Use Of Crash Helmet Research Articles

PATTERN OF MANDIBULAR FRACTURES IN A NIGERIAN TERTIARY HEALTH INSTITUTION; A 4-YEAR RETROSPECTIVE STUDY

Background: According to surveys, mandibular injuries aetiology varies between countries and even between centers in the same country. Mandibular fractures are the second most frequent facial injury, accounting for 15.5% to 59% of all facial fractures globally. The study aimed to find out if there were predictable patterns of fractured in the north central part of Nigeria.
 Materials and Methods: Mandibular fracture patients treated during a 4-year period were identified in a retrospective analysis and examined based on factors including age, sex, mode of trauma, month and day of the week of presentation, number and anatomic location, treatment method and sequelae.
 Results: The study reviewed 75 participants between the ages of 2 and 70. The mean age was 30.69 ± 11.22 years, and the gender split was 70 males (93.20%) and 5 females (6.80%), with a p-value of 0.09. The main cause was motorbike accident (68%) and head on collision was the major mechanism of trauma road traffic accidents (RTAs, 68.8%) and none of motorbike riders nor did passengers wear crash helmet. A total of ninety-nine fractures out of one hundred and six fractures were observed in males. A small percentage of patients (33%) exhibited altered consciousness, however there was no statistically significant link between the aetiology and level of consciousness (p=0.818).
 Conclusion: The mandibular body was most severely impacted and the primary mechanism of injury was head-on collision between two motorbikes. Speed restrictions and legislative law should be placed on the use of crash helmet.

Upper and Lower Extremity Injury Pattern and Severity of Motorbike Accident – A Retrospective Study

Aim: This study aims at determining the upper and lower extremity injury pattern and severity of motorcycle accidents in the Tamale metropolis, Ghana.
 Methods: A retrospective hospital-based study comprising data on 190 motorcycle accident victims at the Accident and Emergency Centres of three major hospitals (Tamale Teaching Hospital, Central and West Hospitals) in Tamale metropolis from February to April 2018. Demographic data, injury type, injury location, use of crash helmet and injury outcomes were retrieved from the medical records registry. Data was analysed using SPSS version 23.0. Categorical variables were compared using Chi-square test and One-way ANOVA test was done to compare groups.
 Results: From the 190 victims, 78.9% were treated and discharged, 17.4% were disabled and 3.7% died. Injury mechanism was significantly (F-test = 22.64, p = 0.00) linked with injury outcome. Victims who had frontal impact collision and died (71.4%) were significantly (p<0.05) more than those who were treated and discharged (26.7%). Accident victims with upper extremity injury who became disabled (18.2%) were more (p<0.05) than those treated and discharged (16.7%). Out of the 190 victims involved in motorcycle accidents, 64.2% were not wearing crash helmet. There was significant relationship (p<0.05) between use of crash helmet and injury outcome. More (23.0%) of accident victims disabled were not wearing crash helmet and among those who died, none (0.0%) had a crash helmet on.
 Conclusion: Upper and lower extremity injuries as well head and neck injuries were high among motorcycle accident victims. The study recommends capacity building for healthcare professionals to manage head, neck, upper and lower extremity injuries at the Accident and Emergency Centres. Regular training programs should be conducted by law enforcement authorities in northern Ghana to train motorcycle riders and educate them on road traffic regulations. Compliance to the use of crash helmet by motorcyclists should strongly be enforced. Further prospective studies are needed to delineate these injury patterns and ascertain reason behind non-usage of crash helmet by motorcyclist in the Metropolis.

Injury Patterns among Motorcyclist Trauma Patients: A Cross Sectional Study on 4200 Patients.

Motorcyclists are among the most vulnerable groups of road accident victims, who are prone to a growing mortality rate due to the constant rise in the number of accidents. This study was performed to investigate the injury patterns among motorcyclist trauma patients admitted to Kamyab Hospital, the largest trauma center affiliated with Mashhad Univercity of Medical Sciences, Mashhad, Iran, due to an accident. This cross-sectional study was conducted on motorcyclists referred to our hospital due to accidents from August 23, 2014 to August 22, 2016 to receive treatment. After the accurate examination of the collected data and correction of the potential errors, they were subjected to analysis. The gathered data included the demographic variables, injury pattern, accident time, and accident type. Data analysis was performed in Stata Software, version 12. A total of 4,205 motorcycle accident cases were hospitalized (14% of all cases were hospitalized during the two-year study period). The mean age of the patients was 30 years, and 88% of them were male (a male to female ratio of 7.3). Car- and pedestrian-motorcycle collisions were the most common causes of injury that accounted for 68% and 22% of the cases, respectively. The head was the most commonly injured site of the body; in this regard, 59.7% of the admitted patients and 85.4% of total death cases had a head injury. In addition, 67% of the target population received trauma in more than two parts of their body. The elbow, arm, and hip were the least regions involved. Motorcycle accidents cause severe physical injuries to the patients' body. Head injury was the most common type of trauma, leading to a wide range of disabilities. Therefore, the use of crash helmets and avoidance of dangerous driving behaviors will remarkably decrease such trauma.

The prevalence and effective factors of crash helmet usage among motorcyclists in Iran.

:Background:Crash helmet plays an important role in protecting the deriver's head during crashes and reduces the rate of severe injuries and fatalities. Although it has been proved that wearing the crash helmet can save the deriver’s life by around 42%; previous studies showed that the rate of wearing crash helmet has not been acceptable in Iran. Due to the huge number of motorcyclists on the roads in Iran, the use of crash helmet is an important area of research. The aim of this study was to assess the factors that could possibly relate to or affect the use of crash helmet by the motorcyclists. Methods:This is an observational study on 414 motorcyclists in Shiraz, Southern Iran. All participants completed a questioner containing demographic features, crash helmet use, motorcycle license, and the reasons for using motorcycles.Results:All the participants were males and aged from16 to 64 years with mean age 27±9.28. The results of logistic regression model revealed that only the drivers who had motorcycle license (OR=2.73, C.I: 1.40-7.24), employed the motorcycle for reasons other than pleasure (OR=3.18, C.I: 1.42-7.37) and been driving for 10 or more years (OR=1.92 95% C.I: 1.12-3.30) had greater rate of wearing crash helmet. Interestingly, educational levels, age, and other demographical variables had no relationship with crash helmet usage. Conclusions:It is believed that in order to increase the rate of crash helmet use, it is necessary to enact obligatory requirement for driving license by motorcyclists and increase the legal age for motorcycle driving.

Motorcycle transport: a threat to road safety in a community in Sub-Saharan Africa

BackgroundThere is a noticeable increase in the use of motorcycles in our communities for commercial transportation. It has been reported that the risk of dying for every kilometre travelled from...

Rate of Compliance with Crash Helmets Use by Powered Two-Wheelers (PTW) in Nigeria

Head injuries remain the main cause of deaths among users of Powered 7lvo- Wheelers (PTW). Therefore, helmet use represents the major measure for reducing the severity of head injuries. However in most developing countries especially in Nigeria, compliance to the use of crash helmets is extremely poor. Using observational surrey, the study evaluated the level of compliance of motorcycle riders to the use of crash helmets on three categories of roads ill Abeokuta, Nigeria. in addition, 250 powered two wheelers (motorcyclists) were served with 250 copies of questionnaire each using systematic sampling, Findings indicated that more than 75% of them were less than 40 years ill age and about 68% had 110 more than secondary education In terms of helmet wearing, 29%, 15% and 62 % compliance rates were recorded 011 Trunk ‘A’, collector and access mads respectively. Also, 34.2% and 27.6% identified heat and cost of the crash helmets as main reasons for poor use of crash helmets. One Way ANOVA showed a significant difference (p<0.05) in the use of crash helmets on the three categories of roads. The paper calls for effective enforcement of crash helmet law, more enlightenment programme and the need to subsidize the cost of crash helmets in order to improve the wearing rate ill the country.

The burden of disease in commercial motorcycle injuries at Ibadan

Background: Commuting by the motorcycle (‘Okada’) has become a menace in Nigeria due to injuries from preventable crashes. This study elucidates the pattern of injuries and the burden of disease from motorcycle crashes presenting in our facility.Patients and methods: Patients presenting to our tertiary hospital following motorcycle crashes over a 17-month period were studied prospectively.Results: A total of 167 patients with mean age 33.4 years were evaluated; 82.2% were aged 21 years and above. Male: female ratio was 3:1. Over three-quarters of patients presented the same day. Motorcycle-carcollision was the commonest mechanism (44.7%). Limb injuries occurred in 83.2% of cases, while 43 (25.8%) had head and neck injuries. None of the cyclists wore a helmet at the time of the crash. 67.6% of the caseswere managed conservatively. A mortality rate of 2.9% was recorded.Conclusion: Commercial motor cycling no doubt eases domestic transportation in our country. However, the economic effect as well as the morbidity and mortality arising from motorcycle crashes calls for strict laws to regulate its use by government. Licensing of riders and enforcement of traffic laws including the use of crash helmet should stem the rising tide of preventable morbidity and mortality currently associated.Keywords: motor-cycle (okada) injuries, road crashes

Patterns of morbidity and mortality amongst motorcycle riders and their passengers in Benin-city Nigeria: One-year review

To evaluate patterns of morbidity and mortality among bike riders and pillion seat passengers involved in road traffic accidents in Benin-City Nigeria between August 2003-July 2004. A total of Fifty-one bike riders and pillion seat passengers, who participated in this study were part of a larger study, involved in a road traffic accident and were brought to the accident and emergency unit of either the University of Benin Teaching Hospital (UBTH) or the State Specialist Hospital between August 2002-July 2003.The injured ones were examined and dead patients had an autopsy done on them A total of 51 cases of bikes riders/pillion seat passenger accidents were recorded representing 18% of total accidents. 35 motorbike riders/pillion seat passengers were struck down by cars (68.6%). Seven bike riders/pillion seat passengers (13.5%) were struck by articulated vehicles. 7 bike riders/pillion seat passengers representing 13.5% of cases were stuck by buses, 2 (3.9%) pillion seat passengers fell of bikes from epilepsies and sustained secondary injuries. Males were more in number with a ratio of 2.5; 1. One hundred percent (100%) or all motorcyclist and their passengers did not use helmets. Cars struck down most bike riders and their pillion seat passengers. Males were more than females in number. The commonest autopsy findings as cause of death was intr a-cranial hemorrhage preventable by the use of crash helmets.

Commercial Motorcyclists: Do they care about road safety?

A cross-sectional community based study carried out in Calabar, capital city of Cross River State in November 2005 to study the attitude of commercial motorcyclists to road safety regulations and practices. Randomly selected commercial motorcyclists at various parks in the city, who agreed to participate in the study, were interviewed. Information regarding certain aspects of road safety was obtained from them using interviewer administered questionnaires. Two hundred and forty seven commercial motorcyclists were entered into the study. Their ages ranged from 18 to 57 years, mean age of 33.9 years (+/-SD 7.5years). They were all males. Only 102 (41.3%) of them had formal training on riding motorcycle. Eighty eight (35.7%) had motorcycle riders' license and 108 (43.7%) had vehicle insurance policy. Only 16.2% of them carry the recommended one passenger at a time. While 83.4% of the respondents agreed that the use of crash helmet is good, only 57.5% would like the government to enforce its use by motorcyclists. Eighty six respondents (34.8%) take alcohol to enhance their performance while working. The attitude of the commercial motorcyclists in Calabar to road safety is poor. This can be enhanced by educating them on the tenets of road safety as well as strict enforcement of traffic regulations. Keywords: Commercial Motorcyclists, Road Safety, Attitude, Calabar The Nigerian Medical Practitioner Vol. 51 (6) 2007: pp. 111-113

Knowledge, Attitude, and Practice of Nigerian Commercial Motorcyclists in the Use of Crash Helmet and other Safety Measures

Objective. This study was designed to evaluate the knowledge, attitude, and practice of some commercial motorcyclists in Nigeria in the use of crash helmet and other cycling safety measures. Methods. At randomly selected commercial motorcycle parks from two South Western Nigerian locations (Lagos and Ile-Ife), we obtained verbal consent from commercial motorcyclists (randomly selected) and thereafter administered structured questionnaires to consenting motorcyclists. The questionnaire sought to know the respondents' biodata (age, gender, and educational attainment inclusive), cycling background, and experience (trainer, duration of training and cycling, and history of crashes). Furthermore, risk factors and practices like alcoholism, maintenance history of the motorcycle, maximum number of pillion passengers carried, and use of crash helmet were elicited. Respondents' knowledge of available safety measures was also investigated. Data was entered into an IBM compatible computer and analyzed using the SPSS 11.0 statistical software. Statistical significance was inferred at p value < 0.05. Results. There were 224 male respondents aged 15–58 years. Their peak age was 25–29 years and mean 35.1 ± 8.9 years; 8.4% had no formal education; 10.3% received formal training but the majority were either trained by self (35.5%) or an acquaintance (34.6%). Training lasted ≤ 1 week in 21.5% of the respondents and ≤ 3 weeks in 43%. Close to half (48.6%) of cyclists admitted carrying more than one (2–4) pillion passenger; 64 (30%) volunteered positive history of alcohol consumption. Only 20% supplied a crash helmet as a known safety device and 23.8% had a helmet on at the time the study was conducted. The majority (67.3%) favored the enforcement of crash helmet while others would reject the idea; 45.8% of the cyclists have been involved in crashes at one time or the other. Most of the crashes occurred with a motor vehicle or as a lone accident while they attributed most of the accidents to bad roads and failure to observe road signs. Conclusion. Commercial motorcycling is essentially done by males who have not received formal training for the job; hence, they lack adequate knowledge and practice of road safety measures. Additionally, bad roads appear to also contribute to frequent crashes. However, the need to enforce all existing laws related to motorcycling is evident.