence level was used for the whole analysis of this study. The 0.05 level of significance was used throughout the study to test the significance of the association between PPE utilisation and severity of injury when an accident occurred. Utilisation of PPE was negatively associated with severity of injury. Further, while Helmet, Jacket, Heavy trousers and Gloves reduced severity of injury, Reflective vest and Boots were not significantly associated with severity of injury sustained by the Motorcycle riders.

Epidemiological characteristics of crashes and pattern of motorcycle injuries presenting to hospitals in Kisumu City, Kenya: a cross-sectional study.

motorcycle injuries comprise considerable morbidity, disability and mortality of road traffic casualties. The study aimed to assess the pattern and characteristics of motorcycle crash injuries that sought care at the Emergency Departments in Tier III hospitals in Kisumu City during a six-month period from May to November 2019. this was a cross-sectional study of all motorcycle injury patients presenting to three tier III public and private hospitals in Kisumu City. Using a structured questionnaire, data were collected on human and injury characteristics. Multiple logistic regression model was used to determine the predictors of fatality. Statistical significance was set at p<0.05. a total of 1073 of motorcycle crash injury patients sought and obtained care at the hospitals. The majority (73.6%) were males. Seventy-three cases resulted in death (case-fatality rate of 6.80%. The age range was 2-84 years, with a mean of 29.6 years (± SD 12.19). Majority, (43.3%) were aged 21-30 years. Most of the crashes occurred during the daytime (79.1%). Of all motorcycle riders and pillion passengers 30.6% wore helmets at the time of the crash. Head injuries (43.6%) were the most common. Injury seventy scores (ISS) ranged from 1 to 51. Glasgow comma scale <3, un-helmeted patients and major trauma (ISS > 16), significantly influenced mortality (P< 0.001). these findings confirmed and strengthened the documented substantial morbidity, mortality that motorcycle crashes place on individuals and society, contribute to the body of literature on motorcycle injuries and potentially assist in policy decisions on motorcycle transport safety.

Risk factors and current trends in maxillofacial trauma: An epidemiologic study at a major Trauma Center of North India

AbstractAimsThis study aimed to obtain an update on the epidemiologic data of maxillofacial injuries with an analysis of current aetiology and associated factors encountered at a major Tertiary Care Centre of North India.Materials and methodsThis retrospective study was conducted in a Tertiary Care Centre in Uttarakhand over 2 years. The demographics, aetiology, seatbelt/helmet use, alcohol consumption at the time of injury, site of the fracture, other associated injuries and type of intervention were recorded.ResultsThe male:female ratio was 4.2:1. A peak prevalence was found in the third decade (mean age 23.6). Road traffic accidents were the most common cause of trauma (76.9%). Maxillofacial injuries were higher in those who did not use a seatbelt or helmet (85.1%). Intoxication at the time of injury was a major factor, especially in accidents. Drivers were found to be injured more (74.7%) than pillion riders or passengers. The incidence of fractures was highest in monsoons (30%). Mandibular (37.8%) and zygomatic (20%) fractures were most commonly encountered. The most common site of mandibular fractures was parasymphysis (30.6%). Fractures were treated by open reduction and internal fixation. Concomitant neurological and orthopaedic injuries were common in patients sustaining maxillofacial injuries.ConclusionRoad traffic accidents continue to be responsible for maximum trauma. A multidisciplinary assessment of every trauma victim is essential. This study can help formulate rigorous injury preventive schemes by distinguishing and analysing maxillofacial trauma. Advocation and strict implementation of helmet and seatbelt use with a heavy penalty for drinking and driving can lead to the reduction of maxillofacial injuries.

Exploration of motorcyclists’ red-light running and helmet use at signalized intersections in Ghana

Objective There is a dearth of empirical studies on motorcyclists’ red-light running and helmet use at signalized intersections in low and middle-income countries like Ghana, Nigeria and Malaysia. This study seeks to fill the gap by looking at red-light running and helmet use at signalized intersections in the Cape Coast metropolis, Ghana. The study also identified potential areas of intervention to reduce the dangers posed by motorcyclists’ red-light running in the Cape Coast Metropolis without the use of a helmet. Method A naturalistic exploratory un-obstructive observational approach was used in assessing this phenomenon. The relationship between motorcyclists’ behaviors and motorcyclists’ observed demographic characteristics, the locality of the intersection, time of the week and presence of pillion passengers were analyzed. Chi-Square test of independence was used to establish the statistically significant relationships between dependent and independent variables. Results In all, 2,225 motorcyclists and 744 pillion passengers were observed. The results revealed that 33.1% of the motorcyclists ran a red light with 45.4% not using a helmet. Red-light running at signalized intersections was significantly linked to the locality of the intersection, time of the week, and helmet use. The helmet use was low and significantly associated with the presence of a pillion passenger and whether the pillion passenger used a helmet or not. Conclusion Red-light running is influenced by locality of intersection, time of the week and helmet use. Efforts to reduce red-light running and improve helmet use should involve road safety education, awareness creation, and enforcement of traffic laws by the officials of the National Road Safety Authority and Motor Transport and Traffic Department of the Ghana Police Service. City managers in other low and middle-income countries can use the findings in the study to inform policy.

Maxillofacial injuries due to motorcycle accidents from suburban Nigeria

ObjectivesTo assess causes, pattern and severity of maxillofacial injuries sustained during road traffic accidents including helmet use and riding status among motorcyclists for comparison to previous studies. MethodsA descriptive study was conducted between January 2020 and December 2021 at two suburban Nigerian treatment centres. Data was collected on demographics; helmet use, whether rider or pillion passenger; and cause of motorcycle accident. There was clinical examination and reviews of radiological investigations. Maxillofacial trauma was scored according to the FISS described by Bagheri et al. (2006) [12]. ResultsThe study had 55 participants (37 riders and 18 pillion passengers), aged 5–73years (mean 32.8years) with more males (89.1 %). One patient (1.8 %) reported helmet use. Bike-to-bike accidents were the most frequent (56.4 %). More soft tissue injuries were lacerations (32, 59.3 %) than abrasions (15, 27.8 %). There were 122 bone fracture, the fracture to patient ratio was 2.5:1. Mandibular (40.5 %), dentoalveolar (22.1 %) and maxillary fractures (13.9 %) were common. Most common sites of concomitant injuries was the lower limbs (50.0 %). Most had moderate/ severe FISS, mean 4.6 with significant association between FISS and gender (p = 0.024) and riding status (p = 0.013). ConclusionHelmet use among the study population was very low and the maxillofacial fracture to patient ratio was relatively high compared to prior Nigerian studies. Males and riders sustained more of moderate/severe maxillofacial injuries. Public enlightenment and enforcement of road traffic laws among motorcyclists to reduce maxillofacial injuries in Nigeria are advocated.

Investigation of the Effect of Child Helmet Design Parameters on Head and Brain Injuries Using Reduced-Order Modelling

A helmet is the main protective equipment for a child pillion passenger. A safe helmet must be able to mitigate head and brain injuries resulting from high head impact loading. A lightweight helmet is preferable, especially for children. This paper proposed to study the effect of materials, liner thickness, and friction at the head–helmet interface on linear and rotational accelerations using reduced-order modelling. A child head–helmet finite element model was developed and validated against an experiment. Finite element simulations were conducted to generate training data for the establishment of reduced-order models which were subsequently used to predict the linear and rotational accelerations for various helmet parameters. The prediction could be performed in a very short time compared to its corresponding finite element simulation. The use of aluminium foam enhanced mitigation of the linear and rotational accelerations as well as weight reduction. This study also revealed that the head–helmet friction coefficient had a strong effect on the rotational acceleration, while the liner thickness predominantly affected the linear acceleration. However, the liner thickness had less influence on the rotational acceleration when the head–helmet friction was low. The risk of brain concussion as well as diffusional injury could be reduced by enabling low friction at head–helmet surface.

What Factors Would Make Single-Vehicle Motorcycle Crashes Fatal? Empirical Evidence from Pakistan.

The existing research on motorcycle safety has shown that single-vehicle motorcycle crashes (SVMC) account for a higher fatality rate than other types of crashes. Also, motorcycle safety has become one of the critical traffic safety issues in many developing countries, such as Pakistan, due to the growing number of motorcycles and lack of sufficient relevant infrastructure. However, the available literature on SVMC and motorcycle safety in developing countries is limited. Therefore, the present study attempted to investigate the factors that contribute to the injury severity of SVMC in a developing country, Pakistan. For this purpose, a random parameter logit model with heterogeneity in means and variances is developed using two years of data extracted from the road traffic injury research project in Karachi city, Pakistan. The study’s findings show that the presence of pillion passengers and young motorcyclists indicators result in random parameters with heterogeneity in their means and variances. The study’s results also reveal that the summer, morning time, weekends, older motorcyclists, collisions with fixed objects, speeding, and overtaking are positively, while younger motorcyclists and the presence of pillion passengers are negatively associated with fatal crashes. More importantly, in the particular Pakistan’s context, female pillion passenger clothes trapped in the wheel, riding under the influence, intersections, U-turns, and collisions due to loss of control are also found to significantly influence the injury severity of SVMC. Based on these research findings, multiple appropriate countermeasures are recommended to enhance motorcycle safety in Pakistan and other developing countries with similar problems.

Trends in motorcycle accident mortality in Lagos: Consequences of government policy changes.

Background: Motorcycle use is associated with fatal crashes. The government of Lagos State, Nigeria has introduced legislation and policies to address this issue. Aim: To examine trends in motorcycle accident mortality in Lagos over a 10-year period (January 2010 - December 2019) and consider the impact of transportation legislation and policy changes on deaths from motorcycle accidents during that period. Method: A retrospective analysis of all autopsies performed on decedents from motorcycle crashes between January 2010 and December 2019. Results: There were 211 cases of motorcycle accident-related deaths. Most victims were males (89.1%), the peak age was 31-40 years (30.8%), and majority were riders and pillion passengers (39.8% each). Head injury (51.6%) was the most common injury and cause of death. There was a general decline in case numbers from 2010 to 2019. Following new legislation that introduced a motorcycle hailing service between 2017 and 2019, there was a 17.4% reduction in fatalities from accidents. Conclusion: There has been a general downward trend in fatal motorcycle accidents in Lagos from 2010 to 2019. Changes in government transportation policies have likely had consequences on motorcycle accident-related mortality.

Review on the performance characteristics and quality standards of motorcycle protective clothing

Motorcycle protective clothing is designed to protect motorcyclists from injuries during accidents. It helps to protect the motorcyclist and pillion passengers during the collision and acts as a barrier between the rider’s skin and tarmac surface. Soft tissue trauma is common in motorcycle accidents and protective clothing can protect the soft tissue of the riders up to a certain extent during accidents. Though there are many reasons for road accidents and injuries, the reasons such as uncomfortable clothing, thermally inefficient protective clothing during hot climatic conditions, and ineffective performance of the personal protective equipment (PPE) are also to be considered seriously. Motorcycle clothing is specially designed in such a way that it could give better protection against impact and abrasion during the collision. An increase in the usage of the motorcycle has also in turn increased the crash statistics. This paper deals with the significance of motorcycle clothing, materials, test standards, and their performance characteristics. As per the review results, most of the motorcycle protective clothing has failed to meet out the quality standard protocols. Impact resistance, abrasion resistance, thermal comfort, and ergonomics are the major areas where more focus is required. Design of appropriate fabrics assuring requisites of motorcycle clothing is very challenging and extensive research is still intended in these areas.

Small-displacement motorcycle crashes and risky ridership in Vietnam: Findings from a focus group and in-depth interview study

Traffic crashes with small-displacement motorcycles constitute a major health concern in motorcycle-dominant countries such as Vietnam. The purpose of this study was to improve our understanding of typical characteristics of small-displacement motorcycle crashes in Vietnam, mainly focusing on the prevalence and role of risky riding behaviours, the dangers associated with risky ridership, and the underlying motives. To that purpose, a qualitative study design was implemented, including a series of focus group discussions and in-depth interviews based on a semi-structured format with different stakeholders involved in motorcyclist safety. In terms of perceived risk, drink-riding, speeding, and inattentive riding were evaluated as the three most dangerous behaviours. The occurrence of riding under the influence of alcohol was attributed to four main underlying motives, i.e., alcohol-induced ‘false’ sense of safety, several contextual barriers preventing the adoption of safe alternatives to riding back home after having drunk, the financial cost associated with using alternative transport to return safely after drinking, and perceived unsafety of motorcycle taxi services. As for speeding, four main sub-themes emerged from the discussions as underlying motives, i.e., ‘being in a hurry’, ‘showing off’, ‘competitiveness’, and ‘thrill seeking’. Finally, inattentiveness was associated with the four following underlying motives: ‘use of mobile device’, ‘attention/search conspicuity’, ‘mind-wandering’, and ‘interaction with pillion passenger’. Overall, this suggests that risky rider behaviours are best explained as a dual process phenomenon where risk-related decisions can be under volitional control and/or guided by a reactive pathway where people demonstrate an unintentional willingness to expose themselves to danger under specific risk-conducive circumstances. Crash-prone environmental conditions for Vietnamese small-displacement motorcyclists mentioned, were heavy rain, high temperature, strong wind, dust, potholes, and other forms of pavement deterioration, as well as geometric alignment reducing intersection visibility. These findings are further translated into practical recommendations for academic researchers, policymakers, and practitioners.

Comparison of Injury Patterns between Electric Bicycle, Bicycle and Motorcycle Accidents.

Background: Electric bicycles (E-bikes) are an increasingly popular means of transport, and have been designed for a higher speed comparable to that of small motorcycles. Accident statistics show that E-bikes are increasingly involved in traffic accidents. To test the hypothesis of whether accidents involving E-bikes bear more resemblance to motorcycle accidents than conventional bicyclists, this study evaluates the injury pattern and severity of E-bike injuries in direct comparison to injuries involving motorcycle and bicycle accidents. Methods: In this retrospective cohort study, the data of 1796 patients who were treated at a Level I Trauma Center between 2009 and 2018 due to traffic accident, involving bicycles, E-bikes or motorcycles, were evaluated and compared with regard to injury patterns and injury severity. Accident victims treated as inpatients at least 16 years of age or older were included in this study. Pillion passengers and outpatients were excluded. Results: The following distribution was found in the individual groups: 67 E-bike, 1141 bicycle and 588 motorcycle accidents. The injury pattern of E-bikers resembled that of bicyclists much more than that of motorcyclists. The patients with E-bike accidents were almost 14 years older and had a higher incidence of moderate traumatic brain injuries than patients with bicycle accidents, in spite of the fact that E-bike riders were nearly twice as likely to wear a helmet as compared to bicycle riders. The rate of pelvic injuries in E-bike accidents was twice as high compared with bicycle accidents, whereas the rate of upper extremity injuries was higher following bicycle accidents. Conclusion: The overall E-bike injury pattern is similar to that of cyclists. The differences in the injury pattern to motorcycle accidents could be due to the higher speeds at the time of the accident, the different protection and vehicle architecture. What is striking, however, is the higher age and the increased craniocerebral trauma of the E-bikers involved in accidents compared to the cyclists. We speculate that older and untrained people who have a slower reaction time and less control over the E-bike could benefit from head protection or practical courses similar to motorcyclists.

Modeling the injury severity of small-displacement motorcycle crashes in Hanoi City, Vietnam

Hanoi City is a typical motorcycle dominant city in Vietnam with a modal share of motorcycles of more than 80% and motorcycle riders involved in more than 70% of road fatalities. It is important to understand the major causes of motorcycle crash severity to suggest effective countermeasures. There have been studies elsewhere examining factors related to small-displacement motorcycle crash severity, but work in Vietnam is scarce. This study uses ordinal logistic regression to investigate contributory factors to the odds of severe crashes involving motorcycle riders. A distinction is made between crashes where motorcyclists are involved as the second party (i.e., as victims of the crash) on the one hand and as the first party (i.e., as the person responsible for causing the crash) on the other hand. Results show that age and gender of the first party person, size of the vehicle collided with, and presence of a pillion passenger significantly contribute to the severity of crashes in which motorcyclists are involved as the second party. Significant factors to the severity of crashes in which motorcyclists are involved as the first party are age, time of the crash, road class, size of the second party vehicle, pillion passenger presence, and riding speed. The findings contribute to a deeper understanding of fatal crashes with small-displacement motorcycles in a developing city. This study helps to identify countermeasures to improve road safety of small-displacement motorcycle riders.