Prevalence and correlates of erectile dysfunction among long-distance commercial vehicle drivers and commercial motorcycle riders in Ibadan Nigeria: a comparative cross-sectional study

Background: Erectile dysfunction (ED) is a global public health problem that affects the quality of life, interpersonal, occupational, and social functioning of sufferers. Despite being high-risk groups, there is a paucity of data on erectile dysfunction among commercial vehicle drivers and motorcycle riders. Objectives: We aimed to determine and compare the prevalence and factors associated with ED among long-distance commercial vehicle drivers (CVDs) and commercial motorcycle riders (CMRs) in Ibadan, Nigeria. Methods: We used a comparative cross-sectional study design to enroll eligible male respondents in selected motor/motorcycle parks within Ibadan metropolis. Interviewer administered questionnaires were used to elicit sociodemographic/health-related characteristics, and ED status among participants. Data was analyzed using STATA version 12. Chi-square and Binary logistic regression were conducted to explore the association between ED and other covariates. Analyses were performed at 5% significance level. Results: The prevalence of ED was significantly higher among motorcycle riders than vehicle drivers (71.4% vs 47.4%, p = 0.001). Predictors of ED among CMRs were monogamous marriage type and history of perineal injury; while among CVRs were aged above 40-years, history of perineal injury, and current use of alcohol. Conclusion: There is a need for public education and awareness programmes on ED to reduce the burden and improve well-being in these populations

Prévalence et facteurs associés au diabète chez les conducteurs de taxi-motos de la ville de Parakou (Bénin) en 2021 / Prevalence and associated factors with diabetes among motorcycle taxi drivers in the city of Parakou (Benin) in 2021

Introduction : le diabète est un véritable fléau mondial par sa prévalence en croissance. Les objectifs de la présente étude étaient de déterminer la prévalence du diabète et d'identifier les facteurs associés au diabète chez les conducteurs de taximotos de la ville de Parakou en 2021. Méthodes : il s'agissait d'une étude transversale, descriptive et analytique concernant les conducteurs de taxi-motos de la ville de Parakou et réalisée du 08 février au 31 mars 2021. Résultats : au total 422 conducteurs de taxi-motos enquêtés. L'âge moyen était de 36,45±10 ans ; 85,8% avaient un revenu mensuel d'au moins 40000 FCFA, 9,7% avaient une hypertension artérielle. L'anxiété et la dépression étaient présentes respectivement chez 5,5% et 15,9 % des sujets enquêtés. La prévalence du diabète était de 2,84%. Les facteurs qui étaient significativement associés sont l'âge de 30 ans et plus (p=0,001), le tour de taille élevé (p=0,03) et la durée de sommeil journalier anormale (p=0,03). Conclusion : la prévalence du diabète est faible chez les conducteurs de taxi-motos et les facteurs associés sont l'âge de 30 ans et plus, le tour de taille élevé et la durée de sommeil journalier anormale. Il est important de communiquer pour un changement de comportement afin que les conducteurs de taximotos adoptent une hygiène de vie saine.

Introduction: Diabetes is a real global scourge due to its growing prevalence. The objectives of this study were to determine the prevalence of diabetes and to identify the associated factors with diabetes among motorcycle cab drivers of Parakou city in 2021. Methods: This was a cross-sectional, descriptive and analytical study of motorcycle cab drivers in Parakou, city conducted from February 8 to March 31, 2021. Results: a total of 422 subjects surveyed. The average age was 36.45±10 years; 85.8% had a monthly income of at least 40,000 FCFA, 9.7% had high blood pressure. Anxiety and depression were present respectively in 5.5% and 15.9% of the subjects surveyed. The prevalence of diabetes was 2.84%. The factors that were significantly associated with diabetes were age 30 years and older (p=0.001), high waist circumference (p=0.03) and abnormal daily sleep duration (p=0.03). Conclusion: The prevalence of diabetes is low among motorcycle cab drivers and the associated factors are age 30 years and over, high waist circumference and abnormal daily sleep duration.

Role of computed tomography scan in assessment of skull fracture patterns among motorcycle road traffic accident patients in South Western Nigeria

Background: Commercial motorcycling is a common means of transportation in Nigeria, and motorcycle road traffic accidents (MCRTAs) are commonly associated with multiple skull fractures. Cranial computed tomography (CT) scan is the standard imaging modality of patients with head injury. Aim: The aim of this study is to describe the pattern of skull fractures on cranial CT scan in patients with head injury following MCRTA. Patients and Methods: This was a descriptive cross-sectional study conducted at the University College Hospital, Ibadan, between June and October 2016. Noncontrast cranial CT scan was performed on 190 patients who presented with head injury following MCRTAs. Results: Over half (n = 59.8%) of the patients were within the ages of 20­39 years with a mean age of 33 ± 14.37 years. A total of 183 patients did not use crash helmet at the time of accident, out of which 168 (n = 88.4%) sustained skull fractures. Six different skull fracture patterns were identified on cranial CT scan of these patients. The most common fracture pattern seen was the combined calvarial, facial, and base of skull fractures representing 22.1% while the least fracture pattern was the base of skull fracture (n = 4.7%). Most of the patients with calvarial fractures were without helmet at the time of injury (n = 98.3%) compared to 1.7% of patients who wore helmet at the time of injury. This was statistically significant (P = 0.040). Conclusion: This study further underscores the usefulness of cranial CT scan in identifying and evaluating patients with skull fractures following MCRTA in our environment, thus guiding proper medical and surgical management of such patients in a low-resource setting

Injury Patterns and Mortality Rates of Motorcycle-Related Head Injuries in Kenya

Background: Motorcycles are an emerging means of public transportation in many developing countries and has a poor safety record when compared to other road users. Subsequently; motorcycle injuries have been on the rise and head injuries are the leading cause of death; severe injury and disability globally.Objectives: To determine the injury patterns and mortality rate of motorcycle-related head injuries. Design: A retrospective descriptive study. Setting: Moi Teaching and Referral Hospital Subjects: All motorcycle-related head injuries from the year 2010 to 2013. Results: One hundred and fourteen files were reviewed. The study sample was predominantly male (n=106; 93%) with a mean age of 30.2 years (SD=14.01). More than half of the patients sustained skull fractures and intra-cranial haemorrhage (n=68; 59.6%). About 9.6% (n=11) of the patients succumbed to their injuries out of which 63.6% (n=7) sustained severe head injuries. There was a significant association between helmet use and the mortality rate of patients (?2=5.684; p=0.017). The use of helmets also had an influence on the type of injury sustained (p=0.004) as patients not wearing helmets sustained more serious injuries such as skull fractures; intra-cranial bleeding; cerebral oedema and diffuse axonal injuries.Conclusion: There is a relationship between helmet use; the type of injury sustained and the mortality rate of the patients. Hence; the need for public education programmes on motorcycle safety and helmet use to curb the negative impact of motorcycle-related injuries on the society and economy

Profie and Economic Impact of Motorcycle Injuries Treated at a University Referral Hospital in Kigali; Rwanda

Background: Motorcycle injuries constitute a major public health problem in developing countries; leading to significant disability and straining healthcare resources. We aim to present the basic epidemiology of motorcycle injuries presenting to an urban referral hospital in Rwanda and to evaluate patient outcomes and associated costs arising from injuries sustained on motorcycles. Methods: We conducted a retrospective cross-sectional study of motorcycle injury patients presenting to Kigali Teaching University Hospital from January-December; 2011. Patients were identified through review of ward registers and trauma registries and stratified into 3 groups based upon length of stay. A representative sample of 269 patients was randomly selected from each group for financial analysis. Data were collected from patient medical; police; and financial records as well as patient interviews. Cost analysis was based upon the standard road accident cost conceptual framework. Data were collected using Epi data 3.1; Excel and analyzed using SPSS 16. Results: A total of 269 motorcycle accident files were examined. Males were more affected than females with sex ratio F:M;1:6.72.Youths were more involved in motorcycle accident (53.2) than other age group(16-30 years) .The majority of Motorcycles victims were motorcyclists; (30.86); businessmen (20.45) and students (11.53). Motorcycle-vehicle (41.61) was the fist cause of motorcycle injuries then motorcycle-pedestrian (30.86). Helmet use was 92.75. Head injuries and fractures were the predominant diagnoses (82.15). About 46.7 had pre-hospital care. The mean hospital stay was 15.43 days; and 38.3 spent more than 15 days in hospitalization. Permanent disability was confirmed in 11.5 (n=31); and mortality was 10.4 (n=28). The total economic cost was estimated at US$1;236;207.31 with 39.40 (US$487;030.30) due to loss of labor and 21.76 due to direct medical costs (US$269;000.84). Conclusions: Motorcycle injuries create a substantial disability and cost burden in Kigali; Rwanda. Prevention and early treatment should be promoted to decrease the morbidity and financial burden

Prevalence and severity of pterygium among commercial motorcycle riders in south eastern Nigeria

Background: Pterygium is common among outdoor workers who are daily exposed to sunlight and dust due to repeated conjunctival /corneal drying and microtrauma especially in the tropics. Commercial motorcyclists in Nigeria are outdoor workers who spend the greater part of the day outdoors under the intense heat and dust characteristic of this part of the world and would therefore be largely predisposed to developing this conjunctival disorder. Objective: The aim of this study is to determine the prevalence and severity of pterygium among these workers and relate these findings to their duration of work. Methods: A cross sectional study with a multi stage random sampling design was used to choose the 615 subjects enrolled in the study. Results: The prevalence for pterygium was 19.3 (206 eyes) with stage 1 occurring mostly (52) followed by stage 2(46). Pterygium was common among riders who had been riding for 5 years or less. The relationship between duration of riding and pterygium severity was significant (p=0.009). This prevalence was unaffected by the use of regular sun glasses (p=0.188). Conclusion: A strong relationship exists between commercial motorcycle riding and development of pterygium not affected by using regular sunglasses. We recommend that helmets with full face shields and/or proper UV protected riding goggles where the helmets have no face shield be enforced by the regulation bodies so as to reduce the prevalence of these disorders

Motorcycle Road Traffic Injuries in Southern Nigeria: The Small Motorcycle as a Prevention Strategy

Background: The commonest mode of public transportation in Uyo is by motorcycle. There are two sizes of motorcycle in common use - the big one (Qlink or Skygo model; made in China) and the small one (C90; made in China). The study was carried out to determine if there is a lower risk of RTI severe enough to be brought to the hospital; attributable to using a small motorcycle. Methods: Motorcycle RTI victims admitted at the Accident and Emergency department of the University of Uyo Teaching Hospital (UUTH); were reviewed prospectively over a 15 month period. Three community visual surveys of the proportion of small to large motorcycles were also conducted. Results: A total of 131 RTI victims were reviewed over 15 months. The visual surveys of motorcycles in Uyo revealed that the mean proportion of small to large is 38 to 62; a ratio of 1:1.6. Eighty-three (63.3) of the 131 RTI's involved motorcycles. 74 of these occurred in large motorcycles. There was a statistically significant relationship between motorcycle size and occurrence of an RTI severe enough to be brought to hospital. Conclusion: There is a lower risk of RTI severe enough to be brought to hospital; from using a small motorcycle

The Cyclists Helmet Study in Juba; Southern Sudan; 2006

Juba has a poor road network and few public transport options; with an increasing number of people riding motorised or non-motorised cycles This study seeks to characterise the cyclists (including helmet wearing) and to use the findings to make recommendations to the concerned authorities. The study found that most of the 3564 observed cyclists were adult males; the proportion using helmets was very small (1). Many cyclists had an extra passenger; or were carrying a load. More than half the cyclists were riding in the middle of the road. Only 18of the motorcycles were licensed. The conclusion is that cyclists need information on the importance of wearing a helmet. The licensing of motorcycles is important. The road network and road signs need to improve; and public transport increased

Lower Limb Injuries Arising From Motorcycle Crashes

Background: Motorcycle accidents are the second most common cause of road traffic accidents in both developing and developed countries. In this study we aim to look at the pattern and characteristics of lower limb injuries arising from motorcycle accidents and evaluate early outcome of treatment. Methods: All the patients with lower limb injuries arising from motorcycle accidents who presented in our hospital between 1st October 2006 and 30th September 2007 were reviewed. History was obtained and detailed examination was done after resuscitation to determine the site; nature and the characteristics of injuries. Definitive treatment (conservative or operative) given was based on the pattern and type of injuries. Patients were followed up in the clinic for both clinical and radiological review. Functional outcome assessment was commenced after the onset of weight bearing. The data were recorded on a designated proforma and analyzed using a statistical programme. Results: A total of 429 motorcycle accident victims were seen during this period and lower limb injuries represented the commonest type of injury(238; 55.5). Male: female ratio was 2.2:1 with a mean age of 43.1years. Fractures were the commonest lower limb injuries(73.4) and closed fractures were commoner than the open fractures. The commonest anatomical location of fractures in lower limbs was tibial shaft. Joint stiffness was found to be the commonest post treatment complication. Conclusion: Lower limb injuries represent the commonest form of injuries among the motorcycle accident victims. Fractures were the commonest type of injury seen and the most common location was shaft of tibia

Motorcycle-Related Trauma in South Sudan: a Cross Sectional Observational Study

Motorcycle related trauma is a major cause of morbidity in those of working age in the developing world1. One hundred and sixteen patients involved in motorcycle related accidents were identified over four weeks at the Juba Teaching Hospital in South Sudan. Of these 84were male with an average age of 26.7 years. Most male injuries involved drivers; whereas the majority of female injuries were to pedestrians. The commonest injuries were lacerations; abrasions and fractures; and the commonest regions injured were the lower and upper limbs and the head and face. Forty-four patients were admitted to the ward. Forty six percent of men interviewed did not hold a license; 96.5of drivers and 91.3of passengers were not wearing a helmet and 24.6of drivers were under the influence of alcohol at the time of injury. The vast majority of accidents occurred on surfaced roads within Central Juba. This study highlights the need for tighter regulation of motorcycle ownership; usage and personal safety in addition to wider infrastructural development. In doing this it might be possible to reduce morbidity and the socioeconomic impact on those involved in motorcycle related accidents and the families who depend on them. Significant injuries to the head and face were recorded; but no enquiries were made about cognitive impairment. Organised rehabilitation of those injured needs serious consideration by the Ministry of Health

Predictors of road traffic accident, road traffic injury and death among commercial motorcyclists in an urban area of Nigeria

Background: Road traffic accidents, injuries and deaths remain important public health problems in both developed and developing countries. These problems have since escalated with the introduction of the new phenomenon of commercial motorcycle transportation such as is found in the urbanizing slum of Nnewi, Anambra state of Nigeria. Method: Using a semi-structured, interviewer administered questionnaire, relevant data on socio-demographic and motorcycle characteristics were collected from a sample of 291 commercial motorcyclists selected by systematic sampling technique. Data on RTA, RTI and death were also collected from them over a period of three months. Result: The result showed that young commercial motorcyclists {<30 years of age}, experienced higher fatal injury rate than older ones {>30 years of age}, {p<0.01}. Motorcyclists with some formal education experienced RTA and RTI incidence rates that were significantly lower than those of motorcyclists with no formal education, {p<0.01}. In the same vein, medical condition and social vices such as alcohol intake among the motorcyclists were found to be obvious predictors of RTA, RTI and death. Furthermore, motorcyclists who used >100cc engine capacity motorcycles had significantly higher RTA incidence rate {478.8/100 MCY}, RTI rate {223.2/100MCY}and FIR {410/100MCY} than users of <100cc engine motorcycles who recorded RTA incidence of 258.9/100MCY, RTI rate of 49/100MCY and zero fatal injury respectively {p<0.01, p<0.001, p<0.001 respectively}. Conclusion: A careful consideration of all these predictors individually and collectively, will enable stakeholders in transport industry plan effective RTA, RTI and death control measures. Rather than an outright ban of motorcycle transportation, evening classes can be organized for the motorcyclists at subsidized rates to improve their literacy levels to run side by side with road safety informational lessons delivered at their places of work

Prevalence of psychoactive substance use among commercial motorcyclists and its health and social consequences in Zaria, Nigeria

Background: In recent years commercial motorcyclists (Okada riders) have come to bridge the huge public transport gap in most cities across the country. However, this is not without the dangers they pose to themselves, passengers and to other road users. It is claimed that some of these Okada riders operate under the influence of drugs and other substances. But there are few community-based studies that have investigated the problem in this part of Nigeria. Therefore, this study was conducted to determine the prevalence, health and social consequences of psychoactive substance use among commercial motorcyclists (Okada) in Zaria, northern Nigeria. Method: Multi-stage sampling technique was used to sample commercial motorcyclists registered with commercial motorcyclists union in Zaria city, Kaduna state, Nigeria. Structured, closed ended and interviewer administered questionnaires were used to collect information on socio-demographic characteristics, factors influencing psychoactive substance use, impact on health status, motor cycle riding experience and work performance. Results: Two hundred commercial motor cyclists were interviewed, majority of them were in the age group 21-25 years (55.5%) with a mean age of 25.4 ± 3.9 years. All the motorcyclists were male, (60.5%), had no formal education, (79.5%) are of Hausa extraction and (69%) worked for more than 10 hours per day. A high prevalence of 59.5% of road traffic accident that was associated with the use of psychoactive drugs was found among the motorcyclists. Commonly identified psychoactive substance/drugs used were: marijuana [Indian hemp] 25.8%, solution 24.5%, caffeine (Kola) 15.8%, and coffee 4.8%. Keeping awake, suppression of fatigue, and peer group effect were the identified factors influencing psychoactive substance use. The commonest types of injuries sustained were bruises and lacerations (62.5%) and fractures of upper and lower limbs (10.5%). Conclusion: Road traffic accidents among commercial motorcyclists are a frequent occurrence in this part of the country. There is need for public awareness campaigns on road safety education and health consequences of psychoactive substance use among commercial motorcyclists. It is further recommended that law enforcement agencies (NAFDAC, NDLEA and FRSC) need to work in tandem so as to curb the problem of substance abuse in our society and reduce the rate of accidents on Nigerian roads

Patterns of Morbidity and Mortality amongst Motorcycle Riders and their Passengers in Benin-City Nigeria: One-year Review

Objective: 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. Methods: 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-July2003.The injured ones were examined and dead patients had an autopsy done on them. Results: A total of 51 cases of bikes riders/pillion seat passenger accidents were recorded representing 18of 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 13.5of 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. Conclusion: 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 intra-cranial hemorrhage preventable by the use of crash helmets

Patterns of Morbidity and Mortality amongst Motorcycle Riders and their Passengers in Benin-City Nigeria: One-year Review

Objective: 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. Methods: 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. Results: A total of 51 cases of bikes riders/pillion seat passenger accidents were recorded representing 18of 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 13.5of 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. Conclusion: 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 intra-cranial hemorrhage preventable by the use of crash helmets

Review of Seventy consecutive cases of limb injuries in calabar the role of motorcyclists

Background: Limb injuries are common. The aims of this study were to evaluate the pattern of limb injuries seen at the University of Calabar Teaching Hospital (UCTH); Calabar and the role ofmotorcyclists in their causation. Methodology: Prospective study from 1st January; 2005. Seventy consecutive patients with limb injuries presenting at the accident and emergencyunit of UCTH were evaluated. Results: The seventy patients who entered the study presented between 1st January 2005 and 31st May 2005. They sustained eighty five (85) limb injuries.Ages ranged from 4.5years to 68years with mean of 30years. Male to female ratio was 2.7:1. Road Traffic Accident (RTA) was the commonest cause of injury accounting for 76.8of cases withmotorcycle accidents constituting 52.8of these. Fracture was the most common injury accounting for 54 cases (63.5). Fracture of the tibia and fibula (combined) was the most common fracture (37.0). Head injury was the most common associated injury (66.7). Conclusion: Motorcycle accidents are important causes of limb injuries. Appropriate measures to reduce incidence of road traffic accidents would significantly curtail the rate of occurrence of limb injuries