Roadside Interviews Research Articles

Traffic Traps: An Investigation into Road Congestion Management

Abstract: Urban traffic congestion presents a significant global challenge, necessitating effective traffic management for seamless transportation system operations. This study emphasizes the implementation of an Intelligent Traffic Management System (ITMS) capable of real-time monitoring and control. Focusing on Mattoor Junction in Ernakulam, Kerala, this research applies distinct algorithms in Python and MATLAB, introducing three key equations: Average Traffic Flow (ATF), Traffic Variability Index (TVI), and Time-of-Day Congestion Index (CI). The methodology involves a detailed survey of the route, traffic volume counts, spot speed studies, and roadside interviews to gather data. The ATF, TVI, and CI equations are used to analyze traffic patterns, variability, and congestion levels. The findings reveal significant congestion on critical routes intersecting at Mattoor Junction, particularly during peak hours. To address this, the study proposes the implementation of an automated traffic signal system, optimizing signal timings. This intervention aims to enhance traffic flow and reduce congestion. The research underscores the potential of ITMS for real-time traffic management, offering a data-driven approach to urban traffic challenges. The integration of theoretical models with empirical data provides a comprehensive framework for future ITMS strategies, contributing to more efficient and adaptive urban traffic management

Rumor has it: The role of social ties and misinformation in evacuation to nearby shelters after disaster

When crisis strikes, why do some communities utilize evacuation shelters more than others? This mixed methods study draws on a new dataset of almost-daily tallies of evacuees at 660 local shelters following Japan’s 2018 Eastern Iburi Earthquake in Hokkaido to create a large-N time-series cross sectional (TSCS) dataset of local, short-distance evacuation. We pair time-series cross-sectional data models with qualitative comparative analysis (QCA) of nine affected municipalities to examine why some shelters see higher evacuation rates than others. While past studies have used Facebook user data, post-hoc surveys, or ad-hoc roadside interviews to measure evacuation, this study uses meticulously recorded shelter attendance data to draw inferences about evacuation behavior. Controlling for types of shelters, damage levels, infrastructure quality, social vulnerability, governance capacity, and community resources, we find that in affected communities, stronger bridging social ties, especially when aided by linking ties, motivate greater evacuation to shelters. In unaffected communities, stronger bonding and bridging ties encourage potentially unnecessary evacuation, helping spread rumors during blackouts. These results highlight the necessity of clear, transparent communication with the public, and fostering trust in government during crises.

Rumor Has it: The Role of Social Ties in Evacuation to Nearby Shelters after the 2018 Hokkaido Earthquake

When crisis strikes, why do some communities utilize evacuation shelters more than others? This mixed methods study draws on a new dataset of almost-daily tallies of evacuees at 660 local shelters following Japan’s 2018 Eastern Iburi Earthquake in Hokkaido to create a large-N time-series cross sectional (TSCS) dataset of local, short-distance evacuation. We pair time-series cross-sectional data models with qualitative comparative analysis (QCA) of nine affected municipalities to examine why some shelters see higher evacuation rates than others. While past studies have used Facebook user data, post-hoc surveys, or ad-hoc roadside interviews to measure evacuation, this study uses meticulously recorded shelter attendance data to draw inferences about evacuation behavior. Controlling for types of shelters, damage levels, infrastructure quality, social vulnerability, governance capacity, and community resources, we find that in affected communities, stronger bridging social ties, especially when aided by linking ties, motivate greater evacuation to shelters. In unaffected communities, stronger bonding and bridging ties encourage potentially unnecessary evacuation, helping spread rumors during blackouts. These results highlight the necessity of clear, transparent communication with the public, and fostering trust in government during crises.

Commuter Travel Pattern to OUSL Nawala: A Case Study

This study intends to analyse the inflow pattern of commuters of OUSL Colombo Regional Center and Main University Nawala with their travel origins, and study their travel-mode patterns and travel nature. The study followed road side interviews, which was the most suitable method to be adopted for such study purpose. This was identified by an extensive literature survey. Pilot studies were conducted during midweek and weekends to identify the volume of walkers and motorists coming through the four gates of the university to get an idea on size of survey teams to conduct interviews and to decide how to locate survey teams around the entry gates during the main surveys. Main surveys were carried out on a Saturday (weekend) and a Wednesday (midweek), from 8:00 to 18:00 hours covering a 10-hour survey duration. According to the questionnaire, the walkers and motorists coming to OUSL through all four gates were interviewed and contacted more than 1000 respondents. This survey has captured around 58% of total arrivals during the weekend and 56% during midweek. It was observed that a total of 51% of university community came through Nugegoda. Most of them came from Kotte Divisional Secretaries division (zone no 7). It was observed that from the total arrivals, 82 % (weekend) and 66% (midweek) came from zone 7. Out of the community coming to the University for Study Purposes during weekends, 51% were males and 48% females; during midweek, 54% were males and 46% females. Around 74% of community coming to OUSL use buses, while 9% come by trains. As the final outcome of this study, a shuttle service of buses was designed to provide a better service to OUSL visitors during the rush hours (ie. 8:00 am to 10:00 pm). Shuttle services are proposed from some main towns. Through the study it was found that presently no adequate number of passengers use trains.

Combining roadside interviews and on-road observation for assessing prevalence of driver inattention

Inattention among car drivers on a motorway section with two lanes in each direction was investigated by a combination of two different methodological approaches. First, an observer in a driving car in the non-passing (right) lane observed 1337 passing drivers; i.e., all drivers passing during the observation period. At a service area about midway along the section, 273 drivers were interviewed during the same period. The observations showed that 14% of drivers were involved in some secondary activity, with handheld mobile telephone use (which is prohibited) being the most frequent activity (5%). Involvement in secondary activities were far more frequent among drivers without passengers, with 15%, compared to 9% for drivers with passengers. For the latter, interaction with passengers was observed for 6%. The interviews made a useful supplement to roadside observations, providing prevalence estimates also for non-observable activities and states like daydreaming and listening to radio or music. Concerning passenger interaction, duration data were uncertain because many drivers tended to report total driving time with passengers rather than time interacting with them. Consequently, prevalence estimates for passenger interaction as reported in interviews were uncertain, and we therefore estimated this prevalence from observation data only. Total prevalence of secondary activities and internal states presumably implying inattention was estimated at about 24% of total driving time when based on both methods combined.

Effectiveness and acceptability of milled rumble strips on rural two-lane roads in Sweden

PurposeThe study sought to estimate the effects of centreline milled rumble strips on rural two-lane roads in Sweden in a wide perspective. Traffic safety effects (i.e., fewer crashes and injuries), driver experience, and driver opinions of centreline milled rumble strip usage on rural roads are investigated.MethodsTo evaluate the traffic safety effects, an Empirical Bayes study comparing the outcome before and-after the introduction of rumble strips was conducted. This study is based on data from 2003–2012 from the Swedish national traffic accident database, STRADA. To capture driver experience and opinions about milled centreline rumble strips, focus groups and road-side interviews were performed.ResultsThe results indicate a significant decrease in all types of severe injury crashes, a 20% (±13%) reduction in the number of fatalities and seriously injured people (all crash types) and a 27% (±18%) reduction in the number of fatalities and severely injured people in single-vehicle crashes. Participants in focus groups and road-side interviews generally favoured centreline rumble strips on rural roads, and up to 90% of the interviewed motorcyclists and commuters stated that the rumble strips would help improve traffic safety.ConclusionsRumble strips in the centre of two-lane rural roads are a countermeasure to help drivers who are unintentionally about to leave the lane, for example, due to sleepiness or inattention. Based on the results of this study, installing centreline milled rumble strips on two-lane rural roads 8–10 meters wide is a measure to consider to increase safety.

A comparison of observed and self-reported helmet use and associated factors among motorcyclists in Hyderabad city, India

ObjectivesIndia has a high burden of fatal road traffic injuries (RTIs). A large proportion of fatal RTIs in India are among motorcyclists. The overall goal of this study is to assess and compare observed and self-reported prevalence of helmet use; and to identify factors associated with helmet use and over-reporting in Hyderabad city, India. Study designRoadside knowledge, attitude and practice interviews. MethodsSix rounds of roadside interviews were conducted with motorcyclists (drivers and pillion riders) between July 2011 and August 2013 using a structured tool developed for this study. Observations on helmet use were recorded and respondents were also asked if they ‘always wear a helmet’. Prevalence of helmet use was calculated and a paired t-test was used to compare observed and self-reported helmet use proportions. Unadjusted and adjusted odds ratios were calculated to identify factors associated with helmet use and over-reporting. ResultsA total of 4872 respondents participated in the roadside interview. The response rate was 94.4%. The overall observed helmet use was 34.5% and 44.5% of respondents reported that they ‘always wear a helmet’. As the observed helmet use increased, the over-reporting of helmet use was found to decrease. However, factors associated with observed and self-reported helmet use are similar. Male gender, youth (≤24 years), a lower level of education and non-ownership of helmet were associated with a higher risk of not wearing helmets. Male gender, youth (≤24 years), no schooling, riding a lower engine capacity motorcycle and using a motorcycle for purposes other than travelling to school/work were associated with over-reporting of helmet use. ConclusionsSelf-reports provide an overestimate of helmet use that lessens as actual helmet use increases. Interviews also allow identification of factors associated with helmet use. Increasing helmet ownership and enhanced enforcement may help increase helmet use.

Evaluation of the five-year Bloomberg Philanthropies Global Road Safety Program in the Russian Federation

Road traffic injuries are a leading cause of morbidity and mortality in the world. In Russia, a road safety program was implemented in Lipetskaya and Ivanovskaya oblasts (regions) as part of a 10-country effort funded by Bloomberg Philanthropies. The program was focused on increasing seat belt and child restraint use and reducing speeding. The primary goals of this monitoring and evaluation study are to assess trends in seat belt use, child restraint use, and speed compliance in the two oblasts over the 5 years and to explore the overall impact of the program on road traffic injury and death rates. Primary data via roadside observations and interviews, and secondary data from official government sources were collected and analyzed for this study.Our results indicate significant improvements in seat belt wearing and child seat use rates and in prevalence of speeding in both intervention oblasts. The observations were consistent with the results from the roadside interviews. In Lipetskaya, restraint use by all occupants increased from 52.4% (baseline, October 2010) to 77.4% (final round, October 2014) and child restraint use increased from 20.9% to 54.1% during the same period. In Ivanovskaya, restraint use by all occupants increased from 48% (baseline, April 2012) to 88.7% (final round, October 2014) and child restraint use increased from 20.6% to 89.4% during the same period. In Lipetskaya, the overall prevalence of speeding (vehicles driving above speed limit) declined from 47.0% (baseline, July 2011) to 30.4% (final round, October 2014) and a similar pattern was observed in Ivanovskaya where the prevalence of speeding decreased from 54.6% (baseline, March 2012) to 46.6% (final round, October 2014). Through 2010–2014, the road traffic crash and injury rates per 100,000 population decreased in Lipetskaya oblast (191.5 and 246.9 in 2010 and 170.4 and 208.6 in 2014, respectively) and slightly increased in Ivanovskaya oblast (184.4 and 236.0 in 2010 and 186.7 and 243.4 in 2014, respectively).These road safety improvements are associated with the program that enabled a combined focus on policy reform, legislation, enforcement, advocacy, education, and data collection and use. However, the existence of other road safety efforts, lack of data from comparable regions, and unavailability of risk factor-specific data make it difficult to attribute these changes to the program.

Driving distractions: An insight gained from roadside interviews on their prevalence and factors associated with driver distraction

The present research investigated the proportion of drivers that engage in a wide range of observable and unobservable driving distractions, along with a number of variables associated with driver distraction. A total of 426 semi-structured interviews were performed, with the results weighed according to the proportion of driver licences among city residents of each gender and age group (18–24, 25–44, 45–64, and 65+). Drivers were most inclined to think about phone-related activities when asked about driving distractions, although the vast majority also recognised that a wide variety of other activities can be regarded as distractions. Drivers were aware of the ban on handheld mobile phone activities, but their knowledge of the law was less accurate in relation to other illegal activities, such as manipulating a SatNav while driving. Almost 90% of participants reported engaging in distractions while driving, such as: looking at something outside the vehicle, thinking about things unrelated to the driving task and manipulating the audio entertainment system. The figures for text messaging, having a handheld or hands-free conversation were also relatively high (43.7%, 32.2%, and 25.4%, respectively). Texting while driving was perceived to be the most dangerous secondary activity, followed by having a handheld conversation, with significant differences between distractions. Further, hands-free conversations were perceived to be significantly less risky than handheld conversations. Perceived descriptive norms consistently predicted engagement in all distraction types. The results show that drivers are well aware that secondary activities can be distracting and are risky, and yet a substantial proportion of drivers reported engaging in a wide variety of distractions while driving.

Obtaining the Intercity Bus Travel Matrix in Turkey and Analysing it in GIS Environment

Decision makers need appropriate information systems to carry out spatial analyses related to transportation. Hence, Geographical Information Systems (GIS) are one of the effective tools used for realizing spatial analyses. Therefore, GIS were also used in this study for evaluating the information about intercity bus travels in Turkey. For this purpose, the intercity bus travel matrix obtained is transferred to GIS environment in order to evaluate this matrix in a visual environment. Estimation of Origin-Destination (O-D) matrices is very important in transportation planning, and several methods are used to obtain them. However, since it is generally expensive and time-consuming to use classical methods based on home surveys or roadside interviews, other methods have been developed. The model developed by Bell is also one of them, and estimates travel matrices from traffic counts. For finding the daily intercity bus travel matrix for the year of 2015 in Turkey, this model was used.

Origin-Destination Trip Matrix Development: Conventional Methods versus Mobile Phone Data

Conventionally, trip matrices have been derived by a combination of roadside interviews (RSIs) and the application of trip-end and gravity models (to extrapolate and infill unobserved movements), followed by matrix estimation methods to incorporate evidence from supplementary traffic counts. More recently, mobile phone positioning data are being used increasingly by the transport planning community to develop ‘prior’ demand matrices as an alternative approach to RSI data or synthetic methods. There are a number of known strengths and weaknesses associated with each of these approaches. However, there is lack of robust evidence to suggest whether use of any of these approaches results in a matrix that performs better (or worse) overall. This study provides such evidence through a structured and systematic comparison of trip matrices developed using mobile data, RSI data, and a gravity modelling approach (i.e. synthetic matrices). In addition to comparison of assigned flows with traffic counts across a range of independent screenlines, the following aspects of the matrices are also compared with independent observed data: 1) correlation of trip-ends with estimates based on the UK National Trip-End Model (NTEM); 2) consistency of trip rates with estimates based on Great Britain National Travel Survey (NTS) data; and 3) comparison of trip length distributions with estimates from the NTS. The results suggest that, overall, the outcome of using the mobile phone data, when systematically refined and adjusted using independent data sources to address various known limitations and biases, does not seem to be either biased or less accurate than conventional methods. It has also been observed that areas of the model where no RSI data or other similar observed data are available, use of mobile data could result in a more consistent estimate of trips, benefiting from a significantly larger sample size.

The validity of self-reported helmet use among motorcyclists in India.

Motorcyclists are the most vulnerable vehicle users in India. No published study has assessed the validity of self-reported estimates of helmet use in India. The objectives of this study were to assess helmet use by comparing observed and self-reported use and to identify factors influencing use among motorcyclists in Hyderabad, India. Population-based observations were recorded for 68 229 motorcyclists and 21 777 pillion riders (co-passengers). Concurrent roadside observations and interviews were conducted with 606 motorcyclists, who were asked whether they "always wear a helmet". Multivariate logistic regression analyses were conducted to determine factors influencing helmet use. In the population-based study, 22.6% (n = 15,426) of motorcyclists and 1.1% (n = 240) of pillion riders (co-passengers) were observed wearing helmets. In roadside interviews, 64.7% (n = 392) of the respondents reported always wearing a helmet, 2.2 times higher than the observed helmet use (29.4%, n = 178) in the same group. Compared with riders aged ≥40 years, riders in the age groups 30-39 years and 18-29 years had respectively 40% (95% confidence interval [CI]: 0.4 to 1.0, P < 0.05) and 70% (95% CI: 0.2 to 0.5, P < 0.001) lower odds of wearing a helmet after controlling for other covariates. Riders with postgraduate or higher education had higher odds of wearing a helmet (adjusted odds ratio [OR]: 4.1, 95% CI: 2.5 to 6.9, P < 0.001) than those with fewer than 12 grades of schooling. After adjusting for other covariates, younger riders also had 40% (95% CI: 0.3 to 0.9, P< 0.05) lower odds of self-reporting helmet use, while those with postgraduate or higher education had 2.1 times higher odds (95% CI: 1.3 to 3.3, P < 0.01) of reporting that they always wear a helmet. Police had stopped only 2.3% of respondents to check helmet use in the three months prior to the interview. Observed helmet use is low in Hyderabad, yet a larger proportion of motorcyclists claim to always wear a helmet, which suggests that observational studies can provide more valid estimates of helmet use. Interview findings suggest that a combination of increased enforcement, targeted social marketing and increased supply of standard helmets could be a strategy to increase helmet use in Hyderabad.

An Innovative Integration Methodology of Independent Data Sources to Improve the Quality of Freight Transport Surveys

Past experiences show that data of the official Austrian freight transport statistics are often underestimated. Therefore, a methodology was developed, merging existing independent road freight transport data to a consistent and valid road freight matrix. The methodology comprises four steps, using data of the Austrian and European freight transport statistics, data of roadside interviews of truck drivers, and data of counting stations and toll gantries. The methodology was applied to data from the year 2009. Results show the reliability and plausibility of the methodology, indicated by a high correlation with high quality roadside traffic counts.

Predictors of intrinsic motivation behind seatbelt use in a country where current use is low

ContextSeatbelt use is a major determinant of a driver's safety on the road. In Turkey and other middle-income countries, seatbelt use is lower than in high-income countries and contributes to the higher burden of road traffic injuries. Assessing factors behind drivers' motivations to wear seatbelts can help determine appropriate interventions for specific subpopulations. ObjectiveTo analyze the factors predictive of whether drivers who wear seatbelts in Afyonkarahisar and Ankara, Turkey do so because they believe seatbelts can save their lives. MethodsAs part of the monitoring and evaluation of the Bloomberg Philanthropies Global Road Safety Programme, 817 drivers were randomly recruited in Afyonkarahisar and Ankara, Turkey, to participate in roadside interviews. Logistic regression was run on data from 408 drivers who claimed they always wore seatbelts. Predictors were driver's city, driver's age group (30 and younger, 31 to 40, and over 40 years), whether at least one passenger was in the car, and an interaction term between age group and whether passengers were in the car. The outcome variable of interest was whether drivers wore seatbelts because they believed seatbelts can save their lives, referred to in this paper as “selection of Reason 3.” ResultsThe odds of selecting Reason 3 were 2.45 (95% CI: 1.40–4.31) times higher in Ankara than in Afyonkarahisar, 2.52 (95% CI: 1.38–4.60) and 3.65 (95% CI: 1.92–6.95) times higher for drivers aged 31–40 and drivers over the age of 40 than for drivers 30 years of age and younger, respectively, and 5.89 (95% CI: 2.02–17.23), 7.22 (95% CI: 1.61–32.42), and 0.83 (95% CI: 0.32–2.19) times higher for drivers traveling with passengers who were 30 years of age and younger, between 31 and 40, and over 40 than for drivers traveling without passengers in these age groups, respectively. ConclusionDrivers with passengers had higher odds of selecting Reason 3, especially younger drivers who are more likely to succumb to peer pressure. Older drivers had higher odds of selecting Reason 3. Peer groups and peer education campaigns may have an impact. Education interventions combined with extrinsic campaigns can be aimed at younger drivers to increase and maintain adherence in the population.

The prevalence of speeding and drink driving in two cities in China: a mid project evaluation of ongoing road safety interventions

Road traffic crashes in China kill in excess of 250,000 people annually, more than any other country in the world. They are the fourth leading cause of premature death in the country and are responsible for 2.4% of the burden of non-fatal health loss in the country. Interventions to curb speeding and drink driving are being implemented in the cities of Suzhou and Dalian since late 2010. We evaluated the ongoing effect of these activities through five roadside surveys, seven rounds of observational studies, and analysis of crash statistics in the two cities. We find that thus far, the prevalence of speeding has not reduced in either city with the notable exception of one site in Dalian, where the percentage of speeding vehicles declined from nearly 70% to below 10% after an interval-based speed enforcement system was installed. The broader deployment of such speed control technologies across China and other countries should be explored. Roadside alcohol testing suggests that prevalence of drink driving prevalence (i.e. BAC >20 mg%) declined from 6.4% to 0.5% in Suzhou and from 1.7% to 0.7% in Dalian during the monitored time period. However, the measured prevalence rates are very low and should be validated against estimates based on hospital studies. Roadside interviews suggest that the population of both cities is already highly sensitized to the risks associated with drink driving and speeding. Crash statistics from the two cities do not show appreciable declines in injuries and fatalities as yet. However, the possibility of substantial underreporting in crash statistics sourced from traffic police poses a severe threat to monitoring progress towards road safety in Suzhou, Dalian and across China. There is an urgent need for China to invest in a reliable road traffic injury surveillance system that can provide information for describing key risk factors, evaluating the impact of safety policies, and benchmarking achievements.

Using baseline and formative evaluation data to inform the Uganda Helmet Vaccine Initiative.

Motorcycles are an important form of transportation in Uganda, and are involved in more road traffic injuries than any other vehicle. The majority of motorcycles in Uganda are used as motorcycle taxis, better known locally as boda bodas. Research shows that a motorcycle helmet is effective at reducing a rider's risk of death and head injury. As part of the Uganda Helmet Vaccine Initiative (UHVI), researchers collected baseline and formative evaluation data on boda boda operators' helmet attitudes, beliefs, and behaviors to inform UHVI activities. Researchers collected data on motorcycle helmet-related attitudes and beliefs through focus group discussions and structured roadside interviews, and researchers conducted roadside observations to collect data on helmet-wearing behaviors. Of the 12,189 motorcycle operators and passengers observed during roadside observations, 30.8% of drivers and <1% of passengers were wearing helmets. The most commonly reported helmet-wearing barriers from the focus group discussions and structured roadside interviews were: (1) 'Helmet is uncomfortable', (2) 'Helmet is too hot', (3) 'Helmet is too expensive', and (4) 'Helmet is of low quality'. Researchers incorporated findings from the formative research into the UHVI campaign to increase motorcycle helmet use. Radio messages addressing helmet comfort and cost were widely aired throughout Kampala, Uganda. In addition, campaign staff held nine boda boda operator workshops, covering approximately 900 operators, in which the facilitator addressed barriers and facilitators to helmet use. Each workshop participant received a high-quality tropical motorcycle helmet. UHVI will continue to use a data-driven approach to future campaign activities.

PENGEMBANGAN ”REAL TIME TRAFFIC INFORMATION SYSTEM” BAGI PENGGUNA JALAN

Traffic information condition is a very useful information for road user because road user can choose his best route for each trip from his origin to his destination. The final goal for this research is to develop real time traffic information system for road user using real time traffic volume. Main input for developing real time traffic information system is an origin-destination (O-D) matrix to represent the travel pattern. However, O-D matrices obtained through a large scale survey such as home or road side interviews, tend to be costly, labour intensive and time disruptive to trip makers. Therefore, the alternative of using traffic counts to estimate O-D matrices is particularly attractive. Models of transport demand have been used for many years to synthesize O-D matrices in study areas. A typical example of the approach is the gravity model; its functional form, plus the appropriate values for the parameters involved, is employed to produce acceptable matrices representing trip making behaviour for many trip purposes and time periods. The work reported in this paper has combined the advantages of acceptable travel demand models with the low cost and availability of traffic counts. Two types of demand models have been used: gravity (GR) and gravity-opportunity (GO) models. Four estimation methods have been analysed and tested to calibrate the transport demand models from traffic counts, namely: Non-Linear-Least-Squares (NLLS), Maximum-Likelihood (ML), Maximum-Entropy (ME) and Bayes-Inference (BI). The Bandung’s Urban Traffic Movement survey has been used to test the developed method. Based on several statistical tests, the estimation methods are found to perform satisfactorily since each calibrated model reproduced the observed matrix fairly closely. The tests were carried out using two assignment techniques, all-or-nothing and equilibrium assignment.

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.

The validity of self-reported helmet-use among motorcyclists in India

BackgroundMotorcyclists constitute the largest proportion of vehicle users on Indian roads. They are also vulnerable to road traffic crashes, injuries and deaths. Helmet-use can reduce the risk of injuries among...

Collecting Road Traffic Injury (RTI) data: barriers and enablers experienced by research personnel

BackgroundPrimary and Secondary data pertaining to two risk factors, helmets and alcohol, were collected as part of the Road Safety (RS-10) project in Hyderabad, India. Observational studies, road side interviews,...